A roof cross beam structure, a vehicle body structure, and a vehicle

Abstract

The embodiment of the application provides a roof bar structure, a vehicle body structure and a vehicle, the roof bar structure is used for connecting a cabin structure, the cabin structure comprises a first shock tower, a second shock tower and a front wall, and the roof bar structure comprises a beam body, a first connecting part, a second connecting part and a third connecting part; the first connecting part and the second connecting part are connected to the two sides of the beam body respectively, the first connecting part is used for being connected to the first shock tower, and the second connecting part is used for being connected to the second shock tower; the third connecting part is connected to the rear end of the beam body, the third connecting part is used for being connected to the front wall; and an arc-shaped structure is arranged between the third connecting part and the first connecting part and between the third connecting part and the second connecting part. Stress distribution of the roof bar structure is optimized, structural rigidity of the roof bar structure is improved, and support stability and reliability of various mounting structures are improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a strut bar crossbeam structure, vehicle body structure, and vehicle. Background Technology

[0002] With the development of technology and the improvement of living standards, people are placing increasingly higher demands on vehicle performance. Among these demands, the strut bar crossbeam structure, typically located in the front engine compartment, plays a crucial role in the installation of body components and in providing collision protection.

[0003] In existing technologies, strut bar crossbeam structures typically include shock absorber tower mounting sections and front bulkhead mounting sections for connection to the shock absorber towers and front bulkhead. However, the vehicle's front engine compartment also contains various mounting structures, usually connected to the strut bar crossbeam structure via various mounting brackets. This results in insufficient structural rigidity and support performance of the strut bar crossbeam structure, making it difficult to effectively distribute shock absorber forces and providing poor collision protection. Furthermore, it can easily lead to shock absorber tower displacement, affecting the vehicle's handling stability and safety. Summary of the Invention

[0004] In view of the above problems, the present invention is proposed to provide a strut bar beam structure, body structure and vehicle that overcomes or at least partially solves the above problems.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application propose a strut bar crossbeam structure for connecting a cabin structure, the cabin structure including a first shock absorber tower, a second shock absorber tower and a front bulkhead, and the strut bar crossbeam structure including: a crossbeam body, a first connecting part, a second connecting part and a third connecting part; The first connecting part and the second connecting part are respectively connected to both sides of the crossbeam body. The first connecting part is used to connect to the first shock absorber tower, and the second connecting part is used to connect to the second shock absorber tower. The third connecting part is connected to the rear end of the crossbeam body, and the third connecting part is used to connect to the front panel; An arc-shaped structure is provided between the third connecting part and the first connecting part, and between the third connecting part and the second connecting part.

[0006] Optionally, the arc-shaped structure includes a first arc-shaped structure, and the first arc-shaped structure is provided between the third connecting portion and the first connecting portion; The arc-shaped structure includes a second arc-shaped structure, and the second arc-shaped structure is provided between the third connecting part and the second connecting part.

[0007] Optionally, the first connecting portion and the second connecting portion are disposed opposite to each other and extend in opposite directions, the crossbeam body is located between the first connecting portion and the second connecting portion, and the third connecting portion extends toward the rear end of the crossbeam body.

[0008] Optionally, the first connecting portion includes a first branch and a second branch spaced apart, the first branch and the second branch being respectively connected to one side of the crossbeam body, and a third arc-shaped structure being provided between the first branch and the second branch; The second connecting part includes a third branch and a fourth branch spaced apart. The third branch and the fourth branch are respectively connected to the other side of the crossbeam body, and a fourth arc-shaped structure is provided between the third branch and the fourth branch.

[0009] Optionally, the first branch and the third branch extend in opposite directions along the width of the cabin, and the first branch and the third branch are asymmetrically arranged relative to the crossbeam body. The second branch and the fourth branch extend in opposite directions along the width of the cabin, and the second branch and the fourth branch are asymmetrically arranged relative to the crossbeam body.

[0010] Optionally, the first branch and the third branch are arranged opposite to each other along the width direction of the cabin, so that the impact force received by the first branch is transmitted to the third branch along the crossbeam body, or the impact force received by the third branch is transmitted to the first branch along the crossbeam body. The second branch and the fourth branch are arranged opposite each other along the width direction of the cabin, so that the impact force received by the second branch is transmitted to the fourth branch along the crossbeam body, or the impact force received by the fourth branch is transmitted to the second branch along the crossbeam body.

[0011] Optionally, the first branch is provided with a first mounting point, and the second branch is provided with a second mounting point and a third mounting point spaced apart. The first mounting point, the second mounting point and the third mounting point are used to limit the first shock absorber tower in the X-axis direction, the Y-axis direction and the Z-axis direction. The third branch is provided with a fourth installation point, and the fourth branch is provided with a fifth and a sixth installation point that are spaced apart. The fourth, fifth and sixth installation points are used to limit the second shock absorber tower in the X-axis, Y-axis and Z-axis directions.

[0012] Optionally, the crossbeam body, the first connecting part, the second connecting part, and the third connecting part are integrally formed. And / or, the beam body, the first connecting part, the second connecting part, and the third connecting part are aluminum alloy structures.

[0013] Optionally, the strut bar crossbeam structure further includes a functional system mounting part, which is disposed in at least one of the crossbeam body, the first connecting part, the second connecting part, and the third connecting part.

[0014] Optionally, the cabin structure includes an air conditioning compressor, an air conditioning intake duct, an air conditioning assembly intake duct, a water tank, an oil reservoir, a front hood trim piece, and a water guide plate. The functional system mounting part includes at least one mounting hole for connecting at least one of the following: the air conditioning compressor, the air conditioning intake duct, the air conditioning assembly intake duct, the water storage bottle, the oil reservoir, the front cover trim, and the water guide plate.

[0015] Optionally, the strut bar crossbeam structure includes a reinforcing member, which is disposed on the crossbeam body, the first connecting part, the second connecting part, and the third connecting part; And / or, the strut bar crossbeam structure includes weight-reducing holes, which are disposed in the crossbeam body; And / or, the structural strength of the first connecting part is greater than the structural strength of the beam body, and the structural strength of the second connecting part is greater than the structural strength of the beam body.

