Cabin skeleton and vehicle

Abstract

This invention discloses a cabin frame and a vehicle. The cabin frame includes: a cabin frame crossbeam; at least one cabin frame longitudinal beam. The cabin frame longitudinal beam and the cabin frame crossbeam are integrally formed using a thermal expansion process. The cabin frame longitudinal beam includes a front section and a rear section, with the rear section connecting the front section and the cabin frame crossbeam. The material thickness of the front section and the rear section are different, and the front section and the rear section are laser-welded together. Energy-absorbing cavities are provided within the cabin frame longitudinal beam and / or the cabin frame crossbeam. At least one patch plate is integrated within each energy-absorbing cavity, and the patch plate is used to divide the energy-absorbing cavity into multiple sub-energy-absorbing cavities. The cabin frame of this invention simplifies the manufacturing process, reduces production costs, and helps reduce stress concentration and local deformation during collisions, thereby improving the collision safety performance of the cabin frame.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an engine compartment frame and a vehicle. Background Technology

[0002] In related technologies, in order to meet the requirements of high-standard safety performance, vehicles have higher requirements for material and structural design. Among them, the engine compartment frame of the vehicle body has more stringent requirements for safety collision. The traditional engine compartment frame is welded together from multiple parts. However, this design results in a long manufacturing cycle, complicated process steps, and high production cost. In addition, there are structural discontinuities at the connection points of different structures, which can easily lead to stress concentration and local deformation during a collision, affecting collision safety performance. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a cabin frame that can shorten the manufacturing cycle, simplify process steps, reduce production costs, and improve the collision safety performance of the cabin frame.

[0004] According to an embodiment of the present invention, a cabin frame includes: a cabin frame crossbeam; at least one cabin frame longitudinal beam, wherein the cabin frame longitudinal beam and the cabin frame crossbeam are integrally formed using a thermal expansion process, the cabin frame longitudinal beam includes a front section and a rear section, the rear section being connected between the front section and the cabin frame crossbeam, the material thickness of the front section and the material thickness of the rear section being different, and the front section and the rear section being laser-welded; wherein an energy-absorbing cavity is provided within the cabin frame longitudinal beam and / or the cabin frame crossbeam, and at least one patch plate is integrated within the energy-absorbing cavity, the patch plate being used to divide the energy-absorbing cavity into multiple sub-energy-absorbing cavities.

[0005] According to an embodiment of the present invention, the cabin frame is designed with different material thicknesses in the front and rear sections of the longitudinal beams to address the issue of varying collision strengths in different areas of the cabin frame. Furthermore, the longitudinal beams and transverse beams of the cabin frame are integrally formed using a thermal expansion process, which shortens the manufacturing cycle, simplifies the process steps, reduces production costs, and improves the manufacturing precision of the cabin frame. This avoids structural discontinuities at the joints of different structures, reduces stress concentration and local deformation during collisions, and enhances the collision safety performance of the cabin frame.

[0006] According to some embodiments of the present invention, the connection between the cabin frame crossbeam and the rear section is provided with an energy distribution structure.

[0007] According to some embodiments of the present invention, the forward section of the cabin frame is provided with an energy-guided crumple zone structure.

[0008] According to some embodiments of the present invention, the energy-guided crumple zone is configured as a groove that opens toward the inside or outside of the forward portion.

[0009] According to some embodiments of the present invention, the naval frame has multiple energy-guided collapse structures, with one portion of the multiple energy-guided collapse structures located inside the front section and another portion located outside the front section.

[0010] According to some embodiments of the present invention, in the extending direction of the cabin frame beam, the cabin frame beam has a first end and a second end, both the first end and the second end being used to connect to the side panel, and at least one of the first end and the second end is provided with a first clearance groove.

[0011] According to some embodiments of the present invention, the lower end of the cabin frame crossbeam is provided with a second clearance groove.

[0012] According to some embodiments of the present invention, the side of the cabin frame crossbeam facing the cabin frame longitudinal beam is a first surface, and the side of the cabin frame crossbeam away from the cabin frame longitudinal beam is a second surface, and at least one of the first surface and the second surface is provided with a reinforcing rib.

[0013] According to some embodiments of the present invention, the cabin frame has a plurality of reinforcing ribs, which are spaced apart in the extension direction of the cabin frame crossbeams, and / or the plurality of reinforcing ribs are spaced apart in the vertical direction of the cabin frame crossbeams.

[0014] The present invention also proposes a vehicle.

[0015] The vehicle according to embodiments of the present invention includes: the cabin frame described in any of the preceding embodiments.

