Roof assembly and vehicle

Abstract

The application relates to a roof assembly and a vehicle, and belongs to the technical field of automobile roof structures, which comprises a front cross beam, a reinforcing pipe and mounting plates, wherein the number of the reinforcing pipes is at least one; the reinforcing pipes are located on one side of the front cross beam; the mounting plates are two and are located at the two ends of the reinforcing pipes away from the front cross beam; the middle sections of the mounting plates are attached to the reinforcing pipes, so that the reinforcing pipes are clamped by the front cross beam and the mounting plates; and the two ends of the mounting plates are connected to the front cross beam. Compared with the traditional method of increasing the thickness or the number of layers of the front cross beam to improve the strength, the reinforcing pipes in the application can also provide structural strength for the front cross beam, and the cost is lower. In addition, the reinforcing pipes are lighter in weight, can greatly improve the bending resistance and extrusion resistance of the front cross beam assembly under the column impact, side impact and roof pressure working conditions without significantly increasing the weight, and even can reduce the weight.

Description

Technical Field

[0001] This application relates to the technical field of automobile roof structures, and more particularly to a roof assembly and vehicle. Background Technology

[0002] In automotive body structure design, the front crossbeam of the roof is a key load-bearing component, playing a crucial role in force transmission and support during safety performance tests such as pole impact, side impact, and roof crush. Current technologies typically enhance the structural strength of the front crossbeam by increasing sheet metal thickness or employing multi-layered sheet metal structures. For example, some vehicle models utilize double or even triple-layered sheet metal to improve its bending stiffness and load-bearing capacity, thereby meeting collision safety regulations.

[0003] However, while the aforementioned reinforcement methods improve structural strength to some extent, they also significantly increase the weight of components and material costs, leading to an increase in the overall vehicle weight and consequently affecting the vehicle's fuel economy. Furthermore, the multi-layered structure complicates the manufacturing process of the front crossbeam assembly, increasing assembly difficulty and hindering the achievement of vehicle lightweighting and cost control goals. Therefore, how to achieve lightweighting and process simplification of the roof front crossbeam while ensuring structural strength has become a pressing technical problem to be solved. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a roof assembly and vehicle that improves the structural strength of the front crossbeam by providing a reinforcing tube on one side of the front crossbeam, thereby saving costs and reducing weight while improving the structural strength of the front crossbeam.

[0006] To achieve the above objectives, in a first aspect, this application provides a top cover assembly, comprising: Front crossbeam; A reinforcing tube, wherein the number of the reinforcing tubes is at least one; the reinforcing tube is located on one side of the front crossbeam; Mounting plates, two of which are located at both ends of the reinforcing tube on the side away from the front crossbeam; the middle section of the mounting plate is attached to the reinforcing tube so that the reinforcing tube is clamped by the front crossbeam and the mounting plate; the two ends of the mounting plate are connected to the front crossbeam.

[0007] In this technical solution, compared to the traditional method of increasing the thickness or number of layers of the front crossbeam to improve strength, the reinforcing tube in this application can provide structural strength to the front crossbeam at a lower cost. Furthermore, the reinforcing tube is lighter, significantly improving the bending and compressive strength of the front crossbeam assembly under column impact, side impact, and top pressure conditions without significantly increasing weight, or even achieving weight reduction. Simultaneously, the structure is simple, avoiding the welding and assembly problems of complex multi-layered plate structures, reducing manufacturing complexity and production costs. This approach improves the structural strength of the front crossbeam while saving costs and reducing weight.

[0008] In some embodiments of this application, the mounting plate is bent toward the side away from the front crossbeam to form a fixing cavity, and the number of fixing cavities is the same as the number of reinforcing tubes and corresponds one-to-one.

[0009] In this technical solution, the mounting plate positions the reinforcing tube through a fixing cavity, reducing the possibility of displacement and ensuring assembly accuracy and consistency. Furthermore, in the event of a vehicle impact, the fixing cavity of the mounting plate ensures that the reinforcing tube remains in place, preventing displacement that could lead to insufficient force transmission and improving vehicle safety.