[0016] Optionally, the reinforcing member includes a plurality of reinforcing ribs.

[0017] Optionally, the plurality of reinforcing ribs form a radial structure and / or a mesh structure.

[0018] Optionally, the first connecting part and the crossbeam body are integrally formed, and along the plane containing the X-axis and Z-axis, the cross-sectional area of ​​the first connecting part is larger than the cross-sectional area of ​​the crossbeam body. The second connecting part and the crossbeam body are integrally formed. Along the plane containing the X-axis and Z-axis, the cross-sectional area of ​​the second connecting part is larger than the cross-sectional area of ​​the crossbeam body.

[0019] Secondly, this application provides a vehicle body structure, which includes the aforementioned strut bar crossbeam structure.

[0020] Thirdly, embodiments of this application propose a vehicle, which includes the aforementioned body structure or the aforementioned strut bar crossbeam structure.

[0021] In this embodiment, the strut bar crossbeam structure is used to connect the cabin structure, which includes a first shock absorber tower, a second shock absorber tower, and a front bulkhead. The strut bar crossbeam structure includes: a crossbeam body, a first connecting portion, a second connecting portion, and a third connecting portion. The first connecting portion and the second connecting portion are respectively connected to both sides of the crossbeam body. The first connecting portion is used to connect to the first shock absorber tower, and the second connecting portion is used to connect to the second shock absorber tower. The third connecting portion is connected to the rear end of the crossbeam body and is used to connect to the front bulkhead. An arc-shaped structure is provided between the third connecting portion and the first connecting portion, and between the third connecting portion and the second connecting portion. In this way, based on the reliable connection between the third connecting part and the front bulkhead, and the reliable connections between the first and second connecting parts and the first and second shock absorber towers respectively, arc-shaped structures are set between the third connecting part and the first connecting part, and between the third connecting part and the second connecting part. This optimizes the stress distribution between the first and third connecting parts, and between the third and second connecting parts, allowing the force transmitted to the arc-shaped structure to be transferred more evenly and continuously. This avoids the stress from rising sharply at the corners, which can easily lead to fatigue cracks, and improves the structural stiffness of the strut bar crossbeam structure, as well as its support stability and reliability for various mounting structures. This helps to improve the stiffness of the strut bar crossbeam structure under torsional and bending conditions, strengthens the connection between the two shock absorber towers, and improves vehicle handling response. Furthermore, in frontal or offset collisions, the arc-shaped structure can more smoothly guide the impact force from the front bulkhead area to the first and second shock absorber towers and the more robust longitudinal beams within the engine compartment structure, thereby forming a more effective force transmission path, effectively dispersing the shock absorber force, helping to improve collision safety performance, reducing the risk of shock absorber tower displacement, and improving the vehicle's handling stability and safety.

[0022] The vehicle body structure and vehicle described in this application have the same or similar advantages as the prior art and the aforementioned strut bar crossbeam structure, which will not be elaborated here.

[0023] 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

[0024] 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: Figure 1 This is a schematic diagram of a strut bar crossbeam structure as described in an embodiment of this application; Figure 2 This is one of the schematic diagrams of a strut bar beam structure applied to a cabin structure according to an embodiment of this application; Figure 3This is the second schematic diagram of a strut bar beam structure applied to the cabin structure according to an embodiment of this application; Figure 4 This is the third schematic diagram of a strut bar beam structure applied to the cabin structure according to the embodiments of this application; Figure 5 This is the fourth schematic diagram of a strut bar beam structure applied to the cabin structure according to the embodiments of this application; Figure 6 This is the fifth schematic diagram of a strut bar beam structure applied to the cabin structure according to the embodiments of this application; Figure 7 This is another structural schematic diagram of a top bar crossbeam structure described in the embodiments of this application.

[0025] Reference numerals: 10-Beam body; 20-First connecting part; 30-Second connecting part; 40-Third connecting part; 41-First arc-shaped structure; 42-Second arc-shaped structure; 21-First support; 211-First mounting point; 22-Second support; 221-Second mounting point; 222-Third mounting point; 23-Third arc-shaped structure; 31-Third support; 311-Fourth mounting point; 32-Fourth support; 321-Fifth mounting point; 322-Sixth mounting point ; 33-Fourth arc-shaped structure; 51-Mounting bushing; 52-First mounting hole; 53-Liquid storage component hole position; 54-Liquid reservoir hole position; 55-Assembly hole position; 56-Second mounting hole; 57-Third mounting hole; 60-Reinforcing component; 11-Weight reduction hole; 71-Air conditioning compressor; 72-Air conditioning air intake duct; 73-Water storage bottle; 74-Oil reservoir; 75-Front cover decorative component; 76-Water guide plate; 77-First shock absorber tower; 78-Second shock absorber tower; 79-Front panel. Detailed Implementation

[0026] Embodiments of the present invention will now be described in detail. Examples of these embodiments 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 are only used to explain the present invention, and should not be construed as limiting the present invention. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0027] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0028] 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 are not intended to 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.

[0029] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0030] Reference Figures 1 to 7 This diagram illustrates a strut bar crossbeam structure and its application according to an embodiment of this application. The strut bar crossbeam structure is used to connect the cabin structure, which includes a first shock absorber tower 77, a second shock absorber tower 78, and a front bulkhead 79. Specifically, the strut bar crossbeam structure may include: a crossbeam body 10, a first connecting part 20, a second connecting part 30, and a third connecting part 40. The first connecting part 20 and the second connecting part 30 are respectively connected to both sides of the crossbeam body 10. The first connecting part 20 is used to connect to the first shock absorber tower 77, and the second connecting part 30 is used to connect to the second shock absorber tower 78. The third connecting part 40 is connected to the rear end of the crossbeam body 10 and is used to connect to the front bulkhead 79. An arc-shaped structure is provided between the third connecting part 40 and the first connecting part 20, and between the third connecting part 40 and the second connecting part 30.

