Crossbeam assembly, vehicle frame and new energy vehicle thereof

Abstract

The application discloses a cross beam assembly, a vehicle frame and a new energy vehicle, and relates to the technical field of vehicle frames. The cross beam assembly comprises a main cross beam, an inner cross beam and a pair of connecting longitudinal beams; one end of the pair of connecting longitudinal beams is connected with the main cross beam, and the inner cross beam is connected between the pair of connecting longitudinal beams; and a type groove is arranged on the upper portion of the inner cross beam and corresponds to a front motor of the new energy vehicle. The vehicle frame comprises a vehicle frame longitudinal beam and the cross beam assembly; the lower portion of the vehicle frame longitudinal beam is provided with a cross beam connecting support; the end portion of the main cross beam is connected with the cross beam connecting support; the lower portion of the vehicle frame longitudinal beam is provided with a lower swing arm support connecting plate; and the outer side of the connecting longitudinal beam is connected with the lower swing arm support connecting plate. The application can significantly improve the overall torsional rigidity of the vehicle frame, reduce the deformation of the third cross beam of the vehicle frame, greatly improve the safety of the whole vehicle frame assembly, and simultaneously realize the anti-collision beam function of the main cross beam and the battery pack.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a crossbeam assembly, a vehicle frame, and a new energy vehicle thereof. Background Technology

[0002] Pure electric pickup trucks are rapidly moving from niche pilot projects to a mainstream stage of explosive growth in both commercial and family use. This provides a technological development path for the platform design of pure electric vehicle frames. The main difference between dedicated pure electric vehicle frames (with the battery pack embedded between the longitudinal beams for comprehensive protection) and dedicated electric vehicle frames is that the powertrain has been changed from an engine and transmission to a front motor. The front motor is located directly above the third crossbeam, so the third crossbeam assembly of the frame needs to be redesigned. Because the placement of the front motor occupies the Z-axis space, and considering the overall ground clearance and structural strength of the frame, the Z-axis dimension of the cavity section of the third crossbeam assembly becomes very small. The third crossbeam assembly fails to provide sufficient torsional resistance, which greatly reduces the torsional performance of the frame.

[0003] In existing technologies, the third crossbeam assembly is constrained by both the front motor above and the vehicle's ground clearance below, reducing the cross-sectional dimension of the cavity from 50mm in the Z-direction to approximately 15mm, significantly decreasing its torsional resistance. This means that when the frame structure addresses the Z-direction space occupied by the front motor, the excessively small Z-direction dimension of the third crossbeam assembly cavity, due to the constraints of the front motor and the vehicle's ground clearance, leads to excessive stress during performance analysis and real-world driving conditions (such as crossing curbs), causing the third crossbeam assembly to bend. This, in turn, affects the bending and torsional deformation of the frame, ultimately potentially leading to battery pack impact and fire, posing a high safety risk. For example, a rear subframe for an electric vehicle disclosed in patent CN223520893U suffers from the aforementioned technical problems. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a crossbeam assembly, a vehicle frame, and a new energy vehicle thereof, in order to effectively improve the torsional resistance of the vehicle frame.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0006] This application provides a crossbeam assembly, including a main crossbeam, an inner crossbeam, and a pair of connecting longitudinal beams; one end of each pair of connecting longitudinal beams is connected to the main crossbeam, the inner crossbeam is connected between the pair of connecting longitudinal beams, and the upper part of the inner crossbeam is provided with a groove corresponding to the front motor of a new energy vehicle.

[0007] One end of the connecting longitudinal beam is connected to the inner side of the end of the main crossbeam, and the other end of the connecting longitudinal beam forms a protruding end. The crossbeam assembly as a whole forms an "open" shaped assembly structure.

[0008] A connecting reinforcement plate is provided on the inner side of the connection between the main crossbeam and the connecting longitudinal beam. The connecting reinforcement plate has an arc-shaped hollow structure.

[0009] The main crossbeam includes an upper plate, a lower plate, and a reinforcing plate. The edges of the upper and lower plates are welded together to form a hollow structure. The reinforcing plate is located inside the hollow structure. Collapse grooves are provided at the ends of the upper and / or lower plates.

[0010] The connecting longitudinal beam includes an upper plate, a lower plate, and a reinforcing plate. The edges of the upper and lower plates are welded together to form a hollow structure, and the reinforcing plate is arranged longitudinally within the hollow structure.

[0011] The inner crossbeam includes an upper plate and a lower plate; the edges of the upper plate and the lower plate are welded together to form a hollow structure of the inner crossbeam, and a groove is provided on the upper plate.

[0012] This application provides a vehicle frame, including a frame longitudinal beam and the crossbeam assembly. The lower part of the frame longitudinal beam is provided with a crossbeam connecting support, the end of the main crossbeam is connected to the crossbeam connecting support, and the lower part of the frame longitudinal beam is provided with a lower control arm bracket connecting plate, the outer side of the connecting longitudinal beam is connected to the lower control arm bracket connecting plate.

