Power transmission beam, vehicle body structure, and vehicle

Abstract

The application discloses a force transmission beam, a vehicle body structure and a vehicle, and relates to the technical field of vehicle body front structure, wherein the force transmission beam comprises a horizontal pipe and a bent pipe, the bent pipe comprises a front bent section and a rear bent section connected with each other, the front bent section is arranged at one end of the horizontal pipe, the horizontal pipe and the two bent pipes enclose an internal region with one side being open, and the included angle between the horizontal pipe and the front bent section towards one side of the internal region is less than or equal to the included angle between the front bent section and the rear bent section towards one side of the internal region, wherein the horizontal pipe is used to be connected with the front end frame of the vehicle, and the two rear bent sections are used to be connected with the upper longitudinal beam. According to the application, the force transmission beam is arranged at the upper part of the front compartment of the vehicle, the front end frame and the upper longitudinal beam of the vehicle are connected in series through the force transmission beam, so that when the vehicle collides, the force transmission beam can distribute the collision load generated by the collision to the A column and the rocker beam, share the bearing pressure of the lower longitudinal beam of the vehicle body, improve the energy absorption of the upper vehicle body, and optimize the collision safety performance.

Description

Technical Field

[0001] This invention relates to the field of front structure technology of vehicle body, and particularly to a force transmission beam, vehicle body structure and vehicle. Background Technology

[0002] Traditional vehicle bodies primarily rely on front bumper beams, energy-absorbing boxes, and lower longitudinal beams to absorb collision energy and transfer loads. The front section of the upper body only features a split "elephant trunk" beam, front frame, and upper front longitudinal beam, lacking a corresponding force-transfer structure. During a collision, it cannot transfer the impact force to the A-pillars and sill beams. Furthermore, the separate assembly of these force-transfer components results in numerous connection points, making them prone to joint instability and tearing under impact. With the increasing curb weight of vehicles, current upper structures struggle to simultaneously meet the requirements of lightweight design and stable force transmission during collisions. Summary of the Invention

[0003] This invention proposes a force transmission beam, a vehicle body structure, and a vehicle, aiming to provide a force transmission beam structure that can transmit impact force to the vehicle's A-pillar during a collision.

[0004] One embodiment of the present invention proposes a force-transmitting beam, applied to the front compartment of a vehicle, comprising: Horizontal tube; A bent tube, comprising a front bent section and a rear bent section connected together, wherein the front bent section is located at one end of the horizontal tube, and the horizontal tube and the two bent tubes enclose an internal region with an opening on one side, wherein the angle between the horizontal tube and the front bent section toward the internal region is less than or equal to the angle between the front bent section and the rear bent section toward the internal region. The horizontal tube is used to connect to the front frame of the vehicle, and the two rear bent sections are used to connect to the upper longitudinal beam.

[0005] In one embodiment, the angle between the horizontal tube and the side of the front bend section facing the inner region is 110° to 130°; and / or The angle between the front bend and the rear bend on the side facing the inner region is 150°~160°.

[0006] In one embodiment, the force-transmitting beam further includes a filler that fills at least a portion of the space inside the transverse tube; and / or The filler fills at least a portion of the space inside the bent tube.

[0007] In one embodiment, the horizontal tube has at least two filling holes, and the filler includes a first filling segment that fills the area between the two filling holes. The portion of the horizontal tube filled with the first filling segment is used to connect with the front end frame.

[0008] In one embodiment, the front bend section is provided with at least two filling holes, and the filler further includes a second filling section, which fills the connection between the horizontal tube and the front bend section.

[0009] In one embodiment, the front bending section includes a first bending section and a second bending section connected together. The first bending section is connected to the horizontal tube, and the second bending section is connected to the rear bending section. The first bending section and the second bending section are arranged at an angle. The filler also includes a third filler section, which fills the connection between the first bending section and the second bending section.

[0010] In one embodiment, the horizontal tube has at least one positioning plane; and / or Each of the bent tubes has at least one of the positioning planes.

[0011] In one embodiment, the horizontal tube and the two bent tubes are integrally formed; and / or The horizontal tube and the two bent tubes are made of metal.

