Longitudinal beam connection structure and vehicles with it

Abstract

This invention discloses a longitudinal beam connection structure and a vehicle having the same, including a longitudinal beam, a connecting beam, a first support beam, a second support beam, a sill beam, and an A-pillar. The first support beam has a first connecting end and a second connecting end at both ends. The first connecting end is connected to the rear side of the longitudinal beam, and the second connecting end is connected to the A-pillar. The second support beam is positioned between the connecting beam and the sill beam, and has a third connecting end and a fourth connecting end at both ends. The third connecting end is connected to the side of the connecting beam, and the fourth connecting end is connected to the front side of the sill beam. In the vertical direction, the projections of the first and second support beams intersect. By setting the first and second support beams, the force transmission path between the longitudinal beam and the sill beam is increased, optimizing the force transmission effect and making the force transmission smoother, thereby reducing the damage of external impacts to the entire vehicle. The intersecting first and second support beams effectively improve the torsional performance of the entire vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a longitudinal beam connection structure and a vehicle having the same. Background Technology

[0002] In existing technologies, the longitudinal beams and sill beams of automobile engine compartments are mostly connected by torsion boxes. Torsion boxes are mostly made by welding stamped parts into a box or by casting. As a result, the torsion box has many parts, low structural strength, uneven force transmission path, and concentrated force, making it prone to breakage. Therefore, when a car is involved in a collision, the torsion box cannot effectively absorb and transmit the impact force, thereby endangering the safety of passengers. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a longitudinal beam connection structure that can optimize the force transmission path, reduce the occurrence of force concentration, and improve the torsional performance of the entire vehicle.

[0004] According to an embodiment of the present invention, the longitudinal beam connection structure includes a longitudinal beam, a connecting beam, a first support beam, a second support beam, a sill beam, and an A-post. The connecting beam is installed at the lower rear end of the longitudinal beam. The sill beam is parallel to and spaced apart from the longitudinal beam, with its front portion located below the rear end of the longitudinal beam. The A-post is vertically installed at the upper front end of the sill beam. The first support beam is disposed between the longitudinal beam and the A-post. The first support beam has a first connecting end and a second connecting end at its two ends, respectively. The first connecting end is connected to the rear side of the longitudinal beam, and the second connecting end is connected to the A-post. The second support beam is disposed between the connecting beam and the sill beam. The second support beam has a third connecting end and a fourth connecting end at its two ends, respectively. The third connecting end is connected to the side of the connecting beam, and the fourth connecting end is connected to the front side of the sill beam. In the vertical direction, the projections of the first support beam and the second support beam form an intersecting structure.

[0005] According to the longitudinal beam connection structure of the present invention, by setting a first support beam and a second support beam, the force transmission path between the longitudinal beam and the sill beam is increased, the force transmission effect is optimized, and the force transmission is smoother, thereby reducing the damage of external impact force to the whole vehicle. At the same time, the cross-set first support beam and second support beam also effectively improve the torsional performance of the whole vehicle.

[0006] In addition, the longitudinal beam connection structure according to the present invention may also have the following additional technical features:

[0007] In some embodiments, the cross structure is "X" shaped and has an included angle α that satisfies: 10°≤a≤20°.

[0008] In some embodiments, the second connecting end of the first support beam has an opening groove that mates with the edge of the A-pillar, and the inner wall of the opening groove is adapted to the planes on both sides of the edge of the A-pillar.

[0009] In some embodiments, in the front-rear direction, the first connecting end of the first support beam is located in front of the second connecting end, and the third connecting end of the second support beam is located in front of the fourth connecting end.

[0010] In some embodiments, the width of the first support beam is smaller than the width of the second support beam, and the height of the first support beam is greater than the height of the second support beam.

[0011] In some embodiments, the end face of the first connecting end of the first support beam is parallel to the side face of the longitudinal beam, the third connecting end of the second support beam is parallel to the side face of the connecting beam, and the fourth connecting end of the second support beam is parallel to the side face of the sill beam.