[0010] In some embodiments of this application, the two ends of the mounting plate in the length direction are used to connect the front crossbeam; The mounting plate is bent to form reinforcing ribs, and the length direction of the reinforcing ribs is the same as the length direction of the mounting plate.

[0011] In this technical solution, reinforcing ribs improve the bending resistance of the mounting plate, effectively resisting bending deformation under stress. This ensures that when the vehicle is impacted, the mounting plate can stably fix the reinforcing tube in the correct position, allowing the tube to absorb the impact and improving overall vehicle safety.

[0012] In some embodiments of this application, the end of the mounting plate is provided with a threaded assembly, the threaded assembly comprising: Bolts that penetrate the front crossbeam and the mounting plate; A nut, which is fitted onto and threaded onto the bolt.

[0013] In this technical solution, the use of bolts and nuts enables a detachable rigid connection between the mounting plate and the front crossbeam. Tightening the nuts ensures a secure connection between the mounting plate and the front crossbeam, allowing the mounting plate to firmly clamp the reinforcing tube onto the crossbeam. This not only improves vehicle safety in the event of a collision but also prevents gaps between the reinforcing tube, mounting plate, and front crossbeam, which could cause abnormal noises during vehicle operation. The bolt and nut connection method is simple and quick, facilitating installation and subsequent disassembly and maintenance.

[0014] In some embodiments of this application, the end of the front crossbeam protrudes with a support portion toward the reinforcing tube, and both ends of the reinforcing tube contact the support portion, so that the middle part of the reinforcing tube is separated from the front crossbeam.

[0015] In this technical solution, a certain gap is maintained between the middle part of the reinforcing tube and the front crossbeam through the support structure, forming a buffer and deformation space. In the event of a collision, this gap allows the reinforcing tube and the front crossbeam to undergo relatively independent, staged deformation and energy absorption, thereby optimizing the force transmission process, improving the energy absorption effect, and enhancing the overall vehicle safety performance.

[0016] In some embodiments of this application, a rubber pad is provided between the front crossbeam and the reinforcing tube, with the two ends of the rubber pad respectively abutting against the front crossbeam and the reinforcing tube; The rubber pads are spaced apart along the extension direction of the reinforcing tube.

[0017] In this technical solution, rubber pads play a crucial role in cushioning, vibration reduction, and auxiliary support. Filling the gap between the reinforcing tube and the front crossbeam, the rubber pads effectively prevent noise generated during vehicle operation due to contact, friction, or vibration between the two. Secondly, the rubber pads provide support for the reinforcing tube; when the vehicle experiences bumps, the support of the rubber pads helps maintain the position of the reinforcing tube, preventing displacement. Finally, in the event of a collision, the rubber pads, as a flexible cushioning material, provide additional cushioning and energy absorption, gently transferring and dispersing the impact force. Working together with the metal structure, they achieve superior collision safety performance.

[0018] In some embodiments of this application, the front crossbeam is bent toward the side away from the reinforcing tube to form a mounting cavity, and the reinforcing tube is located in the mounting cavity.

[0019] In this technical solution, by housing the reinforcing tube within the mounting cavity formed by the bending of the front crossbeam itself, the entire reinforcing structure becomes more compact and integrated, saving space in the vehicle body and facilitating the optimization of the overall vehicle styling and interior space. This mounting cavity itself is a semi-enclosed box-shaped structure, which greatly increases the moment of inertia of the front crossbeam, thereby significantly enhancing its bending and torsional stiffness.

[0020] In some embodiments of this application, there are two reinforcing tubes spaced apart along the width direction of the front crossbeam; The curvature of the reinforcing tube is the same as and corresponds to the curvature of the front crossbeam.

[0021] In the technical solution, the curvature of the two reinforcing tubes is designed to match that of the front crossbeam, ensuring that the length and curvature of the tubes correspond to those of the crossbeam. This ensures a rational structure and saves space. Simultaneously, when the vehicle is impacted, the force on the front crossbeam can be stably transmitted to the reinforcing tubes.