[0013] The lower part of the lower control arm bracket connecting plate is an L-shaped plate, and the upper and side surfaces of the frame longitudinal beam are in contact with the L-shaped plate.

[0014] The main crossbeam is connected to the lower end of the crossbeam connecting support by vertical bolts, and the connecting longitudinal beam is connected to the lower part of the lower swing arm bracket connecting plate by transverse bolts.

[0015] This application provides a new energy vehicle, including the aforementioned vehicle frame.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The new energy vehicle has a reasonable frame structure design. The crossbeam assembly serves as the core support point for the front suspension and the front motor, connecting the left and right longitudinal beams of the frame into a true closed anti-torsional frame. This significantly improves the overall torsional stiffness of the frame, reduces the deformation of the third crossbeam, and thus greatly enhances the safety of the entire frame assembly. At the same time, the main crossbeam also serves as an anti-collision beam for the battery pack. Attached Figure Description

[0018] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0019] Figure 1 This is a schematic diagram of the crossbeam assembly structure of the present invention.

[0020] Figure 2 This is a schematic diagram of the overall composition of the beam of the present invention.

[0021] Figure 3 This is a schematic diagram of the crossbeam assembly of the present invention mounted on the vehicle frame.

[0022] In the picture:

[0023] 1-Crossbeam assembly;

[0024] 11-Inner crossbeam, 111-Upper plate of inner crossbeam, 112-Lower plate of inner crossbeam;

[0025] 12-Connecting longitudinal beam, 121-Connecting upper plate of longitudinal beam, 122-Connecting lower plate of longitudinal beam, 123-Connecting reinforcing plate of longitudinal beam;

[0026] 13-Main crossbeam, 131-Upper plate of main crossbeam, 132-Lower plate of main crossbeam, 133-Strengthening plate of main crossbeam;

[0027] 14-Connecting reinforcement plate;

[0028] 2-Lower swing arm bracket connecting plate;

[0029] 3-Left connecting support of the crossbeam;

[0030] 4-Right connecting support of the crossbeam;

[0031] 5- Bolt. Detailed Implementation

[0032] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and through the description of the examples.

[0033] Although the invention has been shown and described herein with reference to specific embodiments, it is not intended to be limited to the details shown. Rather, various modifications in detail may be made within the equivalent scope and scope of the claims without departing from the invention. In the drawings, the same item numbers refer to the same elements.

[0034] Throughout this disclosure, various terms are used to describe the physical shape or arrangement of features. Many of these terms are used to describe features conforming to a cylindrical or generally cylindrical geometry with the feature as its radius and a central axis perpendicular to that radius. Unless otherwise specified, the terms are given the following meanings: The terms “longitudinal,” “longitudinal,” “axial,” and “axial” refer to a direction, dimension, or orientation parallel to the central axis. The terms “radial” and “radially” refer to a direction, dimension, or orientation perpendicular to the central axis. The terms “inward” and “inner” refer to a direction, dimension, or orientation extending radially toward the central axis. The terms “outward” and “outer” refer to a direction, dimension, or orientation extending radially away from the central axis.

[0035] In this specification, relative terms such as “horizontal,” “vertical,” “upward,” “downward,” “top,” and “bottom,” and their derivatives (e.g., “horizontal,” “downward,” “upward,” etc.) should be interpreted as referring to the direction described or the direction shown in the accompanying drawings. These relative terms are for ease of description and are not generally intended to require a specific direction.

[0036] Currently, the powertrain of new energy vehicles has changed from an engine and transmission to a front motor. The front motor is located directly above the third crossbeam. The third crossbeam assembly of the frame needs to be redesigned. Because the placement of the front motor occupies the Z-axis space, and considering the overall ground clearance of the frame and the strength of the structure, the Z-axis dimension of the cavity section of the third crossbeam assembly becomes very small. The third crossbeam assembly fails to provide sufficient torsional resistance, which greatly reduces the torsional performance of the frame.

[0037] The third crossbeam assembly has a front motor above it and is bidirectionally restricted by the vehicle's ground clearance below. The cross-sectional dimensions of the cavity have been reduced from 50mm in the Z-direction to about 15mm, significantly reducing its torsional resistance. As a result, under performance analysis and real-world conditions (such as crossing curbs), excessive stress can cause the third crossbeam assembly to bend, which in turn affects the bending and torsional deformation of the frame. Ultimately, this could lead to the battery pack being impacted and catching fire, posing a high safety risk.

[0038] To address the aforementioned technical issues, this application provides a vehicle frame structure in which the third crossbeam assembly is designed in an "open" shape to serve as an anti-collision structure, which can both improve the torsional resistance of the vehicle frame and simultaneously provide anti-collision protection for the battery pack.

[0039] like Figure 1 As shown, this application provides a crossbeam assembly 1, including a main crossbeam 13, an inner crossbeam 11, and a pair of connecting longitudinal beams 12; one end of each pair of connecting longitudinal beams is connected to the main crossbeam, the inner crossbeam is connected between the pair of connecting longitudinal beams, and the upper part of the inner crossbeam is provided with a groove corresponding to the front motor of the new energy vehicle. The groove on the inner crossbeam can avoid or support the front motor.