[0016] The vehicle described above has the same advantages over the prior art as the aforementioned cabin frame, which will not be repeated here.

[0017] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a structural schematic diagram of the cabin frame according to some embodiments of the present invention;

[0020] Figure 2 yes Figure 1 A cross-sectional view of the cabin frame shown;

[0021] Figure 3 yes Figure 1 The diagram shows an exploded view of the cabin frame.

[0022] Figure 4 yes Figure 1 The diagram shows the structural schematic of the longitudinal beam of the left cabin frame;

[0023] Figure 5 yes Figure 1 The diagram shows the structural schematic of the longitudinal beam of the right cabin frame;

[0024] Figure 6 yes Figure 1 The diagram shows a schematic of the cabin frame beam on one side of the second surface.

[0025] Figure label:

[0026] Cabin frame 100;

[0027] The cabin frame beam 10 has a first end 11, a second end 12, a first clearance groove 13, and a second clearance groove 14.

[0028] First surface 15, second surface 16, reinforcing rib 17;

[0029] Cabin frame longitudinal beam 20, left cabin frame longitudinal beam 20a, right cabin frame longitudinal beam 20b;

[0030] Front section 21, rear section 22, energy absorption cavity 23, sub-energy absorption cavity 231;

[0031] Patch plate 30, energy distribution structure 40, energy guiding collapse structure 50, groove 51. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0033] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0034] The following is for reference. Figures 1-6 The cabin frame 100 according to an embodiment of the present invention is described.

[0035] According to an embodiment of the present invention, the cabin frame 100 includes: a cabin frame crossbeam 1010 and at least one cabin frame longitudinal beam 20.

[0036] Specifically, the cabin frame longitudinal beam 20 and the cabin frame transverse beam 1010 are integrally formed using a thermal expansion process. The cabin frame longitudinal beam 20 includes a front section 21 and a rear section 22. The rear section 22 is connected between the front section 21 and the cabin frame transverse beam 1010. The material thickness of the front section 21 and the material thickness of the rear section 22 are different, and the front section 21 and the rear section 22 are laser-welded together. Energy-absorbing cavities 23 are provided in the cabin frame longitudinal beam 20 and / or the cabin frame transverse beam 1010. At least one patch plate 30 is integrated in the energy-absorbing cavity 23. The patch plate 30 is used to divide the energy-absorbing cavity 23 into multiple sub-energy-absorbing cavities 231.

[0037] This can shorten the manufacturing cycle, simplify the process steps, reduce production costs, and improve the manufacturing precision of the cabin frame 100, thereby avoiding structural discontinuity problems at the connection of different structures, reducing stress concentration and local deformation during the collision process, and improving the collision safety performance of the cabin frame 100.

[0038] Unless otherwise specified, in this invention, the longitudinal direction of the vehicle, i.e. the length direction of the vehicle, is the X direction in the figure; the lateral direction of the vehicle, i.e. the width direction of the vehicle, is the Y direction in the figure; and the vertical direction of the vehicle, i.e. the height direction of the vehicle, is the Z direction in the figure.

[0039] For example, the cabin frame 100 includes a cabin frame crossbeam 1010 and a cabin frame longitudinal beam 20. The extension direction of the cabin frame longitudinal beam 20 is perpendicular to the extension direction of the cabin frame crossbeam 1010. The extension direction of the cabin frame longitudinal beam 20 can be the front-rear direction of the vehicle, i.e., the length direction X of the vehicle. The extension direction of the cabin frame crossbeam 1010 can be the left-right direction of the vehicle, i.e., the width direction Y of the vehicle. The vertical direction of the cabin frame crossbeam 1010 is the vertical direction of the vehicle, i.e., the height direction of the vehicle.

[0040] For example, there are two longitudinal beams 20 in the cabin frame, namely the left cabin frame longitudinal beam 20a and the right cabin frame longitudinal beam 2020b. The left cabin frame longitudinal beam 20a and the right cabin frame longitudinal beam 2020b extend in the direction of the cabin frame crossbeam 1010. Figure 1 The Y-axis of the structure is spaced apart.

[0041] Among them, such as Figure 3 As shown, the left engine compartment frame longitudinal beam 20a and the right engine compartment frame longitudinal beam 2020b both include a corresponding front section 21 and a rear section 22. Both the front section 21 and the rear section 22 are TRB flexible rolled unequal material tubes. In actual assembly, the front section 21 and the corresponding rear section 22 are laser welded with unequal material thickness to ensure that the left engine compartment frame longitudinal beam 20a and the right engine compartment frame longitudinal beam 2020b can meet the requirements for collision and lightweighting.