[0022] In some embodiments of this application, the final assembly further includes a top cover outer plate, which is connected to the front crossbeam.

[0023] In the technical solution, the outer roof panel is connected to the reinforced front crossbeam structure to form a high-rigidity and stable roof assembly, which improves the structural strength of the whole vehicle.

[0024] In addition, this application also provides a vehicle, including a body, on which the above-mentioned roof assembly is disposed.

[0025] In the technical solution, the vehicle adopts a new type of roof assembly, which increases the structural strength of the front crossbeam of the roof and improves the vehicle's safety performance. At the same time, it reduces production and manufacturing costs and also achieves vehicle lightweighting.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the top cover assembly according to an embodiment of this application; Figure 2 This is a top view of the top cover assembly according to an embodiment of this application; Figure 3 This is a side view of the top cover assembly according to an embodiment of this application; Figure 4 This is an exploded view of the top cover assembly according to an embodiment of this application; Figure 5 This is a structural schematic diagram of the mounting plate of the top cover assembly according to an embodiment of this application; Figure 6 This is an exploded view of the top cover assembly according to an embodiment of this application.

[0028] In the above figures: 100, front crossbeam; 200, reinforcing tube; 300, mounting plate; 301, reinforcing rib; 400, threaded assembly; 401, bolt; 402, nut; 500, rubber gasket. Detailed Implementation

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the automotive industry, the front crossbeam of the roof is a key load-bearing component, playing a crucial role in force transmission and support during safety performance tests such as pole impact, side impact, and roof crush. In existing technologies, to improve the structural strength of the front crossbeam of the roof, reinforcement methods typically include increasing the sheet metal thickness or using multi-layered sheet metal structures. For example, some vehicle models employ double or even triple-layered sheet metal to enhance its bending stiffness and load-bearing capacity, thereby meeting the requirements of collision safety regulations.

[0031] However, while the aforementioned reinforcement methods improve structural strength to some extent, they also significantly increase the weight of components and material costs, leading to an increase in the overall vehicle weight and consequently affecting the vehicle's fuel economy. Furthermore, the multi-layered structure complicates the manufacturing process of the front crossbeam assembly, increasing assembly difficulty and hindering the achievement of vehicle lightweighting and cost control goals.

[0032] Based on this, this application proposes a roof assembly that improves the structural strength of the front crossbeam by setting a reinforcing tube on one side of the front crossbeam, thereby saving costs and reducing weight while improving the structural strength of the front crossbeam.

[0033] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0034] Please refer to all the accompanying drawings. In one schematic embodiment of the roof assembly of this application, the roof assembly includes a front crossbeam 100. In the event of a frontal collision, especially a small offset or pole impact, the front crossbeam 100 can effectively deform and absorb energy, dispersing the collision energy to the vehicle frame, thereby reducing the impact on the passenger compartment and improving the overall vehicle safety performance.

[0035] In some embodiments, the roof assembly further includes a reinforcing tube 200, and the number of reinforcing tubes 200 is at least one; the reinforcing tube 200 is located on one side of the front crossbeam 100. When the front crossbeam 100 is impacted, the force is transmitted to the reinforcing tube 200, which absorbs the energy, thereby improving the overall strength of the roof assembly, reducing the impact on the passenger compartment, and improving safety performance.

[0036] In some embodiments, the top cover assembly further includes mounting plates 300, which are two in number and located at both ends of the reinforcing tube 200 on the side away from the front crossbeam 100. The middle section of the mounting plate 300 is fitted to the reinforcing tube 200 so that the reinforcing tube 200 is clamped by the front crossbeam 100 and the mounting plate 300. The two ends of the mounting plate 300 are connected to the front crossbeam 100. The mounting plate 300 is used to fix the reinforcing tube 200 to the front crossbeam 100, thereby realizing the connection between the front crossbeam 100 and the reinforcing tube 200. When the front crossbeam 100 is impacted, the force can be smoothly transmitted to the reinforcing tube 200, thereby realizing force transmission.