[0012] In some embodiments, the longitudinal beam connection structure further includes a first crossbeam, which is disposed between the left and right A-pillars. The two ends of the first crossbeam in the length direction are respectively connected to the left and right A-pillars, and the front side of the first crossbeam is connected to the rear end face of the longitudinal beam.

[0013] In some embodiments, the second connecting end of the first support beam is welded to the front side of the first crossbeam.

[0014] In some embodiments, the longitudinal beam connection structure further includes a second crossbeam, which is disposed between the left and right threshold beams. The two ends of the second crossbeam in the length direction are respectively connected to the left and right threshold beams, and the front side of the second crossbeam is connected to the rear end face of the connecting beam.

[0015] In some embodiments, the longitudinal beam connection structure further includes a third support beam, and multiple third support beams are provided, with the multiple third support beams disposed between the first crossbeam and the second crossbeam.

[0016] The present invention also proposes a vehicle having the above-described embodiments.

[0017] According to embodiments of the present invention, by providing the above-mentioned longitudinal beam connection structure, the vehicle's ability to absorb external impact forces and the torsional performance of the entire vehicle can be effectively improved.

[0018] 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

[0019] Figure 1 This is a top view of the longitudinal beam connection structure according to an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of the longitudinal beam connection structure according to an embodiment of the present invention;

[0021] Figure 3 This is a top view of the first supporting beam of the longitudinal beam connection structure according to an embodiment of the present invention;

[0022] Figure 4 This is a top view of the first supporting beam of the longitudinal beam connection structure according to an embodiment of the present invention.

[0023] Figure label:

[0024] 100. Longitudinal beam connection structure;

[0025] 1. Longitudinal beam; 2. Connecting beam;

[0026] 3. First support beam; 31. First connecting end; 32. Second connecting end; 321. Opening slot;

[0027] 4. Second support beam; 41. Third connecting end; 42. Fourth connecting end;

[0028] 5. Threshold beam; 6. A-pillar; 7. First crossbeam; 8. Second crossbeam; 9. Third support beam. Detailed Implementation

[0029] Embodiments of the present invention are described in detail below, examples of which are illustrated 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 intended to explain the present invention, and should not be construed as limiting the present invention.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] The following is for reference. Figures 1-4 The longitudinal beam connection structure 100 according to an embodiment of the present invention is described.

[0034] like Figures 1 to 4 As shown, the longitudinal beam connection structure 100 according to an embodiment of the present invention includes a longitudinal beam 1, a connecting beam 2, a first support beam 3, a second support beam 4, a sill beam 5, and an A-post 6. The connecting beam 2 is installed at the lower rear end of the longitudinal beam 1. The sill beam 5 is parallel to and spaced apart from the longitudinal beam 1, with the front of the sill beam 5 located below the rear end of the longitudinal beam 1. The A-post 6 is vertically installed at the upper front end of the sill beam 5. The first support beam 3 is disposed between the longitudinal beam 1 and the A-post 6. The two ends of the first support beam 3 are respectively provided with a first connecting end 31 and a second connecting end 32. The first connecting end 31 is connected to the rear side of the longitudinal beam 1, and the second connecting end 32 is connected to the A-post 6. The second support beam 4 is disposed between the connecting beam 2 and the sill beam 5. The two ends of the second support beam 4 are respectively provided with a third connecting end 41 and a fourth connecting end 42. The third connecting end 41 is connected to the side of the connecting beam 2, and the fourth connecting end 42 is connected to the front side of the sill beam 5.

[0035] In this embodiment, the longitudinal beam 1 and the A-pillar 6 are connected by the first support beam 3, and the connecting beam 2 and the sill beam 5 are connected by the second support beam 4. Since the connecting beam 2 is installed on the longitudinal beam 1 and the A-pillar 6 is installed on the sill beam 5, the main function of the first support beam 3 and the second support beam 4 is to transfer the impact force transmitted from the longitudinal beam 1 to the A-pillar 6 and the sill beam 5, so that the A-pillar 6 and the sill beam 5 can absorb the impact force and further transmit the impact force, thereby gradually weakening the impact force and reducing the damage caused by the impact force to the vehicle as a whole.