[0040] One end of the connecting longitudinal beam 12 is connected to the inner side of the end of the main crossbeam, and the other end of the connecting longitudinal beam forms an extended end. The crossbeam assembly as a whole forms an "open" shaped assembly structure. This can significantly improve the torsional resistance of the frame, prevent the third crossbeam assembly from bending and deforming when subjected to external forces, and protect the battery pack from impact.

[0041] In some embodiments, such as Figure 1 and Figure 2 As shown, a connecting reinforcing plate 14 is provided on the inner side of the connection between the main crossbeam and the connecting longitudinal beam. The connecting reinforcing plate has an arc-shaped hollow structure. Two connecting reinforcing plates are symmetrically arranged within the "open" shaped assembly structure.

[0042] The main crossbeam and the connecting longitudinal beam are connected in a T-shape or at a corner. When subjected to torsional or impact loads, stress concentration is prone to occur at the corner. The curved shape can smoothly transition the load, avoid stress peaks caused by right-angle structures, improve the fatigue resistance of the joint, and prevent weld cracking.

[0043] The hollow structure significantly reduces the weight of components compared to solid reinforcing plates, meeting the lightweight requirements of new energy vehicles. Simultaneously, the arc-shaped shell structure possesses excellent bending and torsional resistance, achieving efficient reinforcement with minimal material usage. Furthermore, it is positioned inside the connection points, without occupying external space.

[0044] Optionally, the connecting reinforcing plate is an integral structure formed by stamping and bending; the upper part of the connecting reinforcing plate has an upward flange, the lower part of the connecting reinforcing plate has a downward flange, one end of the connecting reinforcing plate is welded to the inner side of the connecting longitudinal beam, and the other end of the connecting reinforcing plate is welded to the front part of the main crossbeam.

[0045] In some embodiments, the main crossbeam 13 includes an upper plate 131, a lower plate 132, and a reinforcing plate 133; the edges of the upper plate and the lower plate are welded together to form a hollow structure of the main crossbeam, and the reinforcing plate is disposed within the hollow structure of the main crossbeam; a collapse groove is provided on the ends of the upper plate and / or the lower plate.

[0046] The upper and lower plates of the main crossbeam are welded together to form a closed hollow beam, which has stronger bending and torsional resistance than single-layer plates. The internal arrangement of the main crossbeam reinforcement plate further enhances the cross-sectional stiffness of the cavity, improves the load-bearing capacity of the main crossbeam, reduces the risk of bending under load, and meets the requirements of the vehicle's battery pack anti-collision and frame torsional resistance.

[0047] Crusher grooves are created at the ends of the upper and / or lower plates of the main crossbeams, forming structurally weak areas. In the event of a frontal collision, these crumple grooves guide the ends of the main crossbeams to deform in an orderly manner according to a preset pattern, absorbing the impact energy. Simultaneously, they prevent the impact force from being directly and rigidly transmitted to the rear battery pack and front motor, reducing the risk of damage to the powertrain and battery pack due to compression and improving overall vehicle collision safety. The crumple grooves are located at the ends, while the middle section relies on reinforcing plates to maintain high structural rigidity, balancing the overall rigidity of the frame under normal driving conditions with the energy absorption characteristics under collision conditions, achieving a reasonable balance between rigidity and energy absorption performance.

[0048] The edges of the upper and lower plates of the main crossbeam are both vertical flange structures. The lower flange of the upper plate and the upper flange of the lower plate are welded together, making the structure stable and reliable. There are two main crossbeam reinforcing plates, which are respectively set inside the two ends of the main crossbeam and located outside the corresponding collapse groove.

[0049] The upper flange of the main crossbeam and the lower flange of the main crossbeam are welded together after being fitted together, which increases the welding contact area, improves the stress conditions of the weld, stabilizes the welding formation, and enhances the connection strength of the hollow cavity and the overall structural reliability.

[0050] Under normal driving conditions and when subjected to general loads, the reinforcing plates at both ends can strengthen the rigidity of the main crossbeam end body and improve the main crossbeam's resistance to bending and torsion. Under collision conditions, the crumple zone and the reinforcing plate form a zoned design: the area where the reinforcing plate is located maintains the integrity of the basic structure, while the area where the crumple zone is located undergoes controllable deformation first, accurately guiding the collision energy to be absorbed at the crumple zone position, and avoiding the reinforcing plate from hindering the orderly crushing of the end.

[0051] The main crossbeam reinforcing plate is a vertically arranged reinforcing plate. The end of the main crossbeam is provided with mounting holes. The main crossbeam reinforcing plate has an arc-shaped structure corresponding to the mounting holes to improve the structural strength of the connection. When the main crossbeam is fixed by bolts passing through the mounting holes, the connection of the main crossbeam is not easily deformed.

