A stringer and vehicle

Abstract

The application discloses a longitudinal beam and a vehicle. The longitudinal beam comprises a bending assembly, a supporting assembly and a connecting assembly. The bending assembly and the supporting assembly are connected with each other and extend along a first direction, and the connecting assembly is connected with the supporting assembly. The connecting assembly is used for connecting a rocker of the vehicle. The bending assembly is also connected with the connecting assembly, so that the bending assembly is supported by the connecting assembly during the bending process. Through the design, when the bending assembly is bent and collapsed, the collision load thereof can be directly transmitted to the supporting assembly and also transmitted to the rocker through the connecting assembly, so that the ability of the longitudinal beam to bear the collision load is improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a longitudinal beam and a vehicle. Background Technology

[0002] The vehicle includes a body, which comprises two longitudinal beams and several crossbeams located between them. The longitudinal beams extend along the length of the vehicle, and the two longitudinal beams are spaced apart along the width of the vehicle. The longitudinal beams are part of the vehicle's frame and serve to support the vehicle. In the event of a severe collision, the longitudinal beams can collapse and absorb energy, and their high strength protects the passenger compartment. The vehicle body also includes two door sills on the left and right sides, which are connected to the longitudinal beams.

[0003] The longitudinal beam includes a bending assembly, a support assembly, and a connecting assembly. Both the bending assembly and the support assembly extend along a first direction, and the bending assembly is connected to the support assembly. The bending assembly is capable of bending and collapsing in a specific direction to absorb energy, thereby reducing its deformation in the first direction. By incorporating the bending assembly, the intrusion of the vehicle's front end into the passenger compartment is reduced during a collision. The support assembly typically uses ultra-high-strength steel to ensure the strength of the longitudinal beam root, thus protecting the passenger compartment.

[0004] The connecting assembly is positioned between the sill and the support assembly, and is connected to both the sill and the support assembly respectively, so that the support assembly can support the sill in the width direction of the vehicle.

[0005] In order to ensure that the bending assembly can absorb enough energy, the longitudinal beams in existing vehicles are generally designed with three bends. This means that the bending assembly needs to be long enough, which means that the length of the support assembly in the longitudinal beam cannot be increased, resulting in insufficient cabin space and failing to meet people's pursuit of a large cabin space. Summary of the Invention

[0006] The purpose of this application is to provide a longitudinal beam and a vehicle that can solve the above-mentioned technical problems.

[0007] The first aspect of this application provides a longitudinal beam including a bending assembly, a support assembly, and a connecting assembly, wherein the bending assembly and the support assembly are interconnected and both extend along a first direction, the connecting assembly is connected to the support assembly, and the connecting assembly is used to connect a vehicle door sill, and the bending assembly is also connected to the connecting assembly such that the bending assembly is supported by the connecting assembly during bending.

[0008] In one embodiment, the bending assembly includes a first bending member and a second bending member. The first bending member includes a bending portion and a connecting portion. The bending portion cooperates with the second bending member to form a frame structure, and the connecting portion is connected to the connecting assembly.

[0009] In one embodiment, the connecting portion bends away from the support assembly in the direction from the bending assembly to the support assembly.

[0010] In one embodiment, the connecting part includes a connecting body and a first connecting unit disposed on one side of the connecting body;

[0011] The first connecting unit is at least partially attached to the support assembly.

[0012] In one embodiment, the support assembly includes a support member, the support member including an extension extending in a first direction, the extension being abutted against the first connecting unit.

[0013] In one embodiment, the support member includes a support body and a first flange and a second flange disposed on both sides of the support body, wherein the first flange is closer to the first bending member relative to the second flange;

[0014] The first flange includes a first edge that bends away from the support assembly in a direction along the bending assembly toward the support assembly.

[0015] The extension is disposed at the first edge.

[0016] In one embodiment, the connecting portion includes a connecting body and a second connecting unit disposed on the other side of the connecting body, wherein the first connecting unit and the second connecting unit are disposed opposite to each other along a second direction;

[0017] The connection assembly includes a first connector disposed between the support assembly and the sill.