[0036] Furthermore, the first support beam 3 and the second support beam 4 can effectively improve the force transmission path, making the force transmission smoother. The first support beam 3 and the second support beam 4 can transmit the impact force separately, increasing the force transmission path, reducing the occurrence of force concentration, and avoiding breakage.

[0037] Additionally, in the vertical direction (e.g.) Figure 2 As shown in the vertical direction, the projections of the first support beam 3 and the second support beam 4 are intersecting, that is, the first support beam 3 and the second support beam 4 are intersecting in the vertical direction. This can effectively improve the force transmission effect of the first support beam 3 and the second support beam 4, and also effectively improve the torsional performance of the whole vehicle.

[0038] According to the longitudinal beam connection structure 100 of the present invention, by setting the first support beam 3 and the second support beam 4, the force transmission path between the longitudinal beam 1 and the sill beam 5 is increased, the force transmission effect is optimized, and the force transmission is smoother, thereby reducing the damage of external impact force to the whole vehicle. At the same time, the cross-set first support beam 3 and second support beam 4 also effectively improve the torsional performance of the whole vehicle.

[0039] In one embodiment of the present invention, such as Figures 1 to 4 As shown, the intersecting structure is "X" shaped and has an included angle α that satisfies the condition: 10° ≤ a ≤ 20°. In this embodiment, the first support beam 3 and the second support beam 4 are intersected in the vertical direction, and there is an included angle between the intersecting first support beam 3 and the second support beam 4. The preferred range of the included angle is between 10° and 20°. When the included angle is between 10° and 20°, the force transmission effect of the first support beam 3 and the second support beam 4 is better, and there will be no conflict or decomposition of force transmission.

[0040] In one embodiment of the present invention, such as Figures 1 to 4 As shown, the second connecting end 32 of the first support beam 3 has an opening groove 321, which mates with the edge of the A-pillar 6, and the inner wall of the opening groove 321 is adapted to the planes on both sides of the edge of the A-pillar 6. For example Figure 1 and Figure 3 As shown, the end of the second connecting end 32 has an opening groove 321. The opening of the opening groove 321 faces the A-pillar 6. The bottom of the opening groove 321 matches the edge of the A-pillar 6. The inner walls on both sides of the opening groove 321 are parallel to and abut against the planes on both sides of the edge. In this way, when the force is transmitted from the first support beam 3 to the A-pillar 6, the force transmission is smoother. In addition, the opening groove 321 can further decompose the force, avoid the force concentration when the force is transmitted to the A-pillar 6, and reduce the damage to the A-pillar 6.

[0041] In one embodiment of the present invention, such as Figures 1 to 4 As shown, in the front-back direction (e.g.) Figure 2 (As shown in the front-back direction), the first connecting end 31 of the first support beam 3 is located in front of the second connecting end 32, and the third connecting end 41 of the second support beam 4 is located in front of the fourth connecting end 42. In this way, when the force is transmitted from the front end of the longitudinal beam 1 to the rear, the force can be transmitted more smoothly to the first support beam 3 and the second support beam 4. There will be no conflict during the transmission process, which can reduce the occurrence of stress concentration, reduce the impact of force on the first support beam 3 and the second support beam 4, and extend the service life of the first support beam 3 and the second support beam 4.

[0042] In one embodiment of the present invention, such as Figures 1 to 4 As shown, the width of the first support beam 3 is smaller than the width of the second support beam 4, and the height of the first support beam 3 is greater than the height of the second support beam 4. For example... Figure 2 As shown, the side lengths of both the connecting beam 2 and the sill beam 5 are relatively long, but the height of the connecting beam 2 is relatively low. Therefore, the width of the second support beam 4 can be set to be relatively wide, but the height needs to be set to be relatively low. In this way, the second support beam 4 will not interfere with the connecting beam 2 when it is assembled. Furthermore, the heights of the longitudinal beam 1 and the A-pillar 6 are relatively high, but the first support beam 3 fits with the edge of the A-pillar 6, and the edge of the A-pillar 6 is relatively narrow. Therefore, the height of the first support beam 3 can be set to be relatively high, but the width needs to be set to be relatively narrow. In this way, the first support beam 3 can better fit with the A-pillar 6.