[0042] The front section 21 and the rear section 22 can also be other structures with different materials and / or different material thicknesses, which are not limited here. The welding method of the front section 21 and the rear section 22 can be TWB laser welding or other welding methods, which are not limited here.

[0043] Optionally, the overall material of the cabin frame 100 can be ordinary steel plate, high-strength plate, aluminum plate, pipe or metal profile with a thickness of 0.6mm-5.0mm, or other materials, which are not limited here.

[0044] Furthermore, such as Figure 2 As shown, both the cabin frame crossbeam 1010 and the cabin frame longitudinal beam 20 are provided with energy-absorbing cavities 23. In this way, by providing energy-absorbing cavities 23, the weight of the cabin frame crossbeam 1010 and the cabin frame longitudinal beam 20 can be reduced. For example, the energy-absorbing cavity 23 in the cabin frame crossbeam 1010 extends along the extension direction of the cabin frame crossbeam 1010, and the energy-absorbing cavity 23 in the cabin frame longitudinal beam 20 extends along the direction of the cabin frame longitudinal beam 20. The energy-absorbing cavity 23 in the cabin frame crossbeam 1010 is connected to the energy-absorbing cavity 23 in the cabin frame longitudinal beam 20.

[0045] In this way, the energy-absorbing cavity 23 can provide a force transmission channel so that after the cabin frame 100 is subjected to a collision force, the collision force can be guided through the force transmission channel formed by the energy-absorbing cavity 23, and the collision energy can be absorbed through the energy-absorbing cavity 23 to improve the overall collision safety performance of the cabin frame 100.

[0046] Among them, such as Figure 2 As shown, the energy-absorbing cavity 23 is provided with at least one patch plate 30. The patch plate 30 can enhance the structural strength of the energy-absorbing cavity 23, and for example... Figure 2 As shown, the energy-absorbing cavity 23 within the cabin frame beam 1010 is equipped with two patch plates 30. These two patch plates 30 divide the energy-absorbing cavity 23 of the cabin frame beam 1010 into three sub-cavities along its extension direction, or as shown... Figure 2 As shown, a patch plate 30 is provided in the energy absorption cavity 23 inside the longitudinal beam 20 of the cabin frame. The patch plate 30 divides the energy absorption cavity 23 of the longitudinal beam 20 of the cabin frame into two energy absorption sub-cavities along its extension direction. Optionally, the patch plate 30 inside the longitudinal beam 20 of the cabin frame is located in the area on one side of the rear section 22 near the front section.

[0047] In this way, by setting up the patch plate 30, the energy absorption cavity 23 can be divided, so that the position of the patch plate 30 can be adjusted according to the collision force requirements of different areas. This makes it easier to better define the three zones: the collision zone, the energy absorption zone, and the bending zone. In this way, most of the collision energy can be absorbed through the collision zone, the crumple zone, and the bending zone, thereby improving the overall safety performance of the cabin frame 100.

[0048] The energy-absorbing cavity 23 within the longitudinal beam 20 of the cabin frame extends along the direction of the longitudinal beam 20 of the cabin frame, and the energy-absorbing cavity 23 within the transverse beam 1010 of the cabin frame is connected to the energy-absorbing cavity 23 within the longitudinal beam 20 of the cabin frame.

[0049] Then, the left cabin frame longitudinal beam 20a and the right cabin frame longitudinal beam 2020b are integrally formed with the cabin frame crossbeam 1010 through a thermal expansion process. This design has several advantages: First, it avoids the problems of discontinuous splicing of parts, which can lead to stress concentration at weld points, weld point detachment, and component cracking. Second, it avoids the problems of long production lines, complex processes, long cycles, and slow precision improvement. Third, it achieves a reasonable definition of three zones: the collapse energy absorption zone and the bending zone absorb most of the energy, ensuring the safety of the rigid body at the root of the cabin frame 100 and protecting the safety of the occupants.

[0050] According to an embodiment of the present invention, the cabin frame 100 solves the problem of different collision strengths in different areas of the cabin frame 100 by setting different material thicknesses for the front section 21 and the rear section 22 of the cabin frame longitudinal beam 20. Furthermore, the cabin frame longitudinal beam 20 and the cabin frame cross beam 1010 are integrally formed by a thermal expansion process, which can shorten the manufacturing cycle, simplify the process steps, reduce production costs, and improve the manufacturing precision of the cabin frame 100. This avoids structural discontinuity problems at the connection of different structures, reduces stress concentration and local deformation during the collision process, and improves the collision safety performance of the cabin frame 100.