[0018] The second connecting unit is at least partially attached to and fixed to the first connecting member.

[0019] In one embodiment, the first connector includes a first connecting body and a third flange disposed on one side of the first connecting body, wherein the third flange is at least partially attached to and fixed to the second connecting unit.

[0020] In one embodiment, the third flange has an uneven structure.

[0021] In one embodiment, along the first direction, the connecting portion further includes a third connecting unit disposed on one side of the connecting body;

[0022] The connection assembly further includes a second connector disposed between the support assembly and the sill.

[0023] The third connecting unit is at least partially attached to and fixed to the second connecting member.

[0024] In one embodiment, the second bending member includes a second bending body and fourth flanges disposed on both sides of the second bending body;

[0025] The bending portion includes a first bending body and fifth flanges disposed on both sides of the first bending body;

[0026] The first bending body and the second bending body cooperate to form the frame structure, and the fourth flange and the fifth flange are attached and fixed.

[0027] In one embodiment, the bending assembly includes an undulating wave-like structure, the wave-like structure including at least one crest and at least one trough, such that the wave-like structure guides the bending assembly to bend upon impact.

[0028] A second aspect of this application provides a vehicle including a sill and the aforementioned longitudinal beam, the sill being connected to the support assembly.

[0029] The main technical effect achieved by the embodiments of this application is that, through this design, when the bending assembly collapses during bending, the impact load it receives can not only be directly transmitted to the support assembly, but also transmitted to the sill through the connecting assembly, thereby improving the longitudinal beam's ability to withstand impact loads. Attached Figure Description

[0030] Figure 1 This is a three-dimensional structural diagram of the vehicle body in one embodiment of this application;

[0031] Figure 2 This is a three-dimensional structural diagram of the longitudinal beam in one embodiment of this application;

[0032] Figure 3 This is a three-dimensional structural diagram of the longitudinal beam in one embodiment of this application;

[0033] Figure 4 for Figure 3 Enlarged view of point A in the middle;

[0034] Figure 5 This is a three-dimensional structural diagram of the first bending member in one embodiment of this application;

[0035] Figure 6 This is a three-dimensional structural diagram of the longitudinal beam in one embodiment of this application;

[0036] Figure 7for Figure 6 Enlarged view of point B in the middle;

[0037] Figure 8 for Figure 6 Enlarged diagram of point C in the middle.

[0038] Explanation of reference numerals in the attached figures

[0039] 1. Body; 10. Longitudinal beam; 111. Crest; 112. Trough; 113. First bending component; 1131. Bending section; 11311. First bending body; 11312. Fifth flange; 1132. Connecting part; 11321. Connecting body; 11322. First connecting unit; 11323. Second connecting unit; 11324. Third connecting unit; 114. Second bending component; 1141. Second bending body; 1142. Fourth flange; 115. End plate; 1151. First mounting hole; 116. First reinforcing member; 12. Support Assembly; 121, Support component; 1211, Support body; 1212, First flange; 12121, First edge; 1213, Second flange; 1214, Groove; 1215, Extension; 122, Second reinforcing member; 13, Connecting assembly; 131, First connector; 1311, First connecting body; 1312, Third flange; 132, Second connector; 1321, Second connecting body; 1322, Sixth flange; 133, Third connector; 1331, Third connecting body; 1332, Seventh flange; 1333, Eighth flange;

[0040] 20. Crossbeam; 21. Anti-collision beam; X, first direction; Y, second direction. Detailed Implementation

[0041] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The manner described in the following exemplary embodiments does not represent all manner consistent with this application. Rather, they are merely examples of apparatuses consistent with some aspects of this application as detailed in the appended claims.