[0031] In this embodiment, the strut beam body 10, the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 can collectively form a trapezoidal structure. Based on the reliable connection between the third connecting portion 40 and the front bulkhead 79, and the reliable connections between the first connecting portion 20 and the second connecting portion 30 and the first and second shock absorber towers 77 and 78 respectively, arc-shaped structures are provided between the third connecting portion 40 and the first connecting portion 20, and between the third connecting portion 40 and the second connecting portion 30. This optimizes the stress distribution between the first connecting portion 20 and the third connecting portion 40, and between the third connecting portion 40 and the second connecting portion 30, allowing the force transmitted to the arc-shaped structure to be transferred more evenly and continuously. This avoids a sharp increase in stress at corners, which can easily lead to fatigue cracks, thus improving the structural stiffness of the strut beam structure and enhancing its support stability and reliability for various mounting structures. This helps to improve the stiffness of the strut beam structure under torsional and bending conditions, strengthens the connection between the two shock absorber towers, and improves vehicle handling response. Furthermore, in frontal or offset collisions, the arc-shaped structure can more smoothly guide the impact force from the front bulkhead 79 area to the first shock absorber tower 77, the second shock absorber tower 78, and the more robust longitudinal beams within the engine compartment structure, thereby forming a more effective force transmission path, effectively dispersing the shock absorber force, helping to improve collision safety performance, reducing the risk of shock absorber tower displacement, and improving the vehicle's handling stability and safety.

[0032] For example, in this embodiment, the specific curvature value of the arc structure between the third connecting part 40 and the first connecting part 20 can be set according to actual needs based on force analysis. This embodiment does not limit the specific curvature value of the arc structure between the third connecting part 40 and the first connecting part 20. Similarly, the specific curvature value of the arc structure between the third connecting part 40 and the second connecting part 30 can also be set according to actual needs based on force analysis. This embodiment does not limit the specific curvature value of the arc structure between the third connecting part 40 and the second connecting part 30. The specific curvature value of the arc structure between the third connecting part 40 and the first connecting part 20 can be the same as or different from the specific curvature value of the arc structure between the third connecting part 40 and the second connecting part 30. This embodiment also does not limit this.

[0033] In this embodiment of the application, for example, the front bulkhead 79 can be a front windshield drainage channel connecting plate, and the first shock absorber 77 and the second shock absorber 78 can be the right shock absorber and the left shock absorber, respectively. This embodiment of the application does not limit this.

[0034] Optionally, the arc-shaped structure includes a first arc-shaped structure 41, which is provided between the third connecting part 40 and the first connecting part 20; the arc-shaped structure also includes a second arc-shaped structure 42, which is provided between the third connecting part 40 and the second connecting part 30. In this way, the first arc-shaped structure 41 optimizes the stress distribution between the third connecting part 40 and the first connecting part 20, improving their fatigue life and safety, and creating a smoother force transmission channel between the front bulkhead 79 and the right shock absorber tower, achieving a gentler stress transition. This avoids the abrupt change in force flow caused by right-angle or acute-angle transitions, which can lead to extremely high local stress concentration and make the third connecting part 40 and the first connecting part 20 prone to fatigue cracks. Furthermore, the second arc-shaped structure 42 optimizes the stress distribution between the third connecting part 40 and the second connecting part 30, improving their fatigue life and safety, and creating a smoother force transmission channel between the front bulkhead 79 and the left shock absorber tower, achieving a gentler stress transition. Avoid using right angles or acute angles for transitions, as this can cause the force flow to change abruptly, resulting in extremely high local stress concentrations and making it easy for fatigue cracks to form between the third connection part 40 and the second connection part 30.

[0035] For example, in this embodiment, the specific arc value of the first arc structure 41 can be set according to actual needs based on the force analysis of the third connecting part 40 and the first connecting part 20. This embodiment does not limit the specific arc value of the first arc structure 41. Similarly, the specific arc value of the second arc structure 42 can also be set according to actual needs based on the force analysis of the third connecting part 40 and the second connecting part 30. This embodiment also does not limit the specific arc value of the second arc structure 42.

[0036] Optionally, in this embodiment, the first connecting portion 20 and the second connecting portion 30 are disposed opposite to each other and extend in opposite directions, the crossbeam body 10 is located between the first connecting portion 20 and the second connecting portion 30, and the third connecting portion 40 extends toward the rear end of the crossbeam body 10. That is, as... Figure 1 As shown, the third connecting part 40, the first connecting part 20, the second connecting part 30, and the crossbeam body 10 can form a T-shaped or pentagonal structure, creating multiple stable triangular force transmission frames. This enhances the overall torsional stiffness of the strut crossbeam structure, allowing forces from the front bulkhead 79 or the wheels on both sides to be quickly and directly transmitted and dispersed through the rigid triangular frames. This strengthens the lateral stiffness of the front compartment, more effectively suppressing the relative displacement of the first shock absorber towers 77 and the second shock absorber towers 78 on both sides during curves or bumps, improving steering response accuracy and the overall structural feel of the vehicle body.

[0037] Optionally, in this embodiment, the first connecting portion 20 includes a first branch 21 and a second branch 22 spaced apart, the first branch 21 and the second branch 22 are respectively connected to one side of the crossbeam body 10, and a third arc-shaped structure 23 is provided between the first branch 21 and the second branch 22; the second connecting portion 30 includes a third branch 31 and a fourth branch 32 spaced apart, the third branch 31 and the fourth branch 32 are respectively connected to the other side of the crossbeam body 10, and a fourth arc-shaped structure 33 is provided between the third branch 31 and the fourth branch 32.

[0038] Specifically, the first damping tower 77 can be connected to the ends of the first branch 21 and the second branch 22 respectively, forming a two-point connection. This improves the connection stability between the first damping tower 77 and the first connecting part 20, and compared to a single-point connection, it can better resist torques in all directions, and has better installation tolerance. Furthermore, a transition structure between the first branch 21 and the second branch 22 is formed by the third arc-shaped structure 23, optimizing the stress distribution between the first branch 21, the second branch 22, and the first damping tower 77, thus improving fatigue life and safety. The second damping tower 78 can be connected to the ends of the third branch 31 and the fourth branch 32 respectively, forming a two-point connection. This improves the connection stability between the second damping tower 78 and the second connecting part 30, and compared to a single-point connection, it can better resist torques in all directions, and has better installation tolerance. Furthermore, the transition structure between the third branch 31 and the fourth branch 32 is formed by the fourth arc-shaped structure 33, which optimizes the stress distribution between the third branch 31 and the fourth branch 32 and the second shock absorber tower 78, thereby improving fatigue life and safety.