[0037] In the prior art, the front crossbeam 100 is typically provided with multiple layers of sheet metal. The structural strength of the front crossbeam 100 is improved by stacking these multiple layers of sheet metal. In addition, another common practice in the art to improve the structural strength of the front crossbeam 100 is to increase its thickness, thereby increasing the strength of the front crossbeam 100.

[0038] In this application, compared to the traditional method of increasing the thickness or number of layers of the front crossbeam 100 to improve strength, the reinforcing tube 200 in this application can provide structural strength to the front crossbeam 100 at a lower cost. Furthermore, the reinforcing tube 200 is lighter, significantly improving the bending and compressive strength of the front crossbeam 100 assembly under column impact, side impact, and top pressure conditions without significantly increasing weight, or even achieving weight reduction. At the same time, this structure is simple, avoiding the welding and assembly problems of complex multi-layered plate structures, reducing manufacturing process complexity and production costs. It improves the structural strength of the front crossbeam 100 while saving costs and reducing weight.

[0039] In some embodiments, the front crossbeam 100 is bent away from the reinforcing tube 200 to form a mounting cavity, within which the reinforcing tube 200 is located. By accommodating the reinforcing tube 200 within the mounting cavity formed by the bending of the front crossbeam 100 itself, the entire reinforcing structure becomes more compact and integrated, saving space in the vehicle body and facilitating optimization of the overall vehicle styling and interior space. This mounting cavity itself is a semi-enclosed box-shaped structure, which can greatly increase the moment of inertia of the front crossbeam 100 section, thereby significantly enhancing the bending and torsional stiffness of the front crossbeam 100.

[0040] Furthermore, the length direction of the mounting cavity is the same as the length direction of the front crossbeam 100. Because the length direction of the reinforcing tube 200 is the same as the length direction of the front crossbeam 100, the length direction of the reinforcing tube 200 is also the same as the length direction of the mounting cavity, and the front crossbeam 100 can be completely located within the mounting cavity.

[0041] Furthermore, the two sides of the front crossbeam 100 in the width direction are located on the same plane. That is, the mounting cavity is only located in the middle part of the front crossbeam 100 in the width direction, thereby ensuring that the two sides of the front crossbeam 100 in the width direction can be connected to the vehicle body structure.

[0042] When the front crossbeam 100 is impacted, it deforms and collapses at the mounting cavity to absorb energy. At this time, both ends of the front crossbeam 100 directly transmit the force to the reinforcing tube 200, where it absorbs energy. If the collapse of the front crossbeam 100 at the mounting cavity is excessive, it will contact the reinforcing tube 200, and the reinforcing beam will directly transmit the force to the reinforcing tube 200, thus achieving force absorption and collapse of the reinforcing tube 200. Furthermore, the front crossbeam 100 can transmit force to the vehicle frame through its width-direction edges, thereby achieving force transmission.

[0043] In some embodiments, the two ends of the mounting plate 300 in the longitudinal direction are used to connect to the front crossbeam 100.

[0044] Specifically, the length direction of the mounting plate 300 is the same as the front-to-back direction of the vehicle.

[0045] In some embodiments, the length direction of the mounting plate 300 is arranged along the width direction of the front crossbeam 100. The middle section of the mounting plate 300 is attached to the reinforcing tube 200, and both ends of the mounting plate 300 in the length direction contact and attach to the front crossbeam 100, thereby achieving a connection.

[0046] Furthermore, the end of the mounting plate 300 is also bent, so that the end of the mounting plate 300 fits against the inner sidewall of the mounting. This design enhances the rigidity and stability of the entire connection node. This form of contact between the mounting plate 300 and the front crossbeam 100, compared to point or line connections, not only increases the effective connection area between the mounting plate 300 and the front crossbeam 100, but also creates an efficient force transmission path. When a vehicle collision occurs, the impact force acting on the mounting plate 300 and the reinforcing tube 200 can be directly and smoothly transmitted to the sidewall of the mounting cavity through this bent contact surface, and quickly diffused to the entire front crossbeam 100, thereby avoiding stress concentration at the bolt 401 connection point and effectively preventing structural failure due to tearing at the connection point.

