CN219838625U - Vehicle with a vehicle body having a vehicle body support - Google Patents

Abstract

The utility model discloses a vehicle, which comprises: a front wheel cover; the front wheel cover is connected with the front periphery outer reinforcing plate; the front surrounding plate is connected with the front surrounding outer reinforcing plate; in the front-rear direction of the vehicle, a cavity is formed between the front outer reinforcement plate and the dash panel, and the front wheel cover is located on the front side of the front outer reinforcement plate. The utility model can support the front wheel cover in the length direction of the vehicle body, effectively improve the rigidity of the front wheel cover in the length direction of the vehicle body, effectively inhibit the phenomenon that the front wheel cover falls backwards in collision, and ensure that the front wheel cover and the front coaming are stressed more fully and the energy absorption capacity is larger. Meanwhile, a cavity is formed between the outer front wall reinforcing plate and the front surrounding plate, so that the force of the front wheel cover can be transmitted to the front surrounding plate in a dispersed manner through the outer front wall reinforcing plate, collision energy is effectively dispersed, and the capability of resisting collision is improved.

Description

Vehicle with a vehicle body having a vehicle body support

Technical Field

The utility model relates to the technical field of vehicle manufacturing, in particular to a vehicle.

Background

In the prior art, the front wheel cover cannot effectively transmit force to the front coaming, and the front wheel cover and the front coaming are easy to incline towards the direction of a cab, so that driving safety is affected.

Disclosure of Invention

An object of the present utility model is to provide a new solution for a vehicle, which at least solves the problem in the prior art that the front wheel cover cannot effectively transmit force to the dash panel.

The utility model provides a vehicle, comprising: a front wheel cover; the front wheel cover is connected with the front periphery outer reinforcing plate; the front surrounding plate is connected with the front surrounding outer reinforcing plate; in the front-rear direction of the vehicle, a cavity is formed between the front outer reinforcement plate and the dash panel, and the front wheel cover is located on the front side of the front outer reinforcement plate.

Optionally, a projection of the cavity in the vehicle front-rear direction at least partially overlaps a projection of the front wheel cover in the vehicle front-rear direction.

Optionally, the vehicle further comprises: and the front wheel cover is directly connected with the A column.

Optionally, the front wall outer reinforcement plate is connected with the a column.

Optionally, the projection of the a-pillar in the vehicle width direction at least partially overlaps with the projection of the cavity in the vehicle width direction.

Optionally, the front wall outer reinforcement plate comprises an outer reinforcement plate inner side surface, and the front wheel cover comprises a wheel cover inner side surface; in the width direction of the vehicle, the inner side surface of the wheel cover is positioned on the side, facing the A column, of the inner side surface of the outer reinforcing plate; alternatively, in the width direction of the vehicle, the outer reinforcement plate inner side surface is aligned with the wheel house inner side surface in the vehicle body width direction.

Optionally, the front wall outer reinforcing plate further comprises an outer reinforcing plate front surface and an outer reinforcing plate bottom surface, the outer reinforcing plate front surface is connected with the top surface of the wheel cover, and the front wall plate is respectively connected with the inner side surface of the outer reinforcing plate and the outer reinforcing plate bottom surface.

Optionally, the front wall outer reinforcement plate is of an integrated structure.

Optionally, the vehicle further comprises: the front longitudinal beam is connected with the front longitudinal beam and the A column respectively, and the front longitudinal beam is connected with the front coaming through the longitudinal beam connecting part.

Optionally, the stringer connection portion is connected with the a-pillar.

Optionally, the longitudinal beam connecting portion is connected with the front outer surrounding plate.

Optionally, at least part of the longitudinal beam connecting portion is spaced apart from the cowl outer panel in the vehicle height direction.

Optionally, the vehicle further includes: the front windshield cross beam is positioned on one side, far away from the bottom of the vehicle body, of the front coaming.

Optionally, the front windshield cross member is provided with a windshield cavity extending in the left-right direction of the vehicle.