[0012] An embodiment of the present invention also provides a vehicle body structure, comprising: The front frame is located on the lower longitudinal beam; As described above, in the force transmission beam, the horizontal tube passes through the front end frame; A fastener is located at the end of the rear bend section away from the front bend section, and the fastener is used to connect to the upper longitudinal beam.

[0013] An embodiment of the present invention also provides a vehicle including the body structure described above.

[0014] This invention involves installing a force-transfer beam in the upper part of the vehicle's front compartment, which connects the vehicle's front frame and upper longitudinal beam. In the event of a frontal or offset collision, the force-transfer beam can transfer the impact force generated by the collision to the vehicle's A-pillar, thereby diverting the collision load to the A-pillar and sill beam, sharing the load-bearing pressure of the lower longitudinal beam, improving the energy absorption and force transmission efficiency of the upper body, reducing passenger compartment intrusion, and optimizing collision safety performance. Specifically, the force transmission beam includes a horizontal tube and a bent tube. The bent tubes are located at opposite ends of the horizontal tube and include a connected front bent section and a rear bent section. The horizontal tube and the two bent tubes enclose an internal area with an opening on one side, which is the forward cabin area. The angle between the horizontal tube and the front bent section facing the internal area is less than or equal to the angle between the front bent section and the rear bent section facing the internal area. This reduces the risk of shear fracture of the bent tube during a collision, ensures that the impact force is smoothly transmitted backward along the tube body, avoids premature failure of the force transmission path, and reduces the lateral space occupied by the force transmission beam to accommodate the arrangement of components in the forward cabin. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is an exploded structural diagram of an embodiment of the force transmission beam provided by the present invention; Figure 2 for Figure 1 A magnified view of a section at point A in the middle; Figure 3 This is a top view of the force-transmitting beam; Figure 4 This is a cross-sectional view of the horizontal tube in the force transmission beam; Figure 5 A schematic diagram of an embodiment of the vehicle body structure provided by the present invention; Figure 6 This is a schematic diagram of the front compartment structure of the vehicle provided by the present invention.

[0017] Explanation of icon numbers: 100. Force transmission beam; 1. Horizontal tube; 11. Protruding structure; 1a. Filling hole; 1b. Positioning plane; 2. Bending tube; 21. Front bending section; 211. First bending section; 212. Second bending section; 22. Rear bending section; 3. Filler; 31. First filling section; 32. Second filling section; 33. Third filling section; 200. Front frame; 210. Adapter bracket; 300. Fixture; 400. Upper longitudinal beam; 500. Front anti-collision beam; 600. Energy absorption box; 700. Lower longitudinal beam; 800. A-pillar; 900. Sill beam. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of various embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] It should be noted that if directional indications (such as up, down, left, right, front, back, etc.) are involved in multiple embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0020] Furthermore, if the various embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text implies three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0021] Traditional frontal collision energy transmission systems mainly rely on the front bumper beam, energy-absorbing box, and lower longitudinal beam to form the lower load transmission path. The upper body front section only has a split front frame, independent trunk beam, and upper longitudinal beam, without a through-type integrated upper force transmission component. When the vehicle is involved in a frontal collision or offset collision, the front impact load cannot be effectively diverted upward and stably transmitted to the A-pillar and sill beam. The lower body structure alone bears the task of energy absorption and force transmission, which can easily lead to excessive collapse of the lower longitudinal beam and increased risk of passenger compartment intrusion.

[0022] The various force-transmitting components in the upper part are assembled independently, and the components are connected by multiple sets of bolts and spot welds. Under high-load impact, stress concentration is prone to occur at the connection nodes, leading to tearing, separation, and structural instability failure. At present, the three-electric system in new energy vehicles has significantly increased the overall vehicle weight. The existing split upper body structure has a low material utilization rate. Simply thickening the sheet metal for reinforcement will increase the weight of the vehicle, making it difficult to simultaneously meet the vehicle's lightweighting requirements and the stringent passive safety protection requirements for frontal and offset collisions.