[0047] In some embodiments, the mounting plate 300 is bent away from the front crossbeam 100 to form a fixing cavity, the number of which is the same as the number of reinforcing tubes 200 and corresponds one-to-one. The mounting plate 300 positions the reinforcing tubes 200 through the fixing cavities, reducing the possibility of displacement of the reinforcing tubes 200 and ensuring assembly accuracy and consistency. Furthermore, in the event of a vehicle impact, the fixing cavities of the mounting plate 300 also ensure that the position of the reinforcing tubes 200 does not move, preventing the reinforcing tubes 200 from shifting and thus avoiding the failure of force transmission to the reinforcing tubes 200, thereby improving vehicle safety performance.

[0048] It is understandable that when there are multiple reinforcing tubes 200, adjacent reinforcing tubes 200 are spaced apart. This is to ensure that there is space for the reinforcing tubes 200 to collapse when they deform. Therefore, the fixing cavities are also spaced apart to leave gaps between the reinforcing tubes 200.

[0049] In some embodiments, a reinforcing rib 301 is formed by bending on the mounting plate 300, and the length direction of the reinforcing rib 301 is the same as the length direction of the mounting plate 300. The reinforcing rib 301 improves the bending resistance of the mounting plate 300, effectively resisting the bending deformation of the mounting plate 300 under stress. Therefore, it ensures that when the vehicle is subjected to an impact, the mounting plate 300 can stably fix the reinforcing tube 200 in the accurate position, so that the reinforcing tube 200 can absorb the impact and improve the overall vehicle safety.

[0050] It is understandable that the mounting plate 300 is curved along its length because it has a fixing cavity and is designed to fit against the reinforcing beams on both sides. Therefore, adding reinforcing ribs 301 to the mounting plate 300 can improve its structural strength and reduce its bending strength along its length.

[0051] Furthermore, during production, the mounting plate 300 can be bent first to form reinforcing ribs 301, and then bent again to form a fixing cavity. This facilitates the manufacturing process.

[0052] In another embodiment, the mounting plate 300 may be provided with a separate reinforcing rib 301. That is, a reinforcing rib 301 structure is provided, and the reinforcing rib 301 is welded to the mounting plate 300. The independent reinforcing rib 301 may be made of a different material or have a more optimized profile section than the mounting plate 300, thereby achieving precise rigid reinforcement in key areas and improving the bending and deformation resistance of the mounting plate 300 under stress.

[0053] Furthermore, the mounting plate 300 and the reinforcing rib 301 can be integrally molded, or they can be injection molded. This design results in higher overall structural strength, avoids connection weaknesses and assembly errors in welding schemes, and forms a seamless, structurally complete integral component.

[0054] In some embodiments, a threaded assembly 400 is provided at the end of the mounting plate 300, the threaded assembly 400 including a bolt 401 and a nut 402. The bolt 401 passes through the front crossbeam 100 and the mounting plate 300; the nut 402 is sleeved and threaded onto the bolt 401. The engagement of the bolt 401 and the nut 402 achieves a detachable rigid connection between the mounting plate 300 and the front crossbeam 100. A tightened nut 402 ensures a tight connection between the mounting plate 300 and the front crossbeam 100, allowing the mounting plate 300 to securely clamp the reinforcing tube 200 onto the front crossbeam 100. This not only improves vehicle safety in the event of a collision but also prevents gaps between the reinforcing tube 200, the mounting plate 300, and the front crossbeam 100, thus avoiding abnormal noises during vehicle operation. The connection method of the bolt 401 and nut 402 is simple and quick, facilitating installation and subsequent disassembly and maintenance.