Optionally, the vehicle further includes: the first crossbeam, first crossbeam extends along automobile body width direction, first crossbeam and preceding wind window crossbeam set up at vehicle height direction interval, just the both ends of first crossbeam respectively with the front longitudinal beam is connected, first crossbeam preceding enclose outer stiffening plate with form the stiffening ring structure between the preceding wind window crossbeam.

Optionally, the first beam is provided with a beam cavity extending in the left-right direction of the vehicle.

According to the vehicle, the front surrounding plate outer reinforcing plate is arranged to support the front wheel cover in the length direction of the vehicle body, so that the rigidity of the front wheel cover in the length direction of the vehicle body is effectively improved, the phenomenon that the front wheel cover falls backwards in collision is effectively restrained, the front wheel cover and the front surrounding plate are more fully stressed, and the energy absorption capacity is larger. Meanwhile, a cavity is formed between the outer front wall reinforcing plate and the front surrounding plate, so that the force of the front wheel cover can be transmitted to the front surrounding plate in a dispersed manner through the outer front wall reinforcing plate, collision energy is effectively dispersed, and the capability of resisting collision is improved.

Other features of the present utility model and its advantages will become apparent from the following detailed description of exemplary embodiments of the utility model, which proceeds with reference to the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description, serve to explain the principles of the utility model.

FIG. 1 is a schematic illustration of an overlap of a front wheel cover and a front peripheral reinforcement panel in accordance with an embodiment of the present utility model;

FIG. 2 is another schematic illustration of the overlap of a front wheel cover with a front periphery outer reinforcement plate in accordance with an embodiment of the present utility model;

FIG. 3 is a force transfer path diagram of a vehicle according to an embodiment of the utility model;

fig. 4 is a schematic structural view of a front wall outer reinforcement plate according to an embodiment of the present utility model;

FIG. 5 is a schematic structural view of a reinforcement ring of a vehicle according to an embodiment of the present utility model;

FIG. 6 is a cross-sectional view taken along line A-A of FIG. 5;

FIG. 7 is a cross-sectional view taken along line B-B of FIG. 5;

fig. 8 is a schematic structural view of a dash panel and a front outer reinforcement panel and an inner reinforcement stay panel according to an embodiment of the utility model;

FIG. 9 is a cross-sectional view taken along line C-C of FIG. 8;

FIG. 10 is a schematic view of a sandwich double-chamber structure formed between a dash panel and a cowl panel according to an embodiment of the utility model;

FIG. 11 is a schematic illustration of the overlap of a cowl reinforcement with a dash panel and a front wheel cover in accordance with an embodiment of the present utility model;

FIG. 12 is a schematic view showing the connection of the dash panel and the front wheel cover according to the embodiment of the utility model;

FIG. 13 is a lap explosion view of a dash panel and a front wheel cover according to an embodiment of the utility model;

FIG. 14 is a schematic view showing the connection of the dash panel to the outer and inner panel braces of the dash panel in accordance with an embodiment of the utility model;

fig. 15 is a cross-sectional view of the connection of the dash panel to the outer and inner gusset panels according to the embodiment of the utility model.

Reference numerals:

a front wheel cover 201; a front mounting face 2011; wheel cover top 2012; wheel cover inner side 2013; a wheel cover rear side 2014;

a front periphery outer reinforcement plate 211; an outer reinforcement panel front 2111; an outer reinforcement plate inner side 2112; an outer stiffening plate bottom surface 2113; an outer stiffener outer side 2114;

a dash panel 221;

a front windshield cross member 231;

an inner reinforcing plate support plate 241; the upper standing edge 2411 of the supporting plate; a bracing plate lower standing edge 2412; outer standing edge 2413 of the stay plate; the inner standing edge 2414 of the stay plate; the top surface 2415 of the stay plate;

a front side member 251; a stringer connecting portion 291;

a first beam 261;

a column 281.

Detailed Description

Various exemplary embodiments of the present utility model will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present utility model unless it is specifically stated otherwise.

The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the utility model, its application, or uses.

Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.