[0052] In some embodiments, such as Figure 2 As shown, the connecting longitudinal beam 12 includes an upper connecting longitudinal beam plate 121, a lower connecting longitudinal beam plate 122, and a reinforcing plate 123; the edges of the upper connecting longitudinal beam plate and the lower connecting longitudinal beam plate are welded together to form a hollow structure of the connecting longitudinal beam, and the reinforcing plate of the connecting longitudinal beam is arranged longitudinally within the hollow structure of the connecting longitudinal beam.

[0053] The hollow cavity is equipped with longitudinally arranged connecting beam reinforcement plates; the hollow closed section has stronger bending and torsional resistance than single-layer sheet metal, which can match the stress requirements of the "open" shaped crossbeam assembly and improve the overall frame torsional resistance; the longitudinally arranged connecting beam reinforcement plates further improve the axial and lateral load-bearing stiffness of the connecting beams and suppress the bending deformation of the beams under external forces.

[0054] Both the upper and lower plates of the connecting longitudinal beams have contoured flanges at their rear ends that match the edges of the main crossbeams. These flanges are welded together after overlapping, resulting in a large contact area and a stable and reliable structure. The connecting longitudinal beams have transverse fixing holes, and the reinforcing plates of the connecting longitudinal beams have corresponding arc-shaped structures to improve the structural strength of the connection and prevent deformation after installation.

[0055] In some embodiments, such as Figure 2 As shown, the inner crossbeam 11 includes an upper inner crossbeam plate 111 and a lower inner crossbeam plate 112; the edges of the upper inner crossbeam plate and the lower inner crossbeam plate are welded together to form a hollow structure of the inner crossbeam, and a groove is provided on the upper inner crossbeam plate; the motor is avoided by the groove on the upper inner crossbeam plate, and the lower inner crossbeam plate is a straight structure, which has little impact on the structural strength.

[0056] On the one hand, it allows for space avoidance of the front motor, preventing assembly interference. If necessary, it can also rely on the upper plate of the inner crossbeam to support and limit the front motor. On the other hand, it relies on the complete and straight lower plate of the inner crossbeam to maintain the continuity of force on the lower part of the cavity, ensuring that the inner crossbeam has good anti-collision load-bearing capacity and can work together with the entire "open" shaped crossbeam assembly. At the same time, the sheet metal structure welded to the upper and lower plates is easy to process and easy to achieve lightweighting.

[0057] like Figure 3 As shown, this application provides a vehicle frame, including a frame longitudinal beam and the aforementioned crossbeam assembly 1. The frame longitudinal beams are a pair arranged opposite to each other, and the aforementioned crossbeam assembly is disposed under the pair of frame longitudinal beams.

[0058] The lower part of the frame longitudinal beam is provided with a crossbeam connecting support, the end of the main crossbeam is connected to the crossbeam connecting support, and the lower part of the frame longitudinal beam is provided with a lower swing arm bracket connecting plate 2, the outer side of the connecting longitudinal beam is connected to the lower swing arm bracket connecting plate.

[0059] The crossbeam assembly is located below the longitudinal beams of the vehicle frame, enabling it to absorb impact loads in advance during a collision and effectively protect the battery pack. The main crossbeam is reliably connected to the longitudinal beams of the vehicle frame via a crossbeam connecting bracket, increasing the contact area, distributing the joint load, and reducing local stress concentration. The outer side of the connecting longitudinal beam directly connects to the lower control arm bracket connecting plate, allowing the crossbeam assembly to participate in the load transfer during the lower control arm installation.

[0060] This arrangement integrates the suspension force path, the frame torsional force transmission path, and the anti-collision load-bearing path to form an integrated force transmission frame, thereby improving the overall torsional stiffness of the vehicle frame. The suspension driving load and collision impact load can be transferred to the frame longitudinal beams through two separate paths, resulting in a more uniform load distribution and reducing the risk of local structural overload failure.

[0061] Specifically, a left crossbeam connecting support 3 is provided at the lower part of the left frame longitudinal beam, and a right crossbeam connecting support 4 is provided at the lower part of the right frame longitudinal beam. One end of the main crossbeam is fixedly connected to the left crossbeam connecting support, and the other end of the main crossbeam is fixedly connected to the right crossbeam connecting support.

[0062] The lower control arm bracket connecting plates are a pair arranged opposite each other on the left and right sides. One lower control arm bracket connecting plate is located at the lower part of the left frame longitudinal beam, and the other lower control arm bracket connecting plate is located at the lower part of the right frame longitudinal beam. The pair of lower control arm bracket connecting plates are arranged opposite each other on the left and right sides, and a connecting longitudinal beam is connected to the lower control arm bracket connecting plate on the corresponding side, making the structure stable and reliable.

[0063] Furthermore, the lower part of the lower control arm bracket connecting plate is an L-shaped plate, and the upper and side surfaces of the frame longitudinal beams are both in contact with the L-shaped plate.

[0064] The lower part of the lower control arm bracket connecting plate adopts an L-shaped plate structure. The L-shaped plate is in contact with the upper surface and side surface of the frame longitudinal beam at the same time, realizing a two-sided contact connection. This effectively increases the contact and welding area, disperses the joint load, and reduces stress concentration at the connection position. Compared with a single-sided contact connection, this structure has more degrees of freedom, stronger torsional and impact resistance, and is less prone to connection detachment and deformation problems.