[0055] In some embodiments, the bolt 401 first passes through the front crossbeam 100 and then through the mounting plate 300, and the nut 402 is fitted onto and threadedly connected to the bolt 401, with the nut 402 pressing against the mounting plate 300.

[0056] In another embodiment, bolt 401 first penetrates the mounting plate 300 and then the front crossbeam 100, and nut 402 is fitted onto and threadedly connected to bolt 401, with nut 402 pressing against the front crossbeam 100.

[0057] In another embodiment, the bolt 401 of the threaded assembly 400 can be replaced with a self-tapping screw. This design eliminates the need for pre-drilled through holes in the mounting plate 300 and the front crossbeam 100; during installation, self-tapping screws can be directly inserted through preset positions. The position can be adjusted as needed, saving costs and increasing adjustment flexibility.

[0058] In some embodiments, the threaded assembly 400 may be omitted, and the end of the mounting plate 300 may be directly welded to the front crossbeam 100. Compared to the threaded assembly 400, welding completely eliminates the risk of displacement caused by assembly gaps or potential loosening in the bolt 401 connection, thereby avoiding the possibility of abnormal noises during vehicle operation. Furthermore, welding connects the front crossbeam 100 and the mounting plate 300 into a single unit. In the event of a collision, the impact force is directly transmitted to the reinforcing tube 200 through the welded portion, avoiding the risk of tearing caused by stress concentration around the bolt holes in the bolt 401 connection, and greatly improving the reliability and structural strength of the connection point.

[0059] In some embodiments, the end of the front crossbeam 100 protrudes with a support portion towards the reinforcing tube 200, and both ends of the reinforcing tube 200 contact the support portion, so that the middle part of the reinforcing tube 200 is separated from the front crossbeam 100. The support portion maintains a certain gap between the middle part of the reinforcing tube 200 and the front crossbeam 100, forming a buffer and deformation space. In the event of a collision, this gap allows the reinforcing tube 200 and the front crossbeam 100 to undergo relatively independent, phased deformation and energy absorption, thereby optimizing the force transmission process, improving the energy absorption effect, and enhancing the overall vehicle safety performance.

[0060] In some embodiments, the support portion is formed by bending, recessing, and stamping the sheet metal of the front crossbeam 100. The support portion is located on the bottom wall of the mounting cavity, thus the support portion can support the reinforcing tube 200 located within the mounting cavity.

[0061] Understandably, all ends of the reinforcing tubes 200 are supported on the support.

[0062] In some embodiments, a rubber pad 500 is provided between the front crossbeam 100 and the reinforcing tube 200, with both ends of the rubber pad 500 abutting against the front crossbeam 100 and the reinforcing tube 200, respectively. The rubber pad 500 plays a crucial role in buffering, vibration reduction, and auxiliary support. Filling the gap between the reinforcing tube 200 and the front crossbeam 100, the rubber pad 500 effectively prevents noise generated during vehicle operation due to contact, friction, or vibration between the two. Secondly, the rubber pad 500 provides support for the reinforcing tube 200; when the vehicle experiences bumps, the support of the rubber pad 500 helps maintain the position of the reinforcing tube 200, preventing displacement. Finally, in the event of a collision, the rubber pad 500, as a flexible cushioning material, provides additional cushioning and energy absorption, gently transmitting and dispersing impact forces, working in conjunction with the metal structure to achieve superior collision safety performance.

[0063] In some embodiments, the rubber pad 500 is made of an elastic polymer material (such as EPDM rubber or microporous polyurethane elastomer). This material allows the rubber pad 500 to fully utilize its physical advantages of high elasticity, resistance to compressive fatigue, and excellent damping properties. During vehicle operation, these materials effectively absorb and dissipate vibration energy transmitted from the road surface to the reinforcing tube 200 and the front crossbeam 100 through their own deformation, significantly suppressing the generation and transmission of high-frequency noise and improving the overall vehicle noise reduction performance.