[0023] To address the aforementioned problems, this invention proposes a force transmission beam 100 to solve or at least alleviate the technical problems mentioned above.

[0024] Please see Figure 1In one embodiment of the present invention, the force transmission beam 100 mainly includes a horizontal tube 1 and a bent tube 2. The bent tube 2 includes a front bent section 21 and a rear bent section 22 connected to each other. The front bent section 21 is located at one end of the horizontal tube 1. The horizontal tube 1 and the two bent tubes 2 enclose an internal area with an opening on one side. The angle between the horizontal tube 1 and the front bent section 21 facing the internal area is less than or equal to the angle between the front bent section 21 and the rear bent section 22 facing the internal area. The horizontal tube 1 is used to connect with the front end frame 200 of the vehicle, and the two rear bent sections 22 are used to connect with the upper longitudinal beam 400.

[0025] Understandably, this force transmission beam 100 is applied to the upper area of ​​the vehicle's front compartment, symmetrically arranged along the longitudinal center plane of the vehicle body, and includes a transversely extending horizontal tube 1 and two symmetrically arranged bent tubes 2. The horizontal tube 1 is arranged along the width direction of the vehicle body, located at the upper front of the front compartment, corresponding to the position in front of the radiator module. The horizontal tube 1 is inserted into the front frame 200, forming a fitted and fixed structure with the front frame 200. The two bent tubes 2 are located at the left and right ends of the horizontal tube 1, and each bent tube 2 includes a connected front bent section 21 and a rear bent section 22. The front end of the front bent section 21 is integrally connected to the corresponding end of the horizontal tube 1, and the rear end of the front bent section 21 is smoothly connected to the front end of the rear bent section 22. The horizontal tube 1 and the two bent tubes 2 together enclose an internal area with a rear opening, which corresponds to the component storage space in the upper part of the front engine compartment.

[0026] It is worth noting that the angle between the horizontal tube 1 and the front bend section 21 facing the inner area is less than or equal to the angle between the front bend section 21 and the rear bend section 22 facing the inner area. The front bend section 21 extends backward from the end of the horizontal tube 1 and tilts outward from the vehicle body. The rear bend section 22 continues to extend backward from the end of the front bend section 21 and gradually converges towards the inner side of the vehicle body. The rear ends of the two rear bend sections 22 correspond to the front ends of the upper longitudinal beams 400 on the left and right sides of the vehicle body, respectively. The rear ends of the rear bend sections 22 are provided with fasteners 300, which achieve rigid connection with the upper longitudinal beams 400 on the corresponding side through the fasteners 300.

[0027] After the overall assembly is completed, the horizontal tube 1 is located at the front end of the upper part of the front compartment and can bear the collision load transmitted by the front frame 200. The bent tubes 2 on both sides form a continuous force transmission channel from front to back, which diverts the collision load from the front frame 200 to the upper longitudinal beams 400 on both sides, and then to the A-pillar 800 and sill beam 900 area, forming an auxiliary collision force transmission path at the front of the upper body. Together with the force transmission paths of the front anti-collision beam 500, energy absorption box 600 and lower longitudinal beam 700 of the lower body, they form a load diversion structure that runs parallel to each other.

[0028] Please see Figure 3To further reduce the risk of stress concentration in the bending area of ​​the force transmission beam 100, and to adapt to the component layout space inside the front compartment, thereby improving the smoothness of collision load transmission along the tube body, the angle between the horizontal tube 1 and the front bending section 21 facing the inner area, i.e., angle α shown in the figure, can be set to 110°~130°. This angle range matches the lateral layout dimensions of the front end of the front compartment, which can guide the collision load to the rear of the vehicle while controlling the lateral space occupied by the front of the force transmission beam 100, avoiding excessive encroachment on the installation area of ​​surrounding accessories. The specific value of angle α can be adaptively adjusted according to the overall layout scheme of the front compartment of different vehicle models, and this application does not limit it.