[0042] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are only used to distinguish different components. Similarly, the terms "a" or "one," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one, which will be separately stated if only "a" is referred to. "A plurality" or "several" means two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," etc., are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including," etc., mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms “connection” or “link” are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The singular forms “a,” “the,” and “the” used in this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0043] This application discloses a vehicle, which includes a vehicle body. For example... Figure 1 As shown, the vehicle body 1 includes two longitudinal beams 10 and several crossbeams 20 located between the two longitudinal beams 10. The longitudinal beams 10 extend along the length of the vehicle, and the two longitudinal beams 10 are spaced apart along the width of the vehicle. The longitudinal beams 10 are part of the frame of the vehicle body 1 and serve to support the vehicle. In the event of a severe collision, the longitudinal beams 10 can collapse and absorb energy, and their high strength can protect the passenger compartment. The vehicle body also includes two door sills (not shown) on the left and right sides, which are connected to the longitudinal beams 10.

[0044] In this application, as Figure 2 As shown, the longitudinal beam 10 includes a bending assembly, a support assembly 12, and a connecting assembly 13. Both the bending assembly and the support assembly 12 extend along a first direction X, and the bending assembly is connected to the support assembly 12. The bending assembly is capable of bending and collapsing in a specific direction to absorb energy, thereby reducing the deformation of the bending assembly in the first direction X. By incorporating the bending assembly, the intrusion of the vehicle's front end into the passenger compartment is reduced during a collision. The support assembly 12 is generally made of ultra-high-strength steel to ensure the strength of the root of the longitudinal beam 10, thereby protecting the passenger compartment.

[0045] The connecting assembly 13 is disposed between the sill and the support assembly 12, and is connected to both the sill and the support assembly 12. Simultaneously, the connecting assembly 13 is also connected to the bending assembly. Through this design, when the bending assembly collapses during bending, the impact load it experiences can be directly transferred to the support assembly 12, and also transferred to the sill through the connecting assembly 13, thereby improving the longitudinal beam 10's ability to withstand impact loads.

[0046] It should be noted that, in this application, the first direction X is the length direction of the vehicle.

[0047] Specifically, such as Figure 1 As shown, the bending assembly includes a wavy structure with undulating contours. The wavy structure includes at least one crest 111 and at least one trough 112. Upon impact, the wavy structure guides the bending assembly in a bending motion. With this design, when a collision occurs, the forward impact load acts on the front end of the longitudinal beam 10, causing bending at both crest 111 and trough 112, thereby altering the transmission path of the forward impact load and ensuring that the forward impact load is not transmitted to the front suspension along the first direction X. The bending deformation at crest 111 and trough 112 absorbs the energy of the forward impact to the maximum extent, resulting in less energy transmitted to the front suspension and thus reducing the intrusion of the front suspension.

[0048] It should be noted that the bending assembly of this application is shorter in length compared to the bending assemblies in existing longitudinal beams. Due to the limited length of the bending assembly, in this embodiment, the number of crests 111 and troughs 112 is only one. Shortening the length of the bending assembly has the following advantages: On the one hand, with the length of the support assembly 12 remaining unchanged, the total length of the longitudinal beam 10 decreases as the bending assembly is shortened, thus the longitudinal beam 10 can be used in vehicles with shorter front overhangs. On the other hand, with the total length of the longitudinal beam 10 remaining unchanged, when the length of the bending assembly decreases, the length of the support assembly 12 increases accordingly, thereby increasing the cabin space.

[0049] Combination Figure 2 , Figure 3 and Figure 5The bending assembly includes a first bending member 113 and a second bending member 114. The second bending member 114 includes a second bending body 1141 and fourth flanges 1142 disposed on both sides of the second bending body 1141. The first bending member 113 includes a bending portion 1131 and a connecting portion 1132, the connecting portion 1132 being connected to the connecting assembly 13. The bending portion 1131 includes a first bending body 11311 and fifth flanges 11312 disposed on both sides of the first bending body 11311. The fourth flanges 1142 and the fifth flanges 11312 are fitted and fixed together, so that the first bending body 11311 and the second bending body 1141 cooperate to form a frame structure. By designing the fourth flanges 1142 and the fifth flanges 11312, the contact area between the first bending member 113 and the second bending member 114 is increased, thereby making the connection between them more stable and increasing the strength of the bending assembly. Therefore, when a vehicle is involved in a collision, the bending assembly can withstand greater impact force to ensure stable bending deformation and better energy absorption after bending.