[0064] In some embodiments, the rubber pad 500 is cylindrical and perpendicular to the inner bottom wall of the mounting cavity, with its end abutting against the reinforcing tube 200. The vertically oriented cylindrical shape effectively transfers the load from the front crossbeam 100 axially to the reinforcing tube 200, ensuring the rigidity and stability of the support. In the event of a vehicle collision, this structural design allows the rubber pad 500 to withstand extremely high axial compressive stress, providing a progressive buffer space for the reinforcing tube 200 through its controllable compression and collapse deformation, thus improving collision safety performance.

[0065] In some embodiments, the outer wall of the reinforcing tube 200 is provided with slots, the number of which is the same as the number of rubber pads 500 and corresponds one-to-one. The slots are used to engage the rubber pads 500. This slot structure provides precise radial and circumferential positioning for the rubber pads 500, reducing the risk of displacement or falling off the rubber pads 500 during sharp turns or severe bumps in the vehicle.

[0066] In some embodiments, a plurality of rubber pads 500 are provided at intervals along the extending direction of the reinforcing tube 200. The arrangement of multiple rubber pads 500 further improves the support effect on the reinforcing tube 200.

[0067] Furthermore, the spacing between any two adjacent rubber pads 500 is the same. The uniformly distributed rubber pads 500 can effectively suppress vibrations and relative displacements caused by road bumps, preventing collision friction noise between the reinforcing tube 200 and the front crossbeam 100. At the same time, when the vehicle is involved in a collision, the equally spaced rubber pads 500 can achieve uniform transmission and dispersion of impact force, further optimizing the impact resistance and safety reliability of the front crossbeam 100 assembly.

[0068] In some embodiments, there are two reinforcing tubes 200, spaced apart along the width direction of the front crossbeam 100; the curvature of the reinforcing tubes 200 is the same as and corresponding to the curvature of the front crossbeam 100. The two reinforcing tubes 200 are designed with curvatures consistent with the front crossbeam 100, ensuring that the tube body corresponds to the crossbeam in length and curvature. This ensures a reasonable structure and saves space. Simultaneously, when the vehicle is impacted, the force on the front crossbeam 100 can be stably transmitted to the reinforcing tubes 200.

[0069] Understandably, the reinforcing tube 200 is a hollow tube, a design that achieves an extremely high moment of inertia with minimal material consumption. While maintaining a significantly lower weight than a solid mandrel, its bending and torsional stiffness are greatly improved. This design allows the front crossbeam 100 assembly to absorb enormous impact energy through the efficient crushing deformation of the hollow tube wall when dealing with pillar impacts and side impacts, while also reducing the weight of the reinforcing tube 200, thus achieving lightweight construction.

[0070] In some embodiments, the roof assembly further includes plugs fixed to both ends of the front crossbeam 100 facing the reinforcing tube 200, with the plugs located at the ends of the reinforcing tube 200. The plugs prevent the reinforcing tube 200 from shifting along its length. This ensures that the reinforcing tube 200 remains in a predetermined position to withstand impacts during long-term vehicle use or in the event of a collision, thus improving safety.

[0071] In another embodiment, the plug can also be fixed to the mounting plate 300. By directly fixing the plug to the mounting plate 300, the plug is in the correct position after the mounting plate 300 is installed. Furthermore, the plug can correspond to the fixing cavity, allowing the accurate positioning of the plug to be determined before installing the reinforcing tube 200.

[0072] Furthermore, the plug can also contact the end of the reinforcing tube 200, thus sealing the opening at the end of the reinforcing tube 200 and preventing external impurities and moisture from entering the interior of the reinforcing tube 200, thereby avoiding the risk of corrosion of the reinforcing tube 200 and improving the durability of the assembly.

[0073] In some embodiments, the roof assembly further includes a roof outer panel, which is connected to the front crossbeam 100. The roof outer panel, together with the reinforced front crossbeam 100 structure, forms a high-rigidity and robust roof assembly, improving the overall structural strength of the vehicle.