[0029] Similarly, the angle between the front bend segment 21 and the rear bend segment 22 facing the inner region, i.e., angle β shown in the figure, can be set to 150°~160°. This angle range allows the front bend segment 21 and the rear bend segment 22 to maintain a gentle bending shape at the transition position between the front and rear sections. When the impact load is transmitted along the axial direction of the rear bend segment 22, the directional transition can be completed smoothly, effectively reducing the local stress peak at the turning point. The bending transition area of ​​the front bend segment 21 and the rear bend segment 22 can adopt a smooth arc transition structure, and the material can be a high-strength metal material to further enhance the buckling resistance and impact resistance of the bending area.

[0030] By designing the two bending angles together, a continuous and stable force transmission channel can be constructed within the limited upper space of the front compartment. This ensures the continuity of load transmission during a collision, reduces the probability of breakage or instability at the bending positions of the first bending segment 211 and the second bending segment 212, and can also adapt to the front compartment component layout requirements of different vehicle models, taking into account both structural load-bearing performance and spatial layout adaptability.

[0031] To further enhance the overall buckling resistance and structural stiffness of the force transmission beam 100, strengthen the load-bearing capacity of the tube under impact loads, and facilitate the positioning and assembly of the tube with surrounding components, the cross-section of the force transmission beam 100 can adopt a non-circular tube structure to avoid the problem of insufficient bending and torsional load-bearing capacity of circular tube structures. The cross-sectional profile can be designed as a pentagonal or hexagonal irregular cross-section, or other polygonal cross-sectional structures can be used according to actual load-bearing requirements; this application does not limit this. The non-circular irregular cross-section can effectively increase the moment of inertia of the tube section, improve the structural strength of the tube under bending and torsional loads, and at the same time form a flat positioning and mating surface, facilitating the alignment and installation of the force transmission beam 100 with the front frame 200, the fastener 300, and other surrounding components.

[0032] Through the above-mentioned structural design of non-circular irregular cross sections, the overall load-bearing stiffness of the force transmission beam 100 can be improved without significantly increasing the weight of the components, while optimizing the convenience of assembly and positioning, and taking into account both collision force transmission performance and process assembly efficiency.

[0033] Please see Figure 4 It should be noted that, in one embodiment, the overall cross-sectional profile of the force transmission beam 100 adopts a hexagonal cross-section. The hexagonal cross-section shape can effectively increase the moment of inertia of the section, and can delay the timing of buckling deformation of the tube during a collision. The length and angle ratio of each side of the cross-section can be adjusted according to the actual load-bearing requirements and the arrangement space of the forward compartment, and this application does not limit this.

[0034] Optionally, the cross-section of the force transmission beam 100 has two positioning planes 1b, which are arranged opposite to each other. The oppositely arranged positioning planes 1b provide a flat mating reference surface. When the force transmission beam 100 is assembled with the front frame 200 or other peripheral components, it can achieve a close fit and alignment through the positioning planes 1b, avoiding circumferential rotational displacement of the tube body during assembly, thus improving assembly accuracy and structural stability after connection. The width of the positioning planes 1b can be adapted to the installation interface dimensions of the mating components, and the positioning planes 1b can be formed integrally with the tube body using a molding process.

[0035] By using a hexagonal cross-section structure in conjunction with the relatively positioned positioning plane 1b, the overall collision bearing capacity of the force transmission beam 100 can be strengthened, while simplifying the assembly and positioning process and improving the reliability of component connections.

[0036] To ensure the overall structural continuity and cross-sectional consistency of the irregular cross-section force transmission beam 100, and to improve the forming accuracy and structural strength of the bending area of ​​the tube, the force transmission beam 100 can be processed and prepared using a thermal expansion forming process.

[0037] During the forming process, the pipe to be formed can be placed into the cavity of a forming mold that matches the target pipe structure. The entire or partial area of ​​the pipe is heated to allow the pipe material to enter the plastic deformation range. Then, a high-pressure fluid medium is introduced into the pipe, and the internal fluid pressure drives the outer wall of the pipe to gradually expand and fit against the inner wall of the mold cavity until the outer contour of the pipe completely matches the shape of the mold cavity, thus simultaneously completing the forming of the irregular cross-section bulging and the overall bending structure.