[0051] In some embodiments, such as Figure 1 As shown, an energy distribution structure 40 is provided at the connection between the cabin frame beam 1010 and the rear section 22.

[0052] Therefore, by setting up the energy distribution structure 40, the connection strength between the cabin frame crossbeam 1010 and the rear section 22 is enhanced, and the reliability of the force transmission channel of the cabin frame longitudinal beam 20 is improved, preventing instability and avoiding problems such as uncontrollable breakage.

[0053] The energy distribution structure 40 can be integrally formed with the cabin frame 100, and multiple energy distribution structures 40 can be provided. Multiple energy distribution structures 40 can be distributed circumferentially at the connection between the cabin frame crossbeam 1010 and the rear section 22, or two energy distribution structures 40 can be provided, with the two energy distribution structures 40 located on the inner and outer sides of the rear section 22 respectively, and arranged symmetrically.

[0054] Here, "inner side of the rear section 22" refers to the side of the rear section 22 closer to the middle part of the vehicle in the width direction Y of the vehicle, and "outer side of the rear section 22" refers to the side of the rear section 22 further away from the middle part of the vehicle (closer to the outside of the vehicle) in the width direction Y of the vehicle. Of course, the energy distribution structure 40 can also have other arrangements, which are not limited here.

[0055] For example, the energy distribution structure 40 may be constructed as an energy guiding rib, a protruding structure, or other structures that can guide energy, without limitation.

[0056] In some embodiments, such as Figures 1-5 As shown, the front section 21 is provided with an energy-guided collapse structure 50.

[0057] Therefore, by setting up an energy-guided crumple structure 50, the crumple energy absorption capacity of the front section 21 is enhanced, thereby improving the collision safety performance of the cabin frame longitudinal beam 20, and facilitating the improvement of the reliability of the force transmission channel of the cabin frame longitudinal beam 20, preventing instability and avoiding problems such as uncontrollable breakage.

[0058] Among them, the energy-guided collapse structure 50 can be integrally formed with the cabin frame 100, and multiple energy-guided collapse structures 50 are provided. The multiple energy-guided collapse structures 50 can be distributed at intervals along the extension direction of the front section 21. For example, the front section 21 is provided with 4 energy-guided collapse structures 50, and two energy-guided collapse structures 50 are provided on the left and right sides of the front section 21 respectively. The energy-guided collapse structures 50 on both sides of the front section 21 are symmetrical. This makes it easier to reduce the difficulty of setting up the energy-guided collapse structure 50 and facilitates the integral formation of the energy-guided collapse structure 50 with the front section 21.

[0059] Here, "inner side of the rear section 22" refers to the side of the rear section 22 closer to the middle part of the vehicle in the width direction Y of the vehicle, and "outer side of the rear section 22" refers to the side of the rear section 22 further away from the middle part of the vehicle (closer to the outside of the vehicle) in the width direction Y of the vehicle. Of course, the energy distribution structure 40 can also have other arrangements, which are not limited here.

[0060] For example, the energy-guided collapse structure 50 may be constructed as an energy-guided collapse rib, or a protrusion structure, or a groove 51, or other structures that can guide energy, without limitation.

[0061] In some embodiments, such as Figures 3-5 As shown, the energy-guided collapse structure 50 is constructed as a groove 51, which is open to the inside or outside of the front portion 21.

[0062] Therefore, by constructing the energy-guided crumple structure 50 as a groove 51, the crumple energy absorption capacity of the front section 21 is enhanced, thereby improving the collision safety performance of the cabin frame longitudinal beam 20. It also facilitates the improvement of the reliability of the force transmission channel of the cabin frame longitudinal beam 20, preventing instability and avoiding problems such as uncontrollable breakage. At the same time, on the one hand, it can reduce the weight of the front section 21 to achieve a lightweight design of the front section 21. On the other hand, it can reduce the difficulty of setting up the energy-guided crumple structure 50.

[0063] In some embodiments, such as Figures 1-3 As shown, there are multiple energy-guided collapse structures 50, with one part of the multiple energy-guided collapse structures 50 located inside the front section 21 and another part located outside the energy front section 21.

[0064] This makes it easier to reduce the difficulty of setting up the energy-guided collapse structure 50, and also makes it easier for the energy-guided collapse structure 50 and the front part 21 to be integrally formed.