[0043] In one embodiment of the present invention, such as Figures 1 to 4 As shown, the end face of the first connecting end 31 of the first support beam 3 is parallel to the side of the longitudinal beam 1, the third connecting end 41 of the second support beam 4 is parallel to the side of the connecting beam 2, and the fourth connecting end 42 of the second support beam 4 is parallel to the side of the threshold beam 5. In this way, when the force is transmitted from the longitudinal beam 1 to the first support beam 3 and the second support beam 4, the force transmission process is smoother and there will be no force concentration. In addition, the parallel arrangement between the connecting surfaces can also facilitate assembly, reduce assembly time, and improve assembly efficiency.

[0044] In one embodiment of the present invention, such as Figures 1 to 4 As shown, the longitudinal beam connection structure 100 also includes a first transverse beam 7, which is disposed between the left and right A-pillars 6 (e.g., Figure 2 (As shown in the left-right direction), the two ends of the first crossbeam 7 along its length are connected to the left and right A-pillars 6 respectively, and the front side of the first crossbeam 7 is connected to the rear end face of the longitudinal beam 1. In this embodiment, the first crossbeam 7 can cooperate with the A-pillars 6 and the first support beam 3 to form a local first frame structure. The first frame structure can absorb the transmitted force, thereby reducing the damage caused by the force to the whole vehicle.

[0045] For example Figure 1 and Figure 2 As shown, when the force is transmitted along the longitudinal beam 1 to the first support beam 3 or the first cross beam 7, the force on the first support beam 3 will continue to be transmitted to the A-pillar 6, and the force on the first cross beam 7 will be transmitted along the length of the first cross beam 7 to the A-pillar 6. In this way, the forces transmitted from the first support beam 3 and the first cross beam 7 meet at the A-pillar 6 and cancel each other out. The uncancelled force will continue to be transmitted along the length of the A-pillar 6 until it is completely reduced and absorbed or transmitted to the outside of the vehicle body.

[0046] In one specific embodiment of the present invention, such as Figures 1 to 4 As shown, the second connecting end 32 of the first support beam 3 is welded to the front side of the first crossbeam 7. This design makes the force transmission smoother and ensures the stability of the local first frame structure, so that the first frame structure can absorb greater impact force to ensure the safety of the whole vehicle.

[0047] In one specific embodiment of the present invention, such as Figures 1 to 4 As shown, the longitudinal beam connection structure 100 also includes a second transverse beam 8, which is disposed between the left and right sill beams 5 (e.g., Figure 2 (As shown in the left-right direction), the two ends of the second crossbeam 8 along its length are connected to the sill beams 5 on the left and right sides respectively, and the front side of the second crossbeam 8 is connected to the rear end face of the connecting beam 2. In this embodiment, the second crossbeam 8 can cooperate with the connecting beam 2, the sill beam 5, and the second support beam 4 to form a local second frame structure. The second frame structure can absorb the transmitted force, thereby reducing the damage caused by the force to the whole vehicle.

[0048] For example Figure 1 and Figure 2 As shown, when the force is transmitted along the connecting beam 2 to the second support beam 4 or the second crossbeam 8, the force on the second support beam 4 will continue to be transmitted to the sill beam 5, and the force on the second crossbeam 8 will be transmitted along the length of the second crossbeam 8 to the sill beam 5. In this way, the forces transmitted from the second support beam 4 and the second crossbeam 8 meet at the sill beam 5 and cancel each other out. The uncancelled force will continue to be transmitted along the length of the sill beam 5 until it is completely reduced and absorbed or transmitted to the outside of the vehicle body.