[0050] like Figure 1 and Figure 2 As shown, the bending assembly also includes an end plate 115, which is disposed at the end of the bending assembly away from the support assembly 12, and has a first mounting hole 1151. In the vehicle body 1, as... Figure 1 As shown, the anti-collision beam 21 is installed between two parallel longitudinal beams 10, and both ends of the anti-collision beam 21 are connected to the end plates 115 of the two longitudinal beams 10, respectively. The anti-collision beam 21 has a second mounting hole (not shown) corresponding to the first mounting hole 1151. In the actual assembly process, the first mounting hole 1151 and the second mounting hole are aligned, and fasteners pass through the first mounting hole 1151 and the second mounting hole, thereby installing the anti-collision beam 21 between the two longitudinal beams 10. This application uses the end plate 115 to install the anti-collision beam 21, which can further absorb the collision energy during a vehicle collision.

[0051] like Figure 3 As shown, the bending assembly also includes a first reinforcing member 116, which has a "U"-shaped structure. One end of the first reinforcing member 116 is connected to the end plate 115, and the other end of the first reinforcing member 116 is disposed within the frame structure and is fitted and fixed to the inner wall of the frame structure. By designing the first reinforcing member 116, on the one hand, the end plate 115 is connected to the frame structure; on the other hand, the "U"-shaped structure increases the strength of the front section of the bending assembly, improves the bending assembly's ability to withstand collision loads, ensures that the bending assembly can undergo stable bending deformation, and has a better energy absorption effect after bending.

[0052] like Figure 2As shown, the support assembly 12 includes a support member 121 and a second reinforcing member 122, with the support member 121 and the second reinforcing member 122 fixedly connected. Wherein, as... Figure 6 As shown, the support member 121 includes a support body 1211 and a first flange 1212 and a second flange 1213 disposed on both sides of the support body 1211. The first flange 1212 is closer to the first bent member 113 relative to the second flange 1213. The support body 1211 is recessed in the width direction of the vehicle to form a groove 1214, and a second reinforcing member 122 is disposed in the groove 1214. The second reinforcing member 122 can further increase the strength of the support assembly 12, so that the support assembly 12 has high strength to protect the cockpit.

[0053] In the above-mentioned device, such as Figure 8 As shown, the first flange 1212 includes a first edge 12121. Along the direction from the bending assembly to the support assembly 12, the first edge 12121 bends away from the support body 1211. The support member 121 also includes an extension 1215 extending along a first direction X, the extension 1215 being disposed on the first edge 12121.

[0054] like Figure 2 As shown, along the direction from the bending assembly to the support assembly 12, the connecting portion 1132 bends away from the support assembly 12. This design allows for a larger contact area between the connecting portion 1132 and the connecting assembly 13, thus facilitating the dispersion of impact loads. Furthermore, the connecting portion 1132, the connecting assembly 13, and the support assembly 12 form a stable triangular structure, thereby enhancing the overall structural strength of the longitudinal beam 10.

[0055] like Figure 5 As shown, the connecting portion 1132 includes a connecting body 11321, a first connecting unit 11322, a second connecting unit 11323, and a third connecting unit 11324. Along the second direction Y, the first connecting unit 11322 and the second connecting unit 11323 are disposed on both sides of the connecting body 11321. Along the first direction X, the third connecting unit 11324 is disposed on the side of the connecting body 11321 near the support assembly 12. In this embodiment, as... Figure 8As shown, the first connecting unit 11322 is fitted with the extension 1215. Through this design, the extension 1215 on the support 121 can fit into the curved first connecting unit 11322, thereby supporting the connecting portion 1132 in the width direction of the vehicle. When the vehicle is involved in a collision, this design prevents the connecting portion 1132 from bending in the width direction of the vehicle during the bending and collapse process of the bending assembly, thus avoiding the transmission of the collision load along the width direction of the vehicle. In other words, this design allows the first bending member 113 to better transfer the collision load to the connecting assembly 13 during bending and collapse.