In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of exemplary embodiments may have different values.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

In the description and claims of the present utility model, the terms "first," "second," and the like, if any, may include one or more of those features, either explicitly or implicitly. In the description of the present utility model, unless otherwise indicated, the meaning of "a plurality" is two or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.

In the description of the present utility model, it should be understood that, if 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. are referred to, the positional relationship indicated based on the drawings is merely for convenience of description and simplification of the description, and does not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the utility model.

In the description of the present utility model, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly, unless otherwise specifically defined and limited. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

A vehicle according to an embodiment of the present utility model is described in detail below with reference to fig. 1 to 15 of the accompanying drawings.

As shown in fig. 1 to 4, the vehicle according to the embodiment of the utility model includes a front wheel cover 201, a cowl reinforcement 211, and a dash panel 221.

Specifically, the front wheel cover 201 is connected to the front-outer reinforcement plate 211. The dash panel 221 is connected to the cowl panel 211. A cavity is formed between the front outer reinforcement plate 211 and the dash panel 221 in the vehicle front-rear direction, and the front wheel cover 201 is located on the front side of the front outer reinforcement plate 211.

In other words, the vehicle according to the embodiment of the utility model is mainly applied to a running vehicle type, and the vehicle of the utility model is mainly composed of a front wheel cover 201, a cowl outer reinforcement 211, and a dash panel 221, see fig. 1 to 4. As shown in fig. 2, the front outer reinforcement plate 211 is lap-jointed to the front wheel cover 201. The front wall plate 221 is connected with the front wall outer reinforcement plate 211, the front wheel cover 201 and the front wall plate 221 are mutually supported through the front wall outer reinforcement plate 211, the rear part of the front wheel cover 201 can be directly adjacent to the front wall outer reinforcement plate 211, the front wall outer reinforcement plate 211 forms X-direction support (the length direction of a vehicle body) for the front wheel cover 201, the X-direction rigidity of the front wheel cover 201 is improved, the X-direction force transmitted from the front wheel cover 201 is transmitted to the front wall plate 221 through the front wall outer reinforcement plate 211, the front wheel cover 201 and the front wall plate 221 are cooperatively deformed, the rigidity of the front wheel cover 201 in the X-direction is increased, the phenomenon that the front wheel cover 201 is inclined towards the rear of the vehicle in collision is restrained, and the front wheel cover 201 and the front wall plate 221 are stressed more fully and the energy absorption amount is larger.

Referring to fig. 11 to 13, in the vehicle front-rear direction, a cavity is formed between a front-outer reinforcement plate 211 and a dash panel 221, and a front wheel cover 201 is provided on the front side of the front-outer reinforcement plate 211. By forming a cavity between the front outer reinforcement plate 211 and the dash panel 221, the force of the front wheel cover 201 can be better dispersed and transmitted to the dash panel 221 through the front outer reinforcement plate 211, thereby effectively dispersing collision energy and increasing the ability of the vehicle to resist collision.

A first force transmission path is formed between the front outer reinforcement plate 211, the front side member 251 and the a pillar 281, and a second force transmission path (the first and second force transmission paths are seen in the arrow direction in fig. 3) is formed between the front side member 251, the front wheel cover 201 and the a pillar 281. Of the two force transmission paths from the side member connecting portion 291 to the a pillar 281, on the one hand, the front outer reinforcement panel 211 is laterally overlapped from the front side member 251 to the outside of the vehicle to the a pillar 281, and an upper layer force transmission path (first force transmission path) from the side member connecting portion 291 to the a pillar 281 is formed while providing rear support of the front wheel house 201. On the other hand, the side member connecting portions 291 to the a pillar 281 form a lower layer force transmission path (second force transmission path) through the rear section of the front wheel house 201. The two lateral force transfer paths provide the front side member 251 to the a-pillar 281 with a greatly improved ability of the partial structure to resist collisions.