[0038] It should be noted that for complex tubular structures with multiple bends and variable cross-sections, the overall processing can be completed by one-time mold forming, or the expansion forming of different areas can be completed in stages. The specific forming process can be selected according to the structural complexity of the tubular structure and the production preparation conditions. This application does not limit this.

[0039] During the molding process, the wall thickness of different areas of the tube can be controlled by adjusting fluid pressure parameters, heating temperature distribution, and holding time. This allows areas with higher load-bearing requirements to obtain suitable wall thickness parameters, matching the collision load design requirements of different vehicle models. The force transmission beam 100, processed by thermal expansion molding, has a continuous, integrated tube structure without any connection breaks caused by segmented splicing. The cross-sectional shape remains uniform throughout, ensuring a smooth and continuous transmission of collision loads along the tube. Furthermore, this process can adapt to complex irregular cross-sections and multi-segment bending structures. The resulting tube structure exhibits uniform strength distribution and excellent buckling resistance, balancing the collision load-bearing capacity of the force transmission beam 100 with the production efficiency of mass production.

[0040] It should be noted that the force transmission beam 100 can be made of aluminum alloy, magnesium alloy, or steel; this application does not limit its material. As an example, the force transmission beam 100 is made of 45 high-quality carbon structural steel (hereinafter referred to as 45 steel). 45 steel possesses both good high-temperature plastic deformation capacity and room-temperature structural strength. Under heating conditions, it can smoothly complete the forming process of irregular cross-section bulging and multi-segment bending, adapting to the processing requirements of hot expansion forming technology. Under room-temperature conditions, it has stable bending and impact resistance, which can meet the force transmission load requirements under vehicle collision conditions.

[0041] When using No. 45 steel to prepare the force transmission beam 100, the initial wall thickness of the tube can be selected according to the collision design requirements of different vehicle models. After forming, the strength and toughness ratio of the material can also be adjusted through the matching heat treatment process. The specific process parameters can be adjusted according to actual needs, and this application does not limit this.

[0042] Please continue reading. Figure 1 and combined Figure 2 In one embodiment, to specifically enhance the buckling resistance of the high-stress area of ​​the force transmission beam 100, the local load-bearing capacity is improved without increasing the overall wall thickness of the tube, taking into account both structural strength and lightweight design requirements. The force transmission beam 100 also includes a filler 3. It should be noted that the filler 3 can fill the entire interior of the force transmission beam 100, or it can fill at least a portion of the space inside the horizontal tube 1, or it can fill at least a portion of the space inside the bent tube 2. It can also be segmented and filled in the corresponding interior spaces of the horizontal tube 1 and the bent tube 2 simultaneously. The specific filling position and filling length can be adapted and adjusted according to the stress distribution results of the tube under the collision condition, and this application does not limit this.

[0043] It should also be noted that filler 3 can be made of foamed lightweight materials or other support materials with porous compressive strength. The material density and filling volume can be flexibly adjusted according to the load-bearing requirements of the target area. The filling operation can be carried out by injecting the corresponding material through the pre-set filling hole 1a in the pipe. After the material solidifies, the filling hole 1a can be sealed and a stable internal support structure can be formed inside the pipe. The filling process can be selected according to the material characteristics, and this application does not limit it.

[0044] It is understandable that when filler 3 is placed in the load input area inside the horizontal tube 1, it can provide uniform inward support to the tube wall. When the collision load acts on the front end of the tube, it can effectively reduce the tendency of the tube wall to undergo local depression and wrinkling deformation, ensure the structural integrity of the initial force transmission section, and enable the load to be smoothly transmitted to subsequent tube sections. When filler 3 is placed in the bending transition area inside the bent tube 2, it can form multi-point internal support for the tube wall at the turning point, disperse the local stress peak generated during the load turning process, and reduce the risk of shear fracture or buckling in the bending area.