[0074] In some embodiments, the roof assembly further includes a left crossbeam, a right crossbeam, and a rear crossbeam. The left and right crossbeams are parallel, the front crossbeam 100 is parallel to the rear crossbeam, and the front crossbeam 100 and the left crossbeam are perpendicular to each other. The two ends of the front crossbeam 100 are connected to the front ends of the left and right crossbeams, respectively, and the two ends of the rear crossbeam are connected to the rear ends of the left and right crossbeams, respectively. This forms a rectangular structure with the front crossbeam 100, left crossbeam, right crossbeam, and rear crossbeam. The outer panel of the roof is rectangular, and the four sides of the outer surface of the roof correspond to and connect to the front crossbeam 100, left crossbeam, right crossbeam, and rear crossbeam, respectively. By connecting the front crossbeam 100, left crossbeam, right crossbeam, and rear crossbeam end to end, a rigid rectangular frame structure is formed. The connection with the outer panel of the roof results in a roof assembly with high overall in-plane stiffness and torsional load resistance.

[0075] Furthermore, this application also provides a vehicle, including a body, on which the aforementioned roof assembly is disposed. The vehicle employs a novel roof assembly, which increases the structural strength of the front crossbeam 100 of the roof, thereby improving vehicle safety performance. Simultaneously, it reduces manufacturing costs and achieves vehicle lightweighting.

[0076] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A top cover assembly, characterized in that, It includes: Front crossbeam (100); A reinforcing tube (200), the number of which is at least one; the reinforcing tube (200) is located on one side of the front crossbeam (100); Mounting plates (300) are two in number and located at both ends of the reinforcing tube (200) on the side away from the front crossbeam (100); the middle section of the mounting plate (300) is attached to the reinforcing tube (200) so that the reinforcing tube (200) is clamped by the front crossbeam (100) and the mounting plate (300); both ends of the mounting plate (300) are connected to the front crossbeam (100).

2. The top cover assembly according to claim 1, characterized in that, The mounting plate (300) is bent away from the front crossbeam (100) to form a fixing cavity, and the number of fixing cavities is the same as the number of reinforcing tubes (200) and corresponds one-to-one.

3. The top cover assembly according to claim 2, characterized in that, The two ends of the mounting plate (300) along its length are used to connect the front crossbeam (100); The mounting plate (300) is bent to form a reinforcing rib (301), and the length direction of the reinforcing rib (301) is the same as the length direction of the mounting plate (300).

4. The top cover assembly according to claim 2, characterized in that, The mounting plate (300) is provided with a threaded assembly (400) at its end, the threaded assembly (400) comprising: Bolt (401) passing through the front crossbeam (100) and the mounting plate (300); Nut (402), which is fitted and threaded onto bolt (401).

5. The top cover assembly according to claim 1, characterized in that, The end of the front crossbeam (100) has a support portion protruding towards the reinforcing tube (200), and both ends of the reinforcing tube (200) contact the support portion; so that the middle part of the reinforcing tube (200) is separated from the front crossbeam (100).

6. The top cover assembly according to claim 5, characterized in that, A rubber pad (500) is provided between the front crossbeam (100) and the reinforcing tube (200), with the two ends of the rubber pad (500) respectively abutting against the front crossbeam (100) and the reinforcing tube (200); The rubber pads (500) are provided in multiple intervals along the extension direction of the reinforcing tube (200).

7. The top cover assembly according to claim 1, characterized in that, The front crossbeam (100) bends away from the reinforcing tube (200) to form a mounting cavity, and the reinforcing tube (200) is located in the mounting cavity.

8. The top cover assembly according to claim 1, characterized in that, There are two reinforcing tubes (200) and they are spaced apart along the width direction of the front crossbeam (100); The curvature of the reinforcing tube (200) is the same as that of the front crossbeam (100) and is set accordingly.

9. The top cover assembly according to claim 8, characterized in that, It also includes a top cover outer plate, which is connected to the front crossbeam (100).

10. A vehicle, characterized in that, The vehicle body includes a roof assembly as described in claim 9.

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