The X direction in the present utility model may be understood as the longitudinal direction of the vehicle body (vehicle), the Y direction may be understood as the width direction of the vehicle body, the Z direction may be understood as the height direction of the vehicle body, the front direction of the vehicle body is the front, the rear direction is the rear, the top surface and the bottom surface may be understood as the top direction of the vehicle body and the bottom direction of the vehicle body, and the inside and outside may be understood as the directions toward the outside and the inside of the vehicle body, respectively.

Thus, according to the vehicle of the embodiment of the utility model, the front wheel cover 201 is supported in the longitudinal direction of the vehicle body by the provision of the front peripheral outer reinforcing plate 211, so that the rigidity of the front wheel cover 201 in the longitudinal direction of the vehicle body is effectively improved, the phenomenon that the front wheel cover 201 falls backwards in a collision is effectively inhibited, the front wheel cover 201 and the front surrounding plate 221 are ensured to be stressed more fully, and the energy absorption capacity is larger. Meanwhile, by forming a cavity between the front outer reinforcement plate 211 and the dash panel 221, the force of the front wheel cover 201 can be dispersed and transmitted to the dash panel 221 through the front outer reinforcement plate 211, thereby effectively dispersing collision energy and increasing the capability of the vehicle to resist collision.

According to an embodiment of the present utility model, the projection of the cavity in the vehicle front-rear direction at least partially overlaps with the projection of the front wheel cover 201 in the vehicle front-rear direction, further ensuring that the force of the front wheel cover 201 can be better dispersed and transmitted to the dash panel 221 through the front-outer peripheral panel 211, thereby effectively dispersing the collision energy and increasing the capability of the vehicle to resist the collision.

According to one embodiment of the present utility model, as shown in fig. 1, 2 and 11, the vehicle further includes: the a-pillar 281, the front wheel cover 201 and the a-pillar 281 may be directly connected, and the force of the front wheel cover 201 is dispersed and transferred to the a-pillar 281, thereby effectively dispersing collision energy and increasing the vehicle's ability to resist collision.

In some embodiments of the present utility model, referring to fig. 11, the front outer reinforcement panel 211 is connected to the a pillar 281. The force of the front wheel cover 201 can be dispersed and transmitted to the a pillar 281 through the front outer reinforcement plate 211, thereby effectively dispersing collision energy and increasing the vehicle's ability to resist collisions.

Optionally, the projection of the a pillar 281 in the vehicle width direction at least partially overlaps with the projection of the cavity in the vehicle width direction, so that the front outer reinforcement plate 211 can be more effectively dispersed and transferred to the a pillar 281, thereby effectively dispersing collision energy and increasing the capability of the vehicle to resist collision.

According to one embodiment of the present utility model, referring to fig. 1 to 4, the front outer reinforcement plate 211 includes an outer reinforcement plate inner side 2112, and the front wheel cover 201 includes a wheel cover inner side 2013, and the wheel cover inner side 2013 is located toward the a pillar 281 side of the outer reinforcement plate inner side 2112 in the width direction of the vehicle. Alternatively, in the width direction of the vehicle, the outer reinforcement plate inner side 2112 and the wheel house inner side 2013 are aligned in the vehicle width direction, effective support of the front wheel house 201 is achieved, the overall structural rigidity of the front wheel house 201 is improved, and the capability of the front wheel house 201 against collision is enhanced.

As shown in fig. 1 and 2, the front wheel cover 201 has a wheel cover top surface 2012, a wheel cover inner side surface 2013, and a wheel cover rear side surface 2014, and the top surface, inner side surface, and rear side surface of the wheel cover top surface 2012, the wheel cover inner side surface 2013, and the wheel cover rear side surface 2014 can be understood with reference to the orientation of the vehicle body. The front wheel housing 201 also has a front mounting face 2011 for mounting a shock absorber. The wheel cover inner side 2013 is arranged opposite to the wheel cover rear side 2014, the wheel cover top 2012 is connected with the wheel cover inner side 2013 and the wheel cover rear side 2014, the wheel cover top 2012 extends obliquely upwards in the vehicle width direction, the upper part of the wheel cover top 2012 is connected with the A column 281, the lower part of the wheel cover top 2012 can be connected with the front periphery outer reinforcing plate 211 through two bolts, and the supporting effect of the front periphery outer reinforcing plate 211 on the front wheel cover 201 is increased. Referring to fig. 3, the front outer reinforcement plate 211 is laterally overlapped to the a pillar 281 from the side member connection portion 291 of the front side member 251 toward the outside of the vehicle, and forms an upper layer force transmission path (first force transmission path) from the side member connection portion 291 to the a pillar 281 while providing rear support of the front wheel cover 201. On the other hand, the side member connecting portions 291 to the a pillar 281 form a lower layer force transmission path (second force transmission path) through the rear section of the front wheel house 201. The two lateral force transfer paths provide the front side member 251 to the a-pillar 281 with a greatly improved ability of the partial structure to resist collisions.