[0056] It should be noted that, in this application, the second direction Y is the height direction of the vehicle.

[0057] In this application, as Figure 2 As shown, the connecting assembly 13 includes a first connector 131, a second connector 132, and a third connector 133. The first connector 131, the second connector 132, and the third connector 133 are all connected between the support assembly 12 and the sill. This design allows the longitudinal beam 10 to support the sill in the width direction of the vehicle. The first connector 131 and the second connector 132 are also connected to the connecting portion 1132 of the first bending member 113. Therefore, when the bending assembly collapses during bending, the impact load it experiences can be directly transferred to the support assembly 12, and also transferred through the first bending member 113 to the first connector 131 and the second connector 132, thereby transferring it to the sill.

[0058] Specifically, such as Figure 3 and Figure 4As shown, the first connector 131 includes a first connecting body 1311 and a third flange 1312 disposed on one side of the first connecting body 1311. The first connecting body 1311 is attached to and fixedly fixed to the support body 1211. On one hand, the first connecting body 1311 can further increase the strength of the support assembly 12, thereby giving the support assembly 12 high strength to protect the cockpit. On the other hand, the contact area between the first connecting body 1311 and the support assembly 12 is large, making their connection more stable. The third flange 1312 has an uneven structure. As the main load-bearing component when the first bent member 113 collapses during bending, the first connector 131 needs greater strength to withstand collision loads. The uneven structure enhances the strength of the first connector 131. In this application, the third flange 1312 is at least partially attached to and fixed to the second connecting unit 11323. With this design, the second connecting unit 11323 and the third flange 1312 have a larger contact area, which helps the first bending member 113 to distribute the collision load to the first connecting member 131 through the connecting part 1132. The first connecting member 131 then transfers the collision load to the sill, thereby improving the ability of the longitudinal beam 10 to withstand the collision load.

[0059] like Figure 6 and Figure 7 As shown, the second connector 132 includes a second connecting body 1321 and sixth flanges 1322 disposed on both sides of the second connecting body 1321. The sixth flanges 1322 are used to connect to the floor, which is a step-on panel in the cockpit. The second connecting body 1321 is recessed in the second direction Y to form a "C"-shaped structure, one side of which is fitted and fixed to the third connecting unit 11324. It should be noted that because the connecting portion 1132 bends away from the support assembly 12, the edge of the side of the "C"-shaped structure that fits with the third connecting unit 11324 needs to be adaptively bent. This design provides a larger contact area between the third connecting unit 11324 and the second connector 132, which facilitates the first bending member 113 distributing the collision load to the second connector 132 through the connecting portion 1132. The second connector 132 then transfers the collision load to the sill, thereby improving the ability of the longitudinal beam 10 to withstand collision loads.

[0060] like Figure 2 As shown, the third connector 133 includes a third connecting body 1331 and a seventh flange 1332 and an eighth flange 1333 disposed on both sides of the third connecting body 1331. The seventh flange 1332 is used to connect with the floor, and the eighth flange 1333 is used to connect with the door sill. By providing the eighth flange 1333, the third connector 133 has a larger contact area with the door sill, thereby enabling the third connector 133 to support the door sill in the width direction of the vehicle.