[0039] In this embodiment, optionally, the first branch 21 and the third branch 31 extend in opposite directions along the width of the cabin, and the first branch 21 and the third branch 31 are asymmetrically arranged relative to the crossbeam body 10; the second branch 22 and the fourth branch 32 extend in opposite directions along the width of the cabin, and the second branch 22 and the fourth branch 32 are asymmetrically arranged relative to the crossbeam body 10. In this way, in actual production, the extension direction and length of the first branch 21 and the third branch 31 along the width of the cabin towards both sides, as well as the extension direction and length of the second branch 22 and the fourth branch 32 along the width of the cabin towards both sides, can be adjusted according to the asymmetrical layout of the actual components in the cabin, such as batteries, fuse boxes, air intake systems, etc., thereby maximizing the use of cabin space and improving space utilization.

[0040] For example, in the embodiments of this application, the extension lengths of the first branch 21 and the third branch 31 can be the same or different, the extension lengths of the second branch 22 and the fourth branch 32 can be the same or different, and the extension lengths of the first branch 21 and the second branch 22 can be the same or different, and the extension lengths of the third branch 31 and the fourth branch 32 can be the same or different. These can be set according to actual needs. In the embodiments of this application, the specific extension direction length and extension direction of each branch are not limited.

[0041] Optionally, in this embodiment, the first branch 21 and the third branch 31 are arranged opposite to each other along the width direction of the cabin, so that the impact force received by the first branch 21 is transmitted to the third branch 31 along the crossbeam body 10, or the impact force received by the third branch 31 is transmitted to the first branch 21 along the crossbeam body 10; the second branch 22 and the fourth branch 32 are arranged opposite to each other along the width direction of the cabin, so that the impact force received by the second branch 22 is transmitted to the fourth branch 32 along the crossbeam body 10, or the impact force received by the fourth branch 32 is transmitted to the second branch 22 along the crossbeam body 10. In this way, when the first connecting part 20 is subjected to an impact force, the impact force can be transmitted from the first branch 21 along the crossbeam body 10 to the third branch 31, and from the second branch 22 along the crossbeam body 10 to the fourth branch 32. This allows the impact force on the first connecting part 20 to be transmitted to the second connecting part 30, that is, from the first damping tower 77 to the second damping tower 78. Similarly, when the second connecting part 30 is subjected to an impact force, the impact force can be transmitted from the third branch 31 along the crossbeam body 10 to the first branch 21, and from the fourth branch 32 along the crossbeam body 10 to the second branch 22. This allows the impact force on the second connecting part 30 to be transmitted to the first connecting part 20, that is, from the second damping tower 78 to the first damping tower 77, thereby activating the energy absorption and load distribution capabilities of the entire top bar crossbeam structure.

[0042] According to common knowledge in the art, the cabin has a spatial coordinate system composed of mutually perpendicular X-axis, Y-axis and Z-axis. In some optional embodiments of this application, the first branch 21 is provided with a first mounting point 211, and the second branch 22 is provided with a second mounting point 221 and a third mounting point 222 that are spaced apart. The first mounting point 211, the second mounting point 221 and the third mounting point 222 are used to limit the first shock absorber tower 77 in the X-axis direction, Y-axis direction and Z-axis direction. The third branch 31 is provided with a fourth mounting point 311, and the fourth branch 32 is provided with a fifth mounting point 321 and a sixth mounting point 322 that are spaced apart. The fourth mounting point 311, the fifth mounting point 321 and the sixth mounting point 322 are used to limit the second shock absorber tower 78 in the X-axis direction, Y-axis direction and Z-axis direction. In this way, the first damping tower 77 can be connected at three points through the first mounting point 211, the second mounting point 221, and the third mounting point 222, forming a triangular structure with better stability. This structure limits the first damping tower 77 in the X, Y, and Z axes, further improving the connection stability and reliability of the first damping tower 77. Similarly, the second damping tower 78 can be connected at three points through the fourth mounting point 311, the fifth mounting point 321, and the sixth mounting point 322, forming a triangular structure with better stability. This structure limits the second damping tower 78 in the X, Y, and Z axes, further improving the connection stability and reliability of the second damping tower 78.

[0043] For example, in this embodiment, the third mounting point 222 may be located at the end of the second branch 22, and the second mounting point 221 may be located at the middle position along the extension length of the second branch 22. The specific positions of the third mounting point 222 and the second mounting point 221 are not limited in this embodiment. Similarly, the sixth mounting point 322 may be located at the end of the fourth branch 32, and the fifth mounting point 321 may be located at the middle position along the extension length of the fourth branch 32. The specific positions of the sixth mounting point 322 and the fifth mounting point 321 are not limited in this embodiment.

[0044] In this embodiment of the application, for example, the first mounting point 211 and the fourth mounting point 311 can be symmetrically arranged relative to the crossbeam body 10, the second mounting point 221 and the fifth mounting point 321 can be symmetrically arranged relative to the crossbeam body 10, and the third mounting point 222 and the fifth mounting point can be symmetrically arranged relative to the crossbeam body 10, so that the connection of the first connecting part 20 and the second connecting part 30 to the first shock absorber tower 77 and the second shock absorber tower 78 respectively has better structural symmetry, further improving the connection reliability of the top bar crossbeam structure.

[0045] In this embodiment, optionally, the beam body 10 and the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 are integrally formed; and / or, the beam body 10 and the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 are aluminum alloy structures. In this embodiment, the beam body 10 and the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 are integrally formed, so that the connection strength between the beam body 10 and the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 is high, and material loss and manufacturing processes are reduced. This avoids the need to add connecting structures or connecting processes for split structures, and avoids poor connection stability caused by loose connecting structures and aging connecting processes. Furthermore, the crossbeam body 10, the first connecting part 20, the second connecting part 30, and the third connecting part 40 are all made of aluminum alloy. Since aluminum alloy has a lower density than commonly used steel, it can significantly reduce the weight of the parts. Simulation tests show that the weight of the top bar crossbeam structure can be reduced by about 60%-70%, which helps to reduce fuel and electricity consumption and improve handling. In addition, the good casting properties of aluminum alloy also make it easy to manufacture a one-piece top bar crossbeam structure.