According to an embodiment of the present utility model, the front outer reinforcement plate 211 further includes an outer reinforcement plate front surface 2111 and an outer reinforcement plate bottom surface 2113, the outer reinforcement plate front surface 2111 is connected to the wheel cover top surface 2012, and the dash panel 221 is connected to the outer reinforcement plate inner side surface 2112 and the outer reinforcement plate bottom surface 2113, respectively.

In other words, referring to fig. 1, 3 and 4, the front outer reinforcement panel 211 has an outer reinforcement panel inner side 2112, an outer reinforcement panel front 2111 and an outer reinforcement panel bottom 2113, and the inner side, front and bottom of the outer reinforcement panel inner side 2112, the outer reinforcement panel front 2111 and the outer reinforcement panel bottom 2113 can be referred to the orientation of the vehicle body. The outer reinforcement plate inner side 2112 and the wheel house inner side 2013 are aligned with each other in the vehicle width direction (Y direction), the outer reinforcement plate front 2111 is bolted to the wheel house top 2012, and the dash panel 221 is connected to the outer reinforcement plate inner side 2112 and the outer reinforcement plate front 2111, respectively. The space between the top surface 2012 of the wheel cover and the front longitudinal beam 251 can be relied on the front 2111 of the outer reinforcing plate, so that the effective support of the front wheel cover 201 is realized, the overall structural rigidity of the front wheel cover 201 is improved, and the collision resistance capability of the front wheel cover 201 is enhanced.

As shown in fig. 2, the front wheel cover 201 and the front wall outer reinforcement plate 211 are not only connected through the front surface 2111 of the front wall, but also connected through two inclined Z-direction surfaces, and the Z-direction surfaces intersect with the front surface 2111 of the front wall to form an included angle feature, that is, the front wall outer reinforcement plate 211 can restrain the Z-direction movement of the front wheel cover 201 from structural construction, so that the structural stability is improved;

in some embodiments of the present utility model, the dash panel 221 is bonded to the outer reinforcement panel inner side surface 2112 and the outer reinforcement panel bottom surface 2113, and the outer reinforcement panel front surface 2111 and the wheel cover rear side surface 2014 are joined together by both bonding and bolting.

That is, the dash panel 221 may be adhesively bonded to the outer reinforcement panel inner side surface 2112 and the outer reinforcement panel bottom surface 2113, and the dash panel 221, the outer reinforcement panel outer side surface 2114, and the a-pillar 281 may be joined by screwing. The front surface 2111 of the outer reinforcing plate can be connected with the rear side surface 2014 of the wheel cover in a bonding and screwing mode, so that the force transmission path is ensured to be communicated, and the effect of firmly reinforcing the whole structural frame is achieved.

In some embodiments of the present utility model, the outer reinforcement panel front 2111 has a first face and a second face in the vehicle height direction, the second face is close to the vehicle bottom with respect to the first face, the orthographic projection of the first face on the second face covers at least the second face, and the first face is connected with the a pillar 281, the second face is a rectangular body, and the second face is lap-jointed with the outer reinforcement panel bottom 2113 and the side member connecting portion 291 of the front side member 251. The front outer reinforcement plate 211 is an integral structure, and the front outer reinforcement plate 211 is used for communicating the root of the front longitudinal beam 251 to the a pillar 281 to form a first force transmission path and a second force transmission path.