[0045] By setting filler 3 in the corresponding section inside the force transmission beam 100, the stress distribution pattern during the collision process can be matched, and the structural reinforcement of the key area can be achieved with a small weight increase. This effectively delays the timing of local instability of the tube body, ensures the continuous stability of the entire force transmission path, and avoids unnecessary weight increase caused by thickening the entire tube, thus balancing collision safety performance and vehicle lightweighting indicators.

[0046] Please see Figure 1 In one embodiment, to achieve precise segmented placement of the filler 3 inside the horizontal tube 1, so that the reinforced filling area precisely corresponds to the stress-bearing section connecting the horizontal tube 1 and the front frame 200, while simplifying the filling process and improving the controllability of the filling position and quality, at least two filling holes 1a are provided on the tube wall of the horizontal tube 1. The filling holes 1a can be arranged at intervals along the axial direction of the horizontal tube 1. The specific number, diameter, and spacing of the holes can be adapted and adjusted according to the length of the target filling section and the characteristics of the filling material, which is not limited in this application.

[0047] During the filling process, the liquid filler 3 is filled into the area between the two filling holes 1a through the two filling holes 1a. When the filler 3 from the two filling holes 1a meets in the area between the two filling holes 1a, the filling of the area between the two filling holes 1a is completed, thus ensuring that the filler 3 is filled in the preset area.

[0048] As an example, when filling the horizontal tube 1, the filler 3 includes a first filling segment 31, which fills the space inside the tube between two filling holes 1a. After the material has cured and set, a first filling segment 31 with clear boundaries is formed. By defining the position of the two filling holes 1a, the axial coverage range of the filling segment can be precisely controlled, and fixed-point segmented filling can be achieved without adding additional sealing components inside the tube.

[0049] The horizontal tube 1 has two stress-bearing areas for connection with the front frame 200, and both stress-bearing areas are filled with filler material 3. This area is the core input section for the transmission of collision load from the front frame 200 to the force transmission beam 100. The first filler section 31 inside can form uniform inward support for the tube wall, disperse the local compressive stress at the connection point, reduce the possibility of local indentation of the tube wall, ensure the structural integrity of the load input point, and enable the collision load to be smoothly transmitted to the subsequent tube sections.

[0050] By designing the filling hole 1a and using a segmented filling structure, the internal reinforcement can be precisely applied to the stress-bearing area connecting the horizontal tube 1 and the front frame 200. This achieves performance reinforcement at key force transmission locations with less filling material, avoiding unnecessary weight gain from full tube filling. At the same time, the filling process is simple and controllable, taking into account both collision load-bearing performance and production economy.

[0051] Please continue reading. Figure 1 In one embodiment, to enhance the buckling resistance of the connection between the horizontal pipe 1 and the front bend section 21, the stress concentration area at the bend between the horizontal pipe 1 and the bend 2 is covered, while controlling the amount of filling material to avoid unnecessary weight increase. The front bend section 21 is provided with at least two filling holes 1a. The filling holes 1a can be arranged at intervals along the extension direction of the pipe body on the front and rear sides of the connection area. The number of holes, the diameter of the holes, and the specific position can be adapted and adjusted according to the length of the bend area and the flow characteristics of the filling material. This application does not limit this. During the filling operation, the liquid filler 3 is filled through the filling holes 1a on the horizontal pipe 1 near the bend 2 and the filling holes 1a on the front bend section 21 of the bend 2 near the horizontal pipe 1. The filler 3 entering from both sides enters the pipe section area at the connection between the horizontal pipe 1 and the front bend section 21, which constitutes the second filling section 32.

[0052] Understandably, this connection point is a transitional section where the direction of the force transmission beam 100 deflects. The collision load completes the force flow direction conversion at this point, and the local stress level is significantly higher than that of the straight horizontal pipe 1. The second filling section 32 completely covers the internal space of the connection area. After curing, it can fit tightly against the inner wall of the pipe, providing full circumferential support from the inside. The specific filling material can be referred to the description of the first filling section 31 above, and will not be repeated here.