[0046] For example, in this embodiment of the application, the crossbeam body 10 and the first connecting part 20, the second connecting part 30, and the third connecting part 40 can be made of AlSi10MnMg (Aluminum Silicon 10 Manganese Magnesium alloy), which has good casting fluidity, high temperature resistance, and excellent impact resistance. For example, liquid AlSi10MnMg material can be used to quickly extract the gas from the mold cavity before die casting, so that the vacuum degree in the mold cavity is less than or equal to 50 mBar. This allows the liquid metal to fill the mold cavity at a very high speed under high pressure, and then cool and solidify under appropriate pressure to obtain the top bar crossbeam structure casting. This eliminates the need for multiple mold openings, allowing for one-time filling and forming, improving efficiency and reducing production costs.

[0047] Optionally, in this embodiment, the strut bar crossbeam structure further includes a functional system mounting section, which is disposed in at least one of the crossbeam body 10, the first connecting part 20, the second connecting part 30, and the third connecting part 40. Typically, the front engine compartment of a vehicle has various functional structures, which are usually connected to the strut bar crossbeam structure via various mounting brackets. This results in a large number of components in the engine compartment, requiring significant space and making the interior layout difficult. This embodiment provides a functional system mounting section in at least one of the crossbeam body 10, the first connecting part 20, the second connecting part 30, and the third connecting part 40. This allows the functional structures in the engine compartment to be directly mounted to the strut bar crossbeam structure via the functional system mounting section, eliminating the need for multiple mounting brackets. This reduces the number of components in the engine compartment, minimizes the space occupied, simplifies the interior layout, improves space utilization, and saves installation steps.

[0048] In this embodiment, optionally, the cabin structure includes an air conditioning compressor 71, an air conditioning intake duct 72, an air conditioning assembly intake duct (not shown), a water tank 73, an oil reservoir 74, a front hood trim piece 75, and a water guide plate 76. The functional system mounting part includes at least one mounting hole for connecting at least one of the following: the air conditioning compressor 71, the air conditioning intake duct 72, the air conditioning assembly intake duct, the water tank 73, the oil reservoir 74, the front hood trim piece 75, and the water guide plate 76. Specifically, the functional system mounting part connects to at least one of the following through the mounting hole: the air conditioning compressor 71, the air conditioning intake duct 72, the air conditioning assembly intake duct, the water tank 73, the oil reservoir 74, the front hood trim piece 75, and the water guide plate 76, thereby greatly improving the integration of the strut bar crossbeam structure.

[0049] For example, in the embodiments of this application, the number of mounting holes can be three, six, ten, or twenty, etc., which can be set according to the actual connection force requirements. The specific number of mounting holes is not limited in the embodiments of this application.

[0050] In this embodiment of the application, for example, the mounting holes may include a plurality of first holes. The first holes are embedded in the crossbeam body 10, and at least some of the first holes are located near the first connecting part 20. The first holes are provided with mounting bushings 51, which are used to connect the air conditioning compressor 71, thereby achieving a relatively stable connection between the air conditioning compressor 71 and the top bar crossbeam through the plurality of mounting bushings 51.

[0051] For example, in the embodiments of this application, refer to Figure 3As shown, there are four mounting bushings 51. Two mounting bushings 51 are located on the left side of the crossbeam body 10, and two mounting bushings 51 are located near the first connecting part 20 of the crossbeam body 10. The lines connecting the four mounting bushings 51 form a quadrilateral structure, which gives the air conditioning compressor 71 better connection stability, helps to evenly distribute the installation load on the crossbeam body 10, prevents the air conditioning compressor 71 from shaking or rotating under vibration, and improves connection reliability. In addition, the number of mounting bushings 51 can also be three, six, or eight, etc. The specific number of mounting bushings 51 is not limited in this embodiment.

[0052] In this embodiment of the application, for example, the mounting hole position also includes a plurality of first mounting holes 52. At least some of the first mounting holes 52 are provided on the crossbeam body 10 and at least some of the first mounting holes 52 are provided on the first connecting part 20. The first mounting holes 52 are used to connect the air conditioning intake duct 72, thereby achieving a relatively stable connection between the air conditioning intake duct 72 and the top bar crossbeam through the plurality of first mounting holes 52.

[0053] For example, in the embodiments of this application, refer to Figure 4 As shown, there are four first mounting holes 52. Three of the first mounting holes 52 are located on the crossbeam body 10, with one of them located near the third connecting portion 40. One first mounting hole 52 is located on the first connecting portion 20, specifically at the second branch 22 of the first connecting portion 20, and is approximately aligned with the other two first mounting holes 52 on the crossbeam body 10. Thus, the lines connecting the four first mounting holes 52 form a triangular structure, providing better connection stability for the air conditioning intake duct 72. This helps to evenly distribute the installation load between the crossbeam body 10 and the first connecting portion 20, preventing the air conditioning intake duct 72 from shaking or rotating under vibration, and improving connection reliability. Furthermore, the number of first mounting holes 52 can also be three, six, or eight, etc. The specific number of first mounting holes 52 is not limited in this embodiment.

[0054] For example, in this embodiment of the application, the mounting holes also include a plurality of liquid storage holes 53. The liquid storage holes 53 are disposed on the crossbeam body 10, and at least some of the liquid storage holes 53 are disposed near the second connecting part 30. The liquid storage holes 53 are used to connect the water storage bottle 73, thereby achieving a relatively stable connection between the water storage bottle 73 and the top bar crossbeam through the plurality of liquid storage holes 53.