In other words, the outer reinforcement panel front 2111 has a first face and a second face in the vehicle height direction, the second face is close to the vehicle bottom with respect to the first face, the first face is located above the second face, the orthographic projection of the first face on the second face covers at least the second face, and the outer reinforcement panel front 2111 is configured in a shape with a wider upper portion and a narrower lower portion. The upper first face expands obliquely upward to the a-pillar 281 and connects with the a-pillar 281. The lower second panel may be rectangular in design, and the rectangular second panel forms an encircling overlap with the outer reinforcement panel bottom surface 2113 and the stringer attachment 291 as a force transfer structural point, enhancing the local stability of the outer reinforcement panel front surface 2111 (see fig. 3 and 4).

According to an embodiment of the present utility model, the front outer reinforcement panel 211 is of an integral structure, and the vehicle further includes a front side member 251, and the front outer reinforcement panel 211 is connected to the front side member 251 and the a pillar 281, respectively. That is, the front wall outer reinforcement plate 211 may be formed as an integral piece in an integrally formed manner, so as to facilitate the splicing and reduce the weakness and stress concentration generated at the overlapping position of the two structures. The front outer reinforcement plate 211 is used to communicate the root of the front side member 251 to the a pillar 281 to form a first force transmission path and a second force transmission path.

In some embodiments of the present utility model, referring to fig. 3, the vehicle further includes a side member connection portion 291, and the front side member 251 is connected to the dash panel 221 through the side member connection portion 291. The side member connection portion 291 is connected to the a pillar 281. The side member connecting portion 291 is connected to the front outer reinforcement plate 211 at a position away from the a pillar 281. At least part of the side member connecting portion 291 is provided at a distance from the cowl outer reinforcement 211 in the vehicle height direction. Wherein, near one side of the a pillar 281, the longitudinal beam connecting portion 291 and the front outer reinforcement plate 211 are partially spaced apart, and the connecting portion of the longitudinal beam connecting portion 291 and the front outer reinforcement plate 211 and the a pillar 281 is distributed at the upper and lower positions of the a pillar 281.

The front outer reinforcement plate 211 is laterally overlapped to the a pillar 281 from the side member connection portion 291 of the front side member 251 toward the outside of the vehicle, and forms an upper layer force transmission path (first force transmission path) from the side member connection portion 291 to the a pillar 281 while providing rear support of the front wheel house 201. On the other hand, the side member connecting portions 291 to the a pillar 281 form a lower layer force transmission path (second force transmission path) through the rear section of the front wheel house 201. The two lateral force transfer paths provide the front side member 251 to the a-pillar 281 with a greatly improved ability of the partial structure to resist collisions.

In the present utility model, the front wheel cover 201, the front outer reinforcement plate 211, the inner reinforcement plate support plate 241, and the dash panel 221 form a first force transmission path (an upper force transmission path as shown in fig. 2 and 3). The front side member front section 251 and the side member connecting portion 291 form a second force transmission path (main force transmission path).

According to one embodiment of the utility model, the vehicle further comprises: the front windshield cross member 231, the front windshield cross member 231 is located on a side of the front outer reinforcement plate 211 away from the vehicle bottom, and the front windshield cross member 231 is connected to the front outer reinforcement plate 211.

That is, as shown in fig. 5 to 7, the vehicle further includes a front windshield cross member 231, and the front windshield cross member 231 is located on a side of the cowl outer reinforcement 211 that is away from the underbody. The upper part of the front outer reinforcement plate 211 is overlapped with the front windshield cross member 231, and the lower part of the front outer reinforcement plate 211 is connected to the side member connecting portion 291 while being supported by the front windshield cross member 231. The cross section of the front windshield cross beam 231 can be designed into a closed cavity beam structure, so that the bending rigidity of the cross section is improved.