[0065] The crossbeam assembly is fixed to the frame longitudinal beam at two independent connection points through the main crossbeam and the connecting longitudinal beam, creating multiple load transfer paths. When the vehicle is in motion, the suspension load is transferred to the connecting longitudinal beam via the lower control arm bracket connecting plate, and the collision load is distributed to the frame longitudinal beam via the left and right connecting supports at both ends of the main crossbeam. The load transfer is smooth and uniform, further improving the overall torsional resistance of the frame and the collision protection capability of the battery pack.

[0066] In some embodiments, the main crossbeam is connected to the lower end of the crossbeam connecting support by vertical bolts, and the connecting longitudinal beam is connected to the lower part of the lower swing arm bracket connecting plate by transverse bolts.

[0067] By using bolts 5 in different directions for assembly, an orthogonal two-way constraint structure can be formed, which effectively limits the horizontal slippage, vertical jump and overturning tendency of the crossbeam assembly relative to the longitudinal beam of the frame, and greatly improves the positioning accuracy of the connection position and the impact and torsional resistance of the structure.

[0068] During assembly, the bolts at the two connection points face independent directions and do not interfere with each other. There is ample space for assembly operations, which facilitates automated assembly and subsequent maintenance and disassembly. Compared with welding, bolted connections make it easier to disassemble and replace parts individually, resulting in better maintainability.

[0069] Under collision conditions, the vertical bolts mainly bear the loads in the vertical direction, while the horizontal bolts mainly bear the loads in the lateral direction. The loads and the direction of force on the bolts are matched, which can give full play to the load-bearing capacity of the bolts. Combined with the left-right symmetrical arrangement mentioned above, the impact load of the crossbeam assembly and the dynamic load of the suspension can be stably transferred to the longitudinal beams of the frame, further ensuring the impact protection effect of the battery pack and the overall rigidity of the frame.

[0070] This application provides a new energy vehicle, including the aforementioned frame. The frame structure of this new energy vehicle is rationally designed. The crossbeam assembly, as the core support point for the front suspension and front motor, connects the left and right longitudinal beams of the frame into a true closed torsional frame, significantly improving the overall torsional stiffness of the frame, reducing the deformation of the third crossbeam, and thus greatly improving the safety of the entire frame assembly. Simultaneously, the main crossbeam also serves as a crash beam for the battery pack.

[0071] The preferred embodiment of the present invention is as follows:

[0072] like Figures 1 to 3As shown, this application provides a third crossbeam assembly in the shape of an "open" character for a pure electric vehicle frame assembly that also serves as a collision protection structure;

[0073] The third crossbeam assembly includes: a main crossbeam, an inner crossbeam, and a pair of connecting longitudinal beams. The main crossbeam and the inner crossbeam are arranged side by side in parallel. The transverse dimension of the main crossbeam is larger than that of the inner crossbeam. The inner crossbeam is located between the pair of connecting longitudinal beams. The main crossbeam is a large three-beam, and the inner crossbeam is a small three-beam.

[0074] Its crossbeam assembly specifically includes a small three-beam, a large three-beam, left / right connecting longitudinal beams, and left / right connecting reinforcing plates. The small three-beam includes a small three-beam upper plate and a small three-beam lower plate. The large three-beam includes a large three-beam upper plate, a large three-beam lower plate, and an internal reinforcing plate. The left and right longitudinal beams include left / right longitudinal beam upper plates and left / right longitudinal beam lower plates, as well as internal reinforcing plates. The left / right reinforcing plates are located at the connection between the left / right longitudinal beams and the large three-beam, ultimately serving a reinforcing function.

[0075] The smaller three-beam section is located between the front sections of the left and right longitudinal beams, with connecting plates for the rear mounting brackets of the lower control arms on both sides. The larger three-beam section is directly bolted to the left and right supports of the third crossbeam of the left and right longitudinal beams of the frame. The front section and the left and right longitudinal beams of the third crossbeam assembly, along with the left and right reinforcing plates, are welded together to form an "open"-shaped third crossbeam assembly. As the core support point for the front suspension and the front motor, the third crossbeam assembly connects the left and right longitudinal beams of the frame into a true closed torsional frame, which can significantly improve the overall torsional stiffness of the frame. In this way, when the third crossbeam assembly is subjected to force, the energy is transferred to the left / right longitudinal beams through the smaller three beams. The left / right longitudinal beams are then subjected to force, which is then transferred to the larger three beams. Compared to the force on a single smaller three beam, the force is distributed. In this embodiment, when the third crossbeam assembly is subjected to force, the force is completely distributed across the entire "open"-shaped third crossbeam assembly and then transferred to the left / right longitudinal beams of the frame. This avoids excessive stress on the smaller three beams, evenly distributes the force to the left / right longitudinal beams of the frame and the vehicle body frame, reduces local impact, and minimizes the deformation of the third crossbeam of the frame. This greatly improves the safety of the entire frame assembly. At the same time, the larger three beams also serve as anti-collision beams for the battery pack, achieving two goals at once.