[0049] Furthermore, the longitudinal beam connection structure 100 also includes a third support beam 9. Multiple third support beams 9 are provided and are located between the first crossbeam 7 and the second crossbeam 8. In this way, the force can not only be transmitted to the A-pillar 6 along the length of the first crossbeam 7, but also to the second crossbeam 8 through the third support beams 9, and continue to be transmitted to the sill beam 5 along the length of the second crossbeam 8. Through this design, not only are multiple force transmission paths increased, but the first frame structure and the second frame structure can be combined to absorb and weaken the force together, effectively improving the energy absorption capacity and structural strength of the whole vehicle.

[0050] The present invention also proposes a vehicle having the above-described embodiments.

[0051] According to an embodiment of the present invention, by providing the above-mentioned longitudinal beam connection structure 100, the vehicle's ability to absorb external impact forces and the torsional performance of the whole vehicle can be effectively improved.

[0052] The longitudinal beam connection structure 100 and other components and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0053] 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.

[0054] 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 stringer connection structure characterized by, The application relates to a vehicle frame, which comprises a longitudinal beam (1), a connecting beam (2), a first support beam (3), a second support beam (4), a door sill beam (5) and an A pillar (6), the connecting beam (2) is arranged at the lower rear end of the longitudinal beam (1), the door sill beam (5) is arranged in parallel with and spaced apart from the longitudinal beam (1), the front part of the door sill beam (5) is arranged below the rear part of the longitudinal beam (1), the A pillar (6) is arranged vertically at the front upper end of the door sill beam (5), the first support beam (3) is arranged between the longitudinal beam (1) and the A pillar (6), the two ends of the first support beam (3) are respectively provided with a first connecting end (31) and a second connecting end (32), the first connecting end (31) is connected with the side surface of the rear part of the longitudinal beam (1), the second connecting end (32) is connected with the A pillar (6), the second support beam (4) is arranged between the connecting beam (2) and the door sill beam (5), the two ends of the second support beam (4) are respectively provided with a third connecting end (41) and a fourth connecting end (42), the third connecting end (41) is connected with the side surface of the connecting beam (2), and the fourth connecting end (42) is connected with the side surface of the front part of the door sill beam (5); in the up-down direction, the projection of the first support beam (3) and the second support beam (4) is in a cross structure; the first cross beam (7) is arranged between the A pillars (6) on the left and right sides, the two ends of the length direction of the first cross beam (7) are respectively connected with the A pillars (6) on the left and right sides, and the front side surface of the first cross beam (7) is connected with the rear end surface of the longitudinal beam (1); the second cross beam (8) is arranged between the door sill beams (5) on the left and right sides, the two ends of the length direction of the second cross beam (8) are respectively connected with the door sill beams (5) on the left and right sides, and the front side surface of the second cross beam (8) is connected with the rear end surface of the connecting beam (2); a plurality of third support beams (9) are arranged between the first cross beam (7) and the second cross beam (8).

2. The stringer connection structure according to claim 1, characterized by The cross structure is in the shape of "X", the cross structure has an included angle a, and the included angle a satisfies 10 DEG <= a <= 20 DEG.

3. The stringer connection structure according to claim 1, characterized by The second connecting end (32) of the first support beam (3) is provided with an open slot (321), the open slot (321) is matched with the edge of the A pillar (6), and the inner wall of the open slot (321) is matched with the planes on the two sides of the edge of the A pillar (6).

4. The stringer connection structure according to claim 1, characterized by In the front-rear direction, the first connecting end (31) of the first support beam (3) is located in front of the second connecting end (32), and the third connecting end (41) of the second support beam (4) is located in front of the fourth connecting end (42).

5. The stringer connection structure according to claim 1, characterized by The width of the first support beam (3) is smaller than the width of the second support beam (4), and the height of the first support beam (3) is greater than the height of the second support beam (4).

6. The stringer connection structure according to claim 1, characterized by The second connecting end (32) of the first support beam (3) is welded with the front side surface of the first cross beam (7).

7. A vehicle characterized by comprising: The longitudinal beam connection structure according to any one of claims 1 to 6.

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