Optionally, referring to fig. 15, the front windshield cross member 231 is provided with a windshield cavity extending in the left-right direction of the vehicle, so that the force transmission area of the front windshield cross member 231 is ensured to be larger, better force transmission can be realized, and meanwhile, the stability of the structure of the front windshield cross member 231 can be enhanced.

According to one embodiment of the present utility model, referring to fig. 5 to 7, the vehicle further includes: the first crossbeam 261, first crossbeam 261 extends along automobile body width direction, and first crossbeam 261 and preceding wind window crossbeam 231 are at vehicle height direction interval setting, and the both ends of first crossbeam 261 are connected with front longitudinal beam 251 respectively, form the strengthening ring structure between first crossbeam 261, preceding enclose outer stiffening plate 211 and the preceding wind window crossbeam 231 for the whole shock resistance of passenger cabin front portion obtains greatly promoting. The first cross beam 261 is provided with a cross beam cavity extending along the left-right direction of the vehicle, so that the force transmission effect of the first cross beam 261 is further improved, and the structural stability of the first cross beam 261 is enhanced.

In other words, referring to fig. 5 to 7, the vehicle further includes a first cross member 261, the first cross member 261 extending in the vehicle body width direction (Y direction), the first cross member 261 being disposed in parallel spaced apart from the front windshield cross member 231. The first beam 261 and the front windshield beam 231 may be designed as a left-right through structure, increasing the convenience of installation, and simultaneously increasing the bending stiffness in the Y direction. The two ends of the first cross member 261 are respectively connected with the side member connecting portions 291, and a reinforcing ring structure (shown by a broken line ring in fig. 5) of the front portion of the passenger compartment is formed between the first cross member 261 and the side member connecting portions 291, the upper portion of the front outer cowl 211, and the front windshield cross member 231, so that the overall impact resistance of the front portion of the passenger compartment is greatly improved.

In some embodiments of the present utility model, referring to fig. 14 and 15, the vehicle further includes an inner gusset 241, the inner gusset 241 being disposed between the dash panel 221 and the outer cowl panel 211, effective to resist the impact of the tire on the passenger compartment during a collision. A reinforcing cavity is formed between the inner reinforcing plate support plate 241 and the front outer peripheral reinforcing plate 211. Wherein, at least part of the inner reinforcing plate supporting plate 241 is arranged at intervals with the front wall outer reinforcing plate 211, so that a sandwich double-cavity structure with a reinforcing cavity is formed between the front wall plate 221 and the front wall outer reinforcing plate 211.

As shown in fig. 8 to 10, the vehicle further includes an inner reinforcement panel 241, the inner reinforcement panel 241 having a panel upper standing edge 2411, a panel lower standing edge 2412, a panel inner standing edge 2414, a panel outer standing edge 2413, and a panel top surface 2415, wherein the front outer reinforcement panel 211 is adhesively connected to the panel upper standing edge 2411, the panel lower standing edge 2412, and the panel inner standing edge 2414, respectively. The dash panel 221 is adhesively bonded to the gusset top surface 2415 and the gusset outer standing edge 2413 such that a sandwich double-chamber structure is formed between the dash panel 221 and the dash outer reinforcement panel 211. To resist the impact of the tire on the passenger compartment during a collision, an inner reinforcing plate support plate 241 is added between the dash panel 221 and the front outer reinforcing plate 211, so that the rear portion of the tire forms a sandwich double-chamber structure.

The dash panel 221 is bonded to the outer reinforcement panel inner side surface 2112 and the outer reinforcement panel bottom surface 2113, respectively, and the front outer reinforcement panel 211 and the front windshield lower cross member may be joined by screw-bonding. The outer reinforcement plate front 2111 is attached to the wheel housing rear side 2014 in an adhesive-and-screw connection. The peripheral flanges of the front outer reinforcing plate 211 and the inner reinforcing plate supporting plate 241 are bonded with adjacent structures, so that a force transmission path is communicated, and the whole structural frame is firmly reinforced.