[0065] For example, multiple energy-guided collapse structures 50 can be spaced apart along the extension direction of the front section 21. For example, the front section 21 is provided with 4 energy-guided collapse structures 50, and two energy-guided collapse structures 50 are provided on the left and right sides of the front section 21 respectively. The energy-guided collapse structures 50 on both sides of the front section 21 are symmetrical. This makes it easier to reduce the difficulty of setting up the energy-guided collapse structures 50 and facilitates the integration of the energy-guided collapse structures 50 with the front section 21.

[0066] In some embodiments, in the extending direction of the cabin frame beam 1010, the cabin frame beam 1010 has a first end 11 and a second end 12, both of which are used to connect to the side panel, and at least one of the first end 11 and the second end 12 is provided with a first clearance groove 5113.

[0067] Therefore, by setting the first clearance groove 5113, on the one hand, it is convenient to reduce the weight of the cabin frame beam 1010 to achieve a lightweight design of the cabin frame beam 1010, and on the other hand, it is convenient to increase the human-machine space.

[0068] For example, the first end 11 is provided with a first clearance groove 5113, and the first clearance groove 5113 is constructed into an arc-shaped groove. The two ends of the arc-shaped groove divide the first end 11 into two contact surfaces for connecting with the side panel. In this way, the first end 11 forms a multi-faceted structure, which improves the plastic structure of the material and helps to improve the planar stiffness and accuracy.

[0069] And / or the second end 12 is also provided with a first clearance groove 5113, and the first clearance groove 5113 is constructed as an arc-shaped groove, and the two ends of the arc-shaped groove divide the first end 11 into two contact surfaces for connecting with the side panel. In this way, the first end 11 forms a multi-faceted structure, which improves the plastic structure of the material and helps to improve the planar stiffness and accuracy.

[0070] In some embodiments, the lower end of the cabin frame beam 1010 is provided with a second clearance groove 5114.

[0071] Therefore, by setting the second clearance groove 5114, on the one hand, it is convenient to reduce the weight of the cabin frame beam 1010 to achieve a lightweight design of the cabin frame beam 1010, and on the other hand, it is convenient to increase the human-machine space.

[0072] For example, the lower end of the cabin frame beam 1010 is provided with a second clearance groove 5114, and the second clearance groove 5114 is constructed with an arc-shaped groove, and the arc-shaped groove is recessed towards the upper part of the cabin frame beam 1010, so as to increase the human-machine space.

[0073] In some embodiments, such as Figure 1As shown, the side of the cabin frame crossbeam 1010 facing the cabin frame longitudinal beam 20 is the first surface 15, as... Figure 6 As shown, the side of the cabin frame crossbeam 1010 away from the cabin frame longitudinal beam 20 is the second surface 16, and at least one of the first surface 15 and the second surface 16 is provided with a reinforcing rib 17.

[0074] Therefore, by setting the reinforcing ribs 17, the structural strength of the cabin frame beam 1010 is enhanced, and the collision safety performance of the cabin frame beam 1010 is improved, while the deformation of the cabin frame beam 1010 is reduced.

[0075] Among them, the reinforcing rib 17 can be integrated into the cabin frame crossbeam 1010 so that the reinforcing rib 17 and the cabin frame crossbeam 1010 can be integrally formed, and the reinforcing rib 17 among the multiple reinforcing ribs 17 can have different forms, which are not limited here.

[0076] In some embodiments, a plurality of reinforcing ribs 17 are provided, and the plurality of reinforcing ribs 17 are spaced apart in the extending direction of the cabin frame beam 1010, and / or the plurality of reinforcing ribs 17 are spaced apart in the vertical direction of the cabin frame beam 1010.

[0077] Therefore, by setting up reinforcing ribs 17 in different arrangements, they can play different structural reinforcement roles on the cabin frame beam 1010 in different directions, so that the reinforcing ribs 17 can be flexibly set according to the collision requirements of different areas of the cabin frame beam 1010.

[0078] For example Figure 1 As shown, the first surface 15 is provided with 6 reinforcing ribs 17. In the vertical direction, the 6 reinforcing ribs 17 are divided into two groups, and the three reinforcing ribs 17 in each group are spaced apart in the extension direction of the cabin frame crossbeam 1010. For example, on the first surface 15, two reinforcing ribs 17 are provided on the side of the left cabin frame longitudinal beam 20a away from the right cabin frame longitudinal beam 2020b, and two reinforcing ribs 17 are provided in the area between the left cabin frame longitudinal beam 20a and the right cabin frame longitudinal beam 2020b, and two reinforcing ribs 17 are provided on the side of the right cabin frame longitudinal beam 2020b away from the left cabin frame longitudinal beam 20a.