[0076] See Figures 1 to 3 As shown, the "open"-shaped third crossbeam assembly includes a small three-beam, a connecting longitudinal beam, a large three-beam, and a connecting reinforcement plate. The small three-beam is located between the front sections of the left and right connecting longitudinal beams, and its two sides are directly screwed to the mounting bracket connecting plate at the rear of the lower control arm. The large three-beam is directly screwed to the left and right supports of the third crossbeam of the left and right longitudinal beams of the frame. The front section, the rear section of the left and right connecting longitudinal beams of the third crossbeam assembly, and the left and right connecting reinforcement plates are welded together to form an "open"-shaped third crossbeam assembly. To improve the torsional stiffness of the frame, the following measures are needed:

[0077] ①Increasing the number of crossbeams, this application designs the third crossbeam as an "open" shaped structure with two crossbeams: a small three-beam and a large three-beam at the front and back.

[0078] ② Improvement of the crossbeam structure: upgrade of crossbeam material, increase of plate thickness and addition of internal reinforcing plates. This application upgrades the crossbeam material to ultra-high strength steel HC420 / 780DP (DP780) and the plate thickness is simultaneously increased from 2.0mm to 3.0-3.5mm. Reinforcing plate structure is added inside the connecting longitudinal beam and the three main beams.

[0079] ③ The cross section of the beam is increased. In this application, the cross section of the third beam is increased to 100*80mm.

[0080] ④ Optimize the welding joint. In this application, the reinforcing plate is designed as a T-type joint to avoid deformation and loosening of the welding joint;

[0081] ⑤ Closed frame structure design concept: This application designs a closed frame structure with three small beams + left / right longitudinal beams + three large beams + reinforcing plate;

[0082] The small three-beam consists of an upper plate and a lower plate, which are welded together by interlocking. The recommended width is 60-80mm, and the recommended height is 45-60mm. High-strength steel such as 510L or 610L is recommended, with a thickness of 3.0mm-4.0mm. The complex grooves on the upper surface of the upper plate are designed to avoid the outer contour of the front motor, resulting in a minimum Z-axis cross-sectional dimension of only 12mm. Considering the existing technical solutions, this is a weak point in stress. Therefore, the small three-beam is connected to the left / right connecting longitudinal beams by welding. When the small three-beam is under stress, the force is distributed to the left / right connecting longitudinal beams, preventing yielding or even fracture at the weak point. If the stress analysis still indicates excessive stress, it is recommended to replace the plate with ultra-high-strength steel, such as HC420 / 780DP (DP780).

[0083] Comparison table of reference values ​​for Z-axis cross-sectional dimensions (powertrain, vehicle ground clearance) under different vehicle structure constraints;

[0084]

[0085] Meanwhile, the connecting longitudinal beam includes the upper longitudinal beam plate, the lower longitudinal beam plate, and the longitudinal beam reinforcing plate. Considering that the upper and lower longitudinal beam plates need to transfer the force after welding, they are connected to the lower swing arm rear bracket connecting plate with 4 bolts. At the bolted joint, a longitudinal beam reinforcing plate (Y-direction reinforcing plate) is added for local reinforcement. The upper longitudinal beam plate and the longitudinal beam reinforcing plate are first welded together to form the upper longitudinal beam plate welded assembly, and then welded together with the lower longitudinal beam plate by upper and lower fastening. The width dimension is recommended to be 40-80mm, the height dimension is recommended to be 40-80mm, and the plate material is recommended to be high-strength steel 510L, 610L, etc., with a plate thickness of 3.0mm-4.0mm.

[0086] The three-beam structure includes an upper plate, a lower plate, and a reinforcing plate. Considering the need to transfer stress after welding the upper and lower plates, they are connected to the left and right supports of the third crossbeam using four bolts. A reinforcing plate (Z-axis reinforcing plate) is added at the bolted joints for localized reinforcement. The grooves added to both sides of the upper plate are crumple zones designed to absorb energy during impact by folding at both ends. This ensures that the three-beam bends and then folds during a collision, absorbing energy and dispersing the force, preventing direct penetration into the battery pack and protecting it. The lower plate and the reinforcing plate (Z-axis reinforcing plate) are welded together first. The lower plate of the three-beam assembly is welded together and then welded to the upper plate of the three-beam assembly by interlocking. The recommended width is 80-100mm and the recommended height is 40-80mm. Since the three-beam assembly also serves as a battery pack anti-collision beam, it is recommended to use ultra-high strength steel HC420 / 780DP (DP780) for the plates, and the recommended plate thickness is 3.0mm-4.0mm. Since the rear section of the left / right connecting longitudinal beam is interlocked and welded to the three-beam assembly, the relationship between the height h of the three-beam assembly and the height H of the connecting longitudinal beam is as follows: H=h+t1+t2+1mm (t1 is the plate thickness of the upper plate of the longitudinal beam, and t2 is the plate thickness of the lower plate of the longitudinal beam).