[0055] For example, in the embodiments of this application, refer to Figure 3As shown, there are four liquid storage holes 53. Two of the liquid storage holes 53 are located on the right side of the crossbeam body 10, and two are located near the second connecting part 30 on the crossbeam body 10. The lines connecting the four liquid storage holes 53 form a quadrilateral structure, which gives the water bottle 73 better connection stability, helps to evenly distribute the installation load on the crossbeam body 10, prevents the water bottle 73 from shaking or rotating under vibration, and improves connection reliability. In addition, the number of liquid storage holes 53 can also be three, six, or eight, etc. The specific number of liquid storage holes 53 is not limited in this embodiment.

[0056] In this embodiment of the application, the mounting holes also include a plurality of liquid storage holes 54. The second connecting part 30 includes a third branch 31 and a fourth branch 32 spaced apart. At least some of the liquid storage holes 54 are disposed on the third branch 31 and at least some of the liquid storage holes 54 are disposed on the fourth branch 32. The liquid storage holes 54 are used to connect the oil reservoir 74, thereby achieving a relatively stable connection between the oil reservoir 74 and the top bar crossbeam through the plurality of liquid storage holes 54.

[0057] For example, in the embodiments of this application, refer to Figure 3 As shown, there are two liquid storage holes 54, one located in the third branch 31 and the other in the fourth branch 32. Fixing the oil reservoir 74 between the third and fourth branches helps to evenly distribute the installation load on the second connecting portion 30, preventing the oil reservoir 74 from shaking or rotating under vibration, and improving connection reliability. Furthermore, the liquid storage hole 54 located in the third branch 31 can be asymmetrically arranged with the one located in the fourth branch 32, facilitating the placement of the liquid storage holes according to the actual spatial layout. In addition, the number of liquid storage holes 54 can also be three, four, or five, etc. The specific number of liquid storage holes 54 is not limited in this embodiment.

[0058] In this embodiment of the application, for example, the mounting holes also include a plurality of assembly holes 55. The assembly holes 55 are disposed on the side of the crossbeam body 10, the first connecting part 20 and the second connecting part 30 away from the third connecting part 40. The assembly holes 55 are used to connect the front cover trim 75, thereby achieving a relatively stable connection between the front cover trim 75 and the top bar crossbeam through the plurality of assembly holes 55.

[0059] For example, in the embodiments of this application, refer to Figure 6As shown, there are four mounting holes 55. These four mounting holes 55 are spaced apart on the side of the crossbeam body 10, the first connecting part 20, and the second connecting part 30 away from the third connecting part 40, and are approximately on the same straight line. This provides good connection stability for the front cover trim 75, helps to evenly distribute the installation load on the crossbeam body 10, the first connecting part 20, and the second connecting part 30, prevents the front cover trim 75 from shaking or rotating under vibration, and improves connection reliability. Furthermore, the number of mounting holes 55 can also be two, six, or eight, etc. The specific number of mounting holes 55 is not limited in this embodiment.

[0060] In this embodiment of the application, for example, the mounting hole also includes a plurality of second mounting holes 56. At least some of the second mounting holes 56 are disposed on the second connecting part 30, and at least some of the second mounting holes 56 are disposed near the second connecting part 30 on the crossbeam body 10. The second mounting holes 56 are used to connect the water guide plate 76, thereby achieving a relatively stable connection between the water guide plate 76 and the top bar crossbeam through the plurality of second mounting holes 56.

[0061] For example, in the embodiments of this application, refer to Figure 3 As shown, there are two second mounting holes 56. One second mounting hole 56 is located in the second connecting part 30, and the other second mounting hole 56 is located near the second connecting part 30 in the crossbeam body 10. The two second mounting holes 56 are spaced apart, which makes the water guide plate 76 have better connection stability, helps to evenly distribute the installation load on the crossbeam body 10 and the second connecting part 30, prevents the water guide plate 76 from shaking or rotating under vibration, and improves connection reliability. In addition, the number of second mounting holes 56 can also be three or four, etc. The specific number of second mounting holes 56 is not limited in this embodiment.

[0062] In this embodiment of the application, for example, the mounting hole also includes a plurality of third mounting holes 57. At least some of the third mounting holes 57 are provided on the connecting plate protruding from the third branch 31, and at least some of the third mounting holes 57 are provided on the connecting plate protruding from the fourth branch 32. The third mounting holes 57 are used to connect the air intake duct of the air conditioning assembly, thereby achieving a relatively stable connection between the air intake duct of the air conditioning assembly and the top bar crossbeam through the plurality of third mounting holes 57.

[0063] For example, in the embodiments of this application, refer to Figure 7As shown, there are two third mounting holes 57. One third mounting hole 57 is located on the connecting plate protruding from the third branch 31, and the other third mounting hole 57 is located on the connecting plate protruding from the fourth branch 32. Fixing the air intake duct of the air conditioning assembly to the third branch 31 and the fourth branch 32 respectively helps to evenly distribute the installation load on the second connecting part 30, preventing the air intake duct of the air conditioning assembly from shaking or rotating under vibration, and improving connection reliability. Furthermore, the number of third mounting holes 57 can also be three, four, or five, etc. The specific number and location of the third mounting holes 57 are not limited in this embodiment.

[0064] Optionally, in this embodiment, the strut bar crossbeam structure includes a reinforcing member 60, which is disposed on the crossbeam body 10, the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40; and / or, the strut bar crossbeam structure includes weight-reducing holes 11, which are disposed on the crossbeam body 10; and / or, the structural strength of the first connecting portion 20 is greater than the structural strength of the crossbeam body 10, and the structural strength of the second connecting portion 30 is greater than the structural strength of the crossbeam body 10. Thus, the reinforcing member 60 strengthens the structure of the crossbeam body 10, the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40, reducing their weight. Furthermore, the weight-reducing holes 11 directly remove excess material from the crossbeam body 10, achieving a lightweight design for the strut bar crossbeam structure. Furthermore, the structural strength of the first connecting part 20 and the structural strength of the second connecting part 30 are greater than the structural strength of the crossbeam body 10, so that the structural strength of the two sides of the top bar crossbeam structure is greater and the structural strength of the middle is lower, thereby giving the two side structures better anti-collision performance, while enabling the middle structure to achieve a lightweight design, taking into account safety, reliability and lightweight efficiency.