[0079] Among them, a reinforcing rib 17 near the second relief groove 5114 extends in the same direction as the second relief groove 5114, so as to enhance the structural strength of the first surface 15 at the second relief groove 5114.

[0080] and / or as Figure 6 As shown, the second surface 16 is provided with two reinforcing ribs 17, which are positioned vertically in the cabin frame crossbeam 1010 (e.g., ...). Figure 6The second surface 16 is distributed at intervals in the vertical direction, wherein a reinforcing rib 17 near the second relief groove 5114 extends in the same direction as the second relief groove 5114, so as to enhance the structural strength of the second surface 16 at the second relief groove 5114.

[0081] Of course, the extension direction of the reinforcing rib 17 can be any direction, and the arrangement direction of the reinforcing rib 17 can also be any direction. That is, the arrangement and extension direction of the reinforcing rib 17 described above are all examples of preferred embodiments and do not represent limitations.

[0082] The present invention also proposes a vehicle.

[0083] The vehicle according to an embodiment of the present invention includes: the engine compartment frame 100 of any of the above embodiments.

[0084] According to an embodiment of the present invention, the engine compartment frame 100 solves the problem of different collision strengths in different areas of the engine compartment frame 100 by setting the front section 21 and the rear section 22 of the engine compartment frame longitudinal beam 20 to have different material thicknesses. Furthermore, the engine compartment frame longitudinal beam 20 and the engine compartment frame cross beam 1010 are integrally formed by a thermal expansion process, which can shorten the manufacturing cycle, simplify the process steps, reduce production costs, and improve the manufacturing precision of the engine compartment frame 100. This avoids structural discontinuity problems at the connection of different structures, reduces stress concentration and local deformation during the collision process, and improves the collision safety performance of the engine compartment frame 100.

[0085] In the description of this invention, 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," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention 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. Therefore, they should not be construed as limitations on this invention.

[0086] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0087] In this invention, unless otherwise explicitly 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 communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0088] In this invention, unless otherwise explicitly 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," "over," and "on top" of 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.

[0089] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. 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.

[0090] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A cabin frame, characterized in that, include: Cabin frame crossbeams; At least one cabin frame longitudinal beam, the cabin frame longitudinal beam and the cabin frame transverse beam are integrally formed by thermal expansion process, the cabin frame longitudinal beam includes a front section and a rear section, the rear section is connected between the front section and the cabin frame transverse beam, the material thickness of the front section and the material thickness of the rear section are different, and the front section and the rear section are laser welded together. Energy-absorbing cavities are provided in the longitudinal beams and / or transverse beams of the cabin frame, and at least one patch plate is integrated in the energy-absorbing cavity. The patch plate is used to divide the energy-absorbing cavity into multiple sub-energy-absorbing cavities. An energy distribution structure is provided at the connection between the cabin frame beam and the rear section; multiple energy distribution structures are provided, and the multiple energy distribution structures are circumferentially spaced at the connection between the cabin frame beam and the rear section. The front section is equipped with an energy-guided collapse structure; The energy-guided collapse structure is constructed as a groove, which opens toward the inside or outside of the front portion.

2. The cabin frame according to claim 1, characterized in that, The energy-guided collapse structure is provided in multiple parts, with one part located inside the front section and another part located outside the front section.

3. The cabin frame according to claim 1, characterized in that, In the extending direction of the cabin frame beam, the cabin frame beam has a first end and a second end, both of which are used to connect to the side panel, and at least one of the first end and the second end is provided with a first clearance groove.

4. The cabin frame according to claim 1, characterized in that, The lower end of the cabin frame beam is provided with a second clearance groove.

5. The cabin frame according to claim 1, characterized in that, The side of the cabin frame crossbeam facing the cabin frame longitudinal beam is a first surface, and the side of the cabin frame crossbeam away from the cabin frame longitudinal beam is a second surface. At least one of the first surface and the second surface is provided with a reinforcing rib.

6. The cabin frame according to claim 5, characterized in that, The reinforcing ribs are provided in multiples, and the multiple reinforcing ribs are spaced apart in the extension direction of the cabin frame crossbeam, and / or the multiple reinforcing ribs are spaced apart in the vertical direction of the cabin frame crossbeam.

7. A vehicle, characterized in that, include: The cabin frame according to any one of claims 1-6.

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