[0087] The three beams, connecting longitudinal beams, and large three beams combine to form an "open"-shaped third crossbeam assembly. Behind this third crossbeam is the battery pack of the pure electric vehicle. To prevent the battery pack from catching fire upon impact, the small and large three beams act as the front and rear anti-collision beams for the battery pack, simultaneously improving the overall impact and damage resistance of the third crossbeam assembly. A connecting reinforcement plate (U-shaped reinforcement plate) is added at the overlap between the left / right connecting longitudinal beams and the large three beams for further reinforcement. One end of the connecting reinforcement plate is welded to a T-shaped joint perpendicular to the longitudinal beam, and the other end is welded to the large three beam. The beams are also welded perpendicularly to T-joints. T-joints have a large moment of inertia at the weld section, offering significantly stronger resistance to torsion, lateral compression, and bending than lap and corner welds. The angle of the middle and main beams is recommended to be 40-50° to facilitate the use of the reinforcing plates for lateral support after the longitudinal beams are stressed, making them less prone to deformation and cracking. The recommended width is 20-50mm, and the recommended height is 30-60mm. High-strength steel such as 510L and 610L is recommended for the plates, with a thickness of 3.0mm-4.0mm. Compared to existing technologies with a single third crossbeam assembly and a single battery pack anti-collision beam, the "open"-shaped third crossbeam assembly in this embodiment bears and disperses external forces throughout the entire third crossbeam, avoiding excessive localized stress in single third crossbeam assemblies and single battery pack anti-collision beams. The entire "open"-shaped third crossbeam assembly presents a stable structure, making it less prone to bending and enabling the third crossbeam assembly to effectively transfer energy.

[0088] Considering design costs, the connecting longitudinal beams and reinforcing plates are designed as a structure that can be used on both the left and right sides. This reduces the development cycle and design costs, reduces the number of parts, and improves the utilization rate of parts.

[0089] like Figure 3 As shown, the "open"-shaped third crossbeam assembly and the lower control arm rear bracket connecting plate are bolted together by four Y-direction bolts, and the left and right supports of the third crossbeam are bolted together by four Z-direction bolts. Through these connections, the "open"-shaped third crossbeam assembly 1 and the frame longitudinal beams are completely combined into a closed torsional frame, significantly improving the overall torsional stiffness of the frame. During off-road driving or other special misuse conditions, even in the event of severe bottoming out, the third crossbeam assembly fully participates in force dispersion and transmission, initially resisting frontal bottoming out, flying stones, and forward scrapes (high-risk areas for accidents), evenly distributing the impact force to the frame longitudinal beams and the vehicle body frame assembly, reducing localized impacts, protecting the battery pack from impact damage, and improving the overall collision safety of the vehicle.

[0090] The structural principle of the automotive crossbeam assembly in this application is explained as follows:

[0091] In terms of structural layout, the smaller three beams with smaller transverse dimensions and the larger three beams with larger dimensions are arranged parallel to each other. The smaller three beams are arranged between the front sections of the left and right connecting longitudinal beams, and the two sides are directly connected to the rear mounting bracket connecting plates of the lower control arm. The larger three beams are connected to the third crossbeam support of the left and right longitudinal beams of the frame, and its front section is welded to the rear section of the left and right connecting longitudinal beams and the left and right connecting reinforcing plates to form a complete "open" shaped load-bearing frame.

[0092] Each component adopts a composite structure of split interlocking welding and internal reinforcement: the small three beams are formed by interlocking and welding of upper and lower plates; the large three beams and the left and right connecting longitudinal beams are equipped with a reinforcement structure of upper and lower plates and internal reinforcing plates; the left and right connecting reinforcing plates are U-shaped structures, with special reinforcement at the overlap position of the longitudinal beams and the large three beams, and all of them use vertical T-shaped welded joints with better torsional resistance to avoid the deformation and loosening problems of traditional welded joints and ensure the integrity of the structure.

[0093] In terms of assembly, the assembly is precisely fixed by 8 sets of bolts: the front section is connected to the lower control arm rear bracket connecting plate by 4 Y-direction bolts, and the rear section is screwed to the frame longitudinal beam support by 4 Z-direction bolts. Finally, it is combined with the frame longitudinal beam to form a complete closed anti-torsional frame, which strengthens the rigid foundation of the frame.

[0094] It abandons the traditional single crossbeam structure and adopts an "open" shaped structure combining a small three-beam and a large three-beam with front and rear double beams. Combined with longitudinal beams and reinforcing plates, it forms a closed-loop load-bearing frame, completely changing the single-point stress mode. The crossbeam cross section is increased, with the large three-beam cross section raised to 100*80mm. At the same time, standardized size ranges for each component are clearly defined to match the vehicle's ground clearance and powertrain layout constraints, balancing structural performance and vehicle compatibility. Addressing the stress-weak area of ​​only 12mm in the Z-direction cross section of the small three-beam due to motor avoidance design, stress is dispersed by integrally welding it to the connecting longitudinal beams. Under ultra-high load conditions, ultra-high-strength steel can be upgraded to eliminate the risk of yielding and fracture.