[0065] Optionally, the reinforcing member 60 includes multiple reinforcing ribs. By using the reinforcing ribs as the reinforcing member 60, the structure of the beam body 10, the first connecting part 20, the second connecting part 30, and the third connecting part 40 are strengthened and their rigidity is improved, thereby enhancing the deformation resistance of the top beam structure, increasing its stability, and resulting in a simple structure with a light weight.

[0066] Optionally, in embodiments of this application, the plurality of reinforcing ribs form a radial structure and / or a mesh structure. For example, in embodiments of this application, the plurality of reinforcing ribs are staggered to form a mesh structure, which can significantly improve the stiffness and buckling resistance of the entire top bar beam structure with less weight, and the mesh structure can also more effectively resist multi-directional loads. Alternatively, the plurality of reinforcing ribs can form a radial structure, specifically, as shown in... Figure 7As shown, multiple reinforcing ribs can extend from the same center point in multiple directions along the ray direction to form a star-shaped radial structure. Multiple star-shaped radial structures can also be connected and arranged to form a grid structure, etc. The specific types of radial and grid structures formed by multiple reinforcing ribs in this application embodiment are not limited.

[0067] For example, some of the reinforcing ribs can extend along the length direction of the cabin, some of the reinforcing ribs can extend along the width direction of the cabin, or some of the reinforcing ribs can extend at an angle to the length direction of the cabin, and some of the reinforcing ribs can extend at an angle to the width direction of the cabin. The specific arrangement of the reinforcing ribs in this application embodiment is not limited and can be set according to actual needs.

[0068] Optionally, in this embodiment of the application, according to common knowledge in the art, the cabin has a spatial coordinate system composed of mutually perpendicular X-axis, Y-axis and Z-axis. The first connecting part 20 and the crossbeam body 10 are integrally formed. Along the plane where the X-axis and Z-axis are located, the cross-sectional area of ​​the first connecting part 20 is greater than the cross-sectional area of ​​the crossbeam body 10. The second connecting part 30 and the crossbeam body 10 are integrally formed. Along the plane where the X-axis and Z-axis are located, the cross-sectional area of ​​the second connecting part 30 is greater than the cross-sectional area of ​​the crossbeam body 10. Therefore, based on the fact that the first connecting part 20 and the crossbeam body 10 are integrally formed, and the second connecting part 30 and the crossbeam body 10 are integrally formed, the overall structure of the top bar crossbeam has good structural integrity and force transmission continuity. Furthermore, by designing the cross-sectional area of ​​the first connecting part 20, the second connecting part 30, and the crossbeam body 10, the moment of inertia of the first connecting part 20 and the second connecting part 30 along the planes containing the X and Z axes is increased. This makes the structural strength of the first connecting part 20 and the second connecting part 30 greater than the structural strength of the crossbeam body 10, greatly improving the ability of the first connecting part 20 and the second connecting part 30 to resist bending and torsional deformation.

[0069] This application also proposes a vehicle body structure, which includes the aforementioned strut bar crossbeam structure.

[0070] This application also proposes a vehicle, which includes the aforementioned body structure or the aforementioned strut bar crossbeam structure.

[0071] For example, in the embodiments of this application, the vehicle may include pure electric vehicle, hybrid vehicle, range-extended vehicle, fuel vehicle, etc. The vehicle type may also include small car, medium car, sedan, truck, trailer, CDV (Car Derived Van, van based on car platform), MPV (multi-Purpose Vehicle), SUV (Sport Utility Vehicle), etc. The specific type of vehicle is not limited in the embodiments of this application.

[0072] In summary, the strut bar crossbeam structure, vehicle body structure, and vehicle of this application embodiment may include at least the following advantages: In this embodiment, the vehicle includes a body structure or a strut bar crossbeam structure. The body structure includes a strut bar crossbeam structure, which is used to connect the engine compartment structure. The engine compartment structure includes a first shock absorber tower 77, a second shock absorber tower 78, and a front bulkhead 79. The strut bar crossbeam structure includes: a crossbeam body 10, a first connecting part 20, a second connecting part 30, and a third connecting part 40. The first connecting part 20 and the second connecting part 30 are respectively connected to both sides of the crossbeam body 10. The first connecting part 20 is used to connect to the first shock absorber tower 77, and the second connecting part 30 is used to connect to the second shock absorber tower 78. The third connecting part 40 is connected to the rear end of the crossbeam body 10 and is used to connect to the front bulkhead 79. An arc-shaped structure is provided between the third connecting part 40 and the first connecting part 20, and between the third connecting part 40 and the second connecting part 30. Thus, based on the reliable connection between the third connecting part 40 and the front bulkhead 79, and the reliable connections between the first connecting part 20 and the second connecting part 30 and the first shock absorber tower 77 and the second shock absorber tower 78 respectively, arc-shaped structures are set between the third connecting part 40 and the first connecting part 20, and between the third connecting part 40 and the second connecting part 30. This optimizes the stress distribution between the first connecting part 20 and the third connecting part 40, and between the third connecting part 40 and the second connecting part 30, allowing the force transmitted to the arc-shaped structure to be transferred more evenly and continuously. This avoids the stress from rising sharply at the corners, which can easily lead to fatigue cracks, and improves the structural stiffness of the strut bar crossbeam structure, as well as its support stability and reliability for various mounting structures. This helps to improve the stiffness of the strut bar crossbeam structure under torsional and bending conditions, strengthens the connection between the two shock absorber towers, and improves vehicle handling response. Furthermore, in frontal or offset collisions, the arc-shaped structure can more smoothly guide the impact force from the front bulkhead 79 area to the first shock absorber tower 77, the second shock absorber tower 78, and the more robust longitudinal beams within the engine compartment structure, thereby forming a more effective force transmission path, effectively dispersing the shock absorber force, helping to improve collision safety performance, reducing the risk of shock absorber tower displacement, and improving the vehicle's handling stability and safety.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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 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.