[0061] The length of the bending assembly of the longitudinal beam 10 in this application is shorter than that of existing longitudinal beam bending assemblies, resulting in a smaller number of bends in the bending assembly. Given the reduced number of bends and limited energy absorption per bend, the structure of the bending assembly has been improved by connecting the first bending member 113 to the connecting assembly 13. This allows a portion of the collision load to be transferred to the connecting assembly 13 via the first bending member 113, thereby dispersing this portion of the collision load to the sill. With a fixed deformation along the first direction X, the bending assembly can absorb a higher amount of collision load, ultimately improving the longitudinal beam 10's ability to withstand collision loads. Simultaneously, the first bending member 113, the connecting assembly 13, and the support assembly 12 form a stable triangular structure, enhancing the overall structural strength of the longitudinal beam 10. Through this design, even with a reduced length of the bending assembly, the strength of the longitudinal beam 10 is not reduced but rather enhanced. When a vehicle collision occurs, the longitudinal beam 10 can withstand a sufficiently large collision load, and the deformation of the bending assembly along the first direction X is reduced, thereby reducing the intrusion of the front suspension into the passenger compartment and maximizing the passenger compartment space.

[0062] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A longitudinal beam comprising a bending assembly, a support assembly, and a connecting assembly, wherein the bending assembly and the support assembly are interconnected and both extend along a first direction, the connecting assembly is connected to the support assembly, and the connecting assembly is used to connect a vehicle sill, characterized in that, The bending assembly is also connected to the connecting assembly so that the bending assembly is supported by the connecting assembly during the bending process; The bending assembly includes a first bending member and a second bending member. The first bending member includes a bending portion and a connecting portion. The bending portion and the second bending member cooperate to form a frame structure. The connecting portion is connected to the connecting assembly. The connecting part includes a connecting body and a first connecting unit disposed on one side of the connecting body; The first connecting unit is at least partially attached to the support assembly.

2. The longitudinal beam as described in claim 1, characterized in that, Along the direction from the bending assembly to the support assembly, the connecting portion bends away from the support assembly.

3. The longitudinal beam as described in claim 1, characterized in that, The support assembly includes a support member, the support member including an extension extending in a first direction, the extension being fitted to the first connecting unit.

4. The longitudinal beam as described in claim 3, characterized in that, The support member includes a support body and a first flange and a second flange disposed on both sides of the support body, wherein the first flange is closer to the first bending member relative to the second flange. The first flange includes a first edge that bends away from the support assembly in a direction along the bending assembly toward the support assembly. The extension is disposed at the first edge.

5. The longitudinal beam as described in claim 1, characterized in that, The connecting part includes a connecting body and a second connecting unit disposed on the other side of the connecting body, wherein the first connecting unit and the second connecting unit are disposed opposite to each other along a second direction; The connection assembly includes a first connector disposed between the support assembly and the sill. The second connecting unit is at least partially attached to and fixed to the first connecting member.

6. The longitudinal beam as described in claim 5, characterized in that, The first connector includes a first connecting body and a third flange disposed on one side of the first connecting body, wherein the third flange is at least partially attached to and fixed to the second connecting unit.

7. The longitudinal beam as described in claim 6, characterized in that, The third flange has an uneven structure.

8. The longitudinal beam as described in claim 5, characterized in that, Along the first direction, the connecting portion further includes a third connecting unit disposed on one side of the connecting body; The connection assembly further includes a second connector disposed between the support assembly and the sill. The third connecting unit is at least partially attached to and fixed to the second connecting member.

9. The longitudinal beam as described in claim 1, characterized in that, The second bending component includes a second bending body and fourth flanges disposed on both sides of the second bending body; The bending portion includes a first bending body and fifth flanges disposed on both sides of the first bending body; The first bending body and the second bending body cooperate to form the frame structure, and the fourth flange and the fifth flange are attached and fixed.

10. The longitudinal beam as described in claim 1, characterized in that, The bending assembly includes an undulating wave-like structure, the wave-like structure including at least one crest and at least one trough, such that when the bending assembly is subjected to an impact, the wave-like structure guides the bending assembly to bend.

11. A vehicle, characterized in that, The vehicle includes a sill and a longitudinal beam as described in any one of claims 1-10, the sill being connected to the support assembly.

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