[0095] This "open"-shaped crossbeam assembly completely solves the problem of concentrated stress in traditional single crossbeams. When the vehicle is in motion, the suspension is under load, or a collision, bottoming out, or scraping occurs, the external force first acts on the front three-beam assembly. The three-beam assembly no longer bears the load independently, but instead distributes the stress evenly to the left and right connecting longitudinal beams. After the connecting longitudinal beams bear the load, they further transfer the force to the rear three-beam assembly and the connecting reinforcement plate. Finally, all external forces are evenly distributed to the left and right longitudinal beams of the frame and the entire vehicle body frame through the entire "open"-shaped closed frame. At the same time, the crumple zone structure of the three-beam assembly can actively absorb energy and buffer in a collision, changing the direction of the impact force and preventing the structure from rigidly puncturing the battery pack. Throughout the process, multiple components work together to bear the load, avoiding local stress overload, resulting in a stable and reliable structure.

[0096] The structure described in this application has the following advantages over traditional vehicle frame structures:

[0097] The closed "open" shaped frame structure thoroughly optimizes the vehicle frame's stress system, significantly improves the torsional stiffness of the entire vehicle frame, effectively improves the vehicle's stability under driving, off-road, and complex working conditions, and reduces the probability of structural deformation.

[0098] Achieving a dual function of structural support and collision protection, the small and large three-beams form a double protective barrier before and after the battery pack, effectively resisting high-frequency accidents such as bottoming out, flying stone impacts, bottom scraping, and frontal collisions, preventing battery pack damage and fire, and significantly improving the overall vehicle collision safety level. Abandoning the traditional single-point load-bearing mode, it achieves full-area load distribution, completely solving the problem of failure in weak stress areas of the small three-beams, reducing local impacts and structural fatigue, and extending the service life of the frame assembly. Compared with traditional lap joints and corner joints, the T-shaped welded joints have a larger moment of inertia, stronger resistance to torsion, bending, and lateral compression, effectively avoiding process defects such as welding deformation and joint loosening, and improving the overall reliability of the assembly. Components are interchangeable on both sides, and the structure is standardized, shortening the R&D cycle and reducing production and development costs.

[0099] The above description is merely an illustration of preferred embodiments of the present invention, and the above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0100] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A crossbeam assembly, characterized in that: It includes a main crossbeam, an inner crossbeam, and a pair of connecting longitudinal beams; one end of each pair of connecting longitudinal beams is connected to the main crossbeam, the inner crossbeam is connected between the pair of connecting longitudinal beams, and the upper part of the inner crossbeam is provided with a groove corresponding to the front motor of the new energy vehicle.

2. The beam assembly as described in claim 1, characterized in that: One end of the connecting longitudinal beam is connected to the inner side of the end of the main crossbeam, and the other end of the connecting longitudinal beam forms a protruding end. The crossbeam assembly as a whole forms an "open" shaped assembly structure.

3. The beam assembly as described in claim 1, characterized in that: A connecting reinforcement plate is provided on the inner side of the connection between the main crossbeam and the connecting longitudinal beam. The connecting reinforcement plate has an arc-shaped hollow structure.

4. The beam assembly as described in claim 1, characterized in that: The main crossbeam includes an upper plate, a lower plate, and a reinforcing plate. The edges of the upper and lower plates are welded together to form a hollow structure. The reinforcing plate is located inside the hollow structure. Collapse grooves are provided at the ends of the upper and / or lower plates.

5. The beam assembly as described in claim 1, characterized in that: The connecting longitudinal beam includes an upper plate, a lower plate, and a reinforcing plate. The edges of the upper and lower plates are welded together to form a hollow structure, and the reinforcing plate is arranged longitudinally within the hollow structure.

6. The beam assembly as described in claim 1, characterized in that: The inner crossbeam includes an upper plate and a lower plate; the edges of the upper plate and the lower plate are welded together to form a hollow structure of the inner crossbeam, and a groove is provided on the upper plate.

7. A vehicle frame, comprising a longitudinal beam, wherein a crossbeam connecting support is provided at the lower part of the longitudinal beam, characterized in that: It also includes the crossbeam assembly as described in any one of claims 1 to 6, wherein the end of the main crossbeam is connected to the crossbeam connecting support, and the lower part of the frame longitudinal beam is provided with a lower swing arm bracket connecting plate, and the outer side of the connecting longitudinal beam is connected to the lower swing arm bracket connecting plate.

8. The frame as described in claim 7, characterized in that: The lower part of the lower control arm bracket connecting plate is an L-shaped plate, and the upper and side surfaces of the frame longitudinal beam are in contact with the L-shaped plate.

9. The frame as described in claim 7, characterized in that: The main crossbeam is connected to the lower end of the crossbeam connecting support by vertical bolts, and the connecting longitudinal beam is connected to the lower part of the lower swing arm bracket connecting plate by transverse bolts.

10. A new energy vehicle, characterized in that: Includes the frame as described in any one of claims 7 to 9.

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