[0074] 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 strut bar crossbeam structure for connecting a cabin structure, the cabin structure including a first shock absorber tower (77), a second shock absorber tower (78), and a front bulkhead (79), characterized in that, The top bar crossbeam structure includes: a crossbeam body (10), a first connecting part (20), a second connecting part (30), and a third connecting part (40); The first connecting part (20) and the second connecting part (30) are respectively connected to both sides of the crossbeam body (10). The first connecting part (20) is used to connect to the first shock absorber tower (77), and the second connecting part (30) is used to connect to the second shock absorber tower (78). The third connecting part (40) is connected to the rear end of the crossbeam body (10), and the third connecting part (40) is used to connect to the front panel (79). An arc-shaped structure is provided between the third connecting part (40) and the first connecting part (20), and between the third connecting part (40) and the second connecting part (30).

2. The strut bar crossbeam structure according to claim 1, characterized in that, The arc-shaped structure includes a first arc-shaped structure, and the first arc-shaped structure (41) is provided between the third connecting part (40) and the first connecting part (20). The arc-shaped structure includes a second arc-shaped structure, and the second arc-shaped structure (42) is provided between the third connecting part (40) and the second connecting part (30).

3. The strut bar crossbeam structure according to claim 1, characterized in that, The first connecting part (20) and the second connecting part (30) are arranged opposite to each other and extend in opposite directions. The beam body (10) is located in the middle of the first connecting part (20) and the second connecting part (30). The third connecting part (40) extends toward the rear end of the beam body (10).

4. The strut bar crossbeam structure according to claim 1, characterized in that, The first connecting part (20) includes a first branch (21) and a second branch (22) spaced apart. The first branch (21) and the second branch (22) are respectively connected to one side of the crossbeam body (10). A third arc-shaped structure (23) is provided between the first branch (21) and the second branch (22). The second connecting part (30) includes a third branch (31) and a fourth branch (32) spaced apart. The third branch (31) and the fourth branch (32) are respectively connected to the other side of the beam body (10). A fourth arc-shaped structure (33) is provided between the third branch (31) and the fourth branch (32).

5. The strut bar crossbeam structure according to claim 4, characterized in that, The first branch (21) and the third branch (31) extend in opposite directions along the width of the cabin, and the first branch (21) and the third branch (31) are asymmetrically arranged relative to the beam body (10). The second branch (22) and the fourth branch (32) extend in opposite directions along the width of the cabin, and the second branch (22) and the fourth branch (32) are asymmetrically arranged relative to the beam body (10).

6. The strut bar crossbeam structure according to claim 4, characterized in that, The first branch (21) and the third branch (31) are arranged opposite each other along the width direction of the cabin so that the impact force received by the first branch (21) is transmitted to the third branch (31) along the crossbeam body (10), or the impact force received by the third branch (31) is transmitted to the first branch (21) along the crossbeam body (10). The second branch (22) and the fourth branch (32) are arranged opposite each other along the width direction of the cabin so that the impact force on the second branch (22) is transmitted to the fourth branch (32) along the beam body (10), or the impact force on the fourth branch (32) is transmitted to the second branch (22) along the beam body (10).

7. The strut bar crossbeam structure according to claim 4, characterized in that, The first branch is provided with a first mounting point, and the second branch is provided with a second mounting point and a third mounting point that are spaced apart. The first mounting point, the second mounting point and the third mounting point are used to limit the first shock absorber tower in the X-axis direction, the Y-axis direction and the Z-axis direction. The third branch is provided with a fourth installation point, and the fourth branch is provided with a fifth and a sixth installation point that are spaced apart. The fourth, fifth and sixth installation points are used to limit the second shock absorber tower in the X-axis, Y-axis and Z-axis directions.

8. The strut bar crossbeam structure according to claim 1, characterized in that, The crossbeam body (10) is integrally formed with the first connecting part (20), the second connecting part (30) and the third connecting part (40); And / or, the beam body (10) and the first connecting part (20), the second connecting part (30) and the third connecting part (40) are aluminum alloy structures.

9. The strut bar crossbeam structure according to claim 1, characterized in that, The top bar crossbeam structure also includes a functional system installation part, which is disposed in at least one of the crossbeam body (10), the first connecting part (20), the second connecting part (30) and the third connecting part (40).

10. The strut bar crossbeam structure according to claim 9, characterized in that, The cabin structure includes an air conditioning compressor (71), an air conditioning intake duct (72), an air conditioning assembly intake duct, a water tank (73), an oil reservoir (74), a front hood trim piece (75), and a water guide plate (76). The functional system mounting part includes at least one mounting hole (50) for connecting at least one of the following: the air conditioning compressor (71), the air conditioning intake duct (72), the air conditioning assembly intake duct, the water storage bottle (73), the oil reservoir (74), the front cover trim piece (75), and the water guide plate (76).

11. The strut bar crossbeam structure according to claim 1, characterized in that, The top bar crossbeam structure includes a reinforcing member (60), which is disposed on the crossbeam body (10), the first connecting part (20), the second connecting part (30) and the third connecting part (40). And / or, the top bar crossbeam structure includes a weight-reducing hole (11), which is disposed in the crossbeam body (10). And / or, the structural strength of the first connecting part (20) is greater than the structural strength of the crossbeam body (10), and the structural strength of the second connecting part (30) is greater than the structural strength of the crossbeam body (10).

12. The strut bar crossbeam structure according to claim 11, characterized in that, The reinforcing member (60) includes multiple reinforcing ribs.

13. The strut bar crossbeam structure according to claim 12, characterized in that, The plurality of reinforcing ribs form a radial structure and / or a mesh structure.

14. The strut bar crossbeam structure according to claim 1, characterized in that, The first connecting part (20) and the crossbeam body (10) are integrally formed. Along the plane where the X-axis and Z-axis are located, the cross-sectional area of ​​the first connecting part (20) is greater than the cross-sectional area of ​​the crossbeam body (10). The second connecting part (30) and the crossbeam body (10) are integrally formed. Along the plane where the X-axis and Z-axis are located, the cross-sectional area of ​​the second connecting part (30) is greater than the cross-sectional area of ​​the crossbeam body (10).

15. A vehicle body structure, characterized in that, The vehicle body structure includes the strut bar crossbeam structure as described in any one of claims 1-14.

16. A vehicle, characterized in that, The vehicle includes the body structure as described in claim 15, or the strut bar crossbeam structure as described in any one of claims 1-14.

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