In summary, according to the vehicle of the embodiment of the utility model, the front wheel cover 201 can be supported in the length direction of the vehicle body, so that the rigidity of the front wheel cover 201 in the length direction of the vehicle body is effectively improved, the phenomenon that the front wheel cover 201 falls down to the rear of the vehicle in collision is effectively inhibited, the front wheel cover 201 and the dash panel 221 are ensured to be stressed more fully, and the energy absorption capacity is larger. At the same time, a first force transmission path is formed among the front outer reinforcement plate 211, the front longitudinal beam 251 and the A column 281, and a second force transmission path is formed among the front longitudinal beam 251, the front wheel cover 201 and the A column 281, so that collision energy is effectively dispersed, and the capability of resisting collision is improved.

Of course, other structures of the vehicle and its working principle are understood and can be implemented by those skilled in the art, and detailed description thereof is omitted herein.

While certain specific embodiments of the utility model have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the utility model. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the utility model. The scope of the utility model is defined by the appended claims.

Claims (16)

1. A vehicle, characterized by comprising:

a front wheel cover;

the front wheel cover is connected with the front periphery outer reinforcing plate;

the front surrounding plate is connected with the front surrounding outer reinforcing plate;

in the front-rear direction of the vehicle, a cavity is formed between the front outer reinforcement plate and the dash panel, and the front wheel cover is located on the front side of the front outer reinforcement plate.

2. The vehicle of claim 1, wherein a projection of the cavity in a vehicle front-rear direction at least partially overlaps a projection of the front wheel cover in the vehicle front-rear direction.

3. The vehicle according to claim 1, characterized by further comprising: and the front wheel cover is directly connected with the A column.

4. A vehicle in accordance with claim 3, wherein the cowl reinforcement is connected to the a-pillar.

5. The vehicle of claim 4, wherein a projection of the a-pillar in a vehicle width direction at least partially overlaps a projection of the cavity in the vehicle width direction.

6. A vehicle in accordance with claim 3, wherein said front outer reinforcement panel includes an outer reinforcement panel inner side, and said front wheel cover includes a wheel cover inner side;

in the width direction of the vehicle, the inner side surface of the wheel cover is positioned on the side, facing the A column, of the inner side surface of the outer reinforcing plate; or alternatively;

in the width direction of the vehicle, the outer reinforcement plate inner side surface is aligned with the wheel house inner side surface in the vehicle body width direction.

7. The vehicle of claim 6, wherein the front outer reinforcement panel further comprises an outer reinforcement panel front face and an outer reinforcement panel bottom face, the outer reinforcement panel front face being connected to the wheel cover top face, the front panel being connected to the outer reinforcement panel inner side face and the outer reinforcement panel bottom face, respectively.

8. A vehicle according to claim 3, wherein the cowl reinforcement is of unitary construction.

9. A vehicle according to claim 3, characterized in that the vehicle further comprises: the front longitudinal beam is connected with the front longitudinal beam and the A column respectively, and the front longitudinal beam is connected with the front coaming through the longitudinal beam connecting part.

10. The vehicle of claim 9, wherein the rail connection is connected to the a-pillar.

11. The vehicle according to claim 9, characterized in that the side member connecting portion is connected to the cowl panel.

12. The vehicle according to claim 11, characterized in that at least part of the side member connecting portion is provided at a distance from the cowl reinforcement panel in a vehicle height direction.

13. The vehicle according to claim 1, characterized by further comprising: the front windshield cross beam is positioned on one side, far away from the bottom of the vehicle body, of the front coaming.

14. The vehicle according to claim 13, characterized in that the front windshield cross member is provided with a windshield cavity extending in the vehicle left-right direction.

15. The vehicle of claim 13, further comprising: the first crossbeam, first crossbeam extends along automobile body width direction, first crossbeam and preceding wind window crossbeam set up at vehicle height direction interval, just the both ends of first crossbeam are connected with the front longitudinal beam respectively, first crossbeam preceding enclose outer reinforcing plate with form the strengthening ring structure between the preceding wind window crossbeam.

16. The vehicle according to claim 15, characterized in that the first cross member is provided with a cross member cavity extending in the vehicle left-right direction.