[0053] By setting corresponding filling holes 1a at the end of the horizontal tube 1 and the end of the front bending section 21 and forming a second filling section 32 at the connection position, the internal reinforcement can be applied to the turning connection area where the collision stress is concentrated. The performance enhancement of key parts can be achieved with a small increase in material, which can ensure the structural stability of the force transmission path at the turning position, control the increase in overall weight, and take into account both collision safety performance and lightweight design goals.

[0054] Please see Figure 1 and combined Figure 3 In one embodiment, in order to adapt to the pipe wall stretching deformation characteristics of the thermal expansion forming process, reduce the forming and processing difficulty of the pipe body bending area, and ensure the uniformity of the pipe body wall thickness and structural mechanical properties after forming.

[0055] The front bending section 21 includes a first bending section 211 and a second bending section 212 connected to each other. The first bending section 211 is connected to the horizontal pipe 1, and the second bending section 212 is connected to the rear bending section 22. The first bending section 211 and the second bending section 212 are set at an angle, and the overall direction transition of the front bending section 21 is completed by two small-angle deflections.

[0056] The connection between the first bending segment 211 and the second bending segment 212 can adopt a smooth arc transition structure. The deflection angles of the two segments can be adjusted according to the overall steering requirements and the material forming limits, without needing to maintain the same deflection amplitude. The first bending segment 211, the second bending segment 212, the horizontal pipe 1, and the rear bending segment 22 are integrally formed by thermal expansion molding, ensuring that the entire pipe body has no splicing breaks and maintaining the continuity of the force transmission path.

[0057] The two-section, small-angle deflection front bending section 21 structure can adapt to the process characteristics of thermal expansion forming, improve the tube forming qualification rate and wall thickness uniformity, and ensure the structural strength consistency of the finished product; it can also smoothly guide the direction conversion of the collision load, disperse the stress concentration in the bending area, and flexibly adapt to the component layout space inside the front compartment, taking into account process feasibility, collision bearing performance and spatial adaptability.

[0058] In one embodiment, to further enhance the impact resistance of the deflection connection position within the front bend section 21, match the stress distribution characteristics of the multi-segment bend structure, and ensure the structural stability of the force transmission path in the directional transition section, the filler 3 also includes a third filler segment 33, which fills the connection between the first bend section 211 and the second bend section 212. This position is the transition section where the pipe direction undergoes a secondary deflection within the front bend section 21. When the collision load completes its directional adjustment here, local stress concentration will occur; at the same time, due to the influence of the thermal expansion forming stretching deformation characteristics, the wall thickness distribution of the pipe wall in this area differs from that of the straight section, which is a key control area for the pipe's load-bearing performance.

[0059] The third filling section 33 can be formed by injecting material through the pre-set filling hole 1a in the wall of the front bent section 21. After the filling material fills the internal cavity connecting the two bent sections, it solidifies and forms a tightly fitting internal support structure with the inner wall of the pipe. The filling material can be referred to the relevant content of the first filling section 31 mentioned above, and will not be repeated here.

[0060] The third filling section 33 provides full-circumferential inward support to the pipe wall at the bend from within the pipe body. This disperses the local stress peaks generated by load deflection, counteracts the tendency of the pipe wall to collapse inward when impacted, and delays buckling and wrinkling of the pipe body at this location. This internal reinforcement structure works synergistically with the two-section small-angle deflection pipe structure to jointly enhance the overall structural strength of the bend area of ​​the front bending section 21.

[0061] It should be noted that the first filling section 31, the second filling section 32, and the third filling section 33 mentioned above can be made using the same process and the same foaming material, or they can be made using different materials. This application does not limit this. As some examples, the filler 3 can be made of polyurethane foaming material or epoxy-based foaming material. This application does not limit the specific material type of the filler 3.

[0062] Please see Figure 2 In one embodiment, to enhance the contact bearing capacity of the connection area between the horizontal tube 1 and the front end frame 200, strengthen the local structural strength of the connection stress section, and ensure the force transmission stability at the collision load input position, a protruding structure 11 is provided at the corresponding position of the connection stress between the horizontal tube 1 and the front end frame 200. The protruding structure 11 extends along the axial direction of the horizontal tube 1, and its distribution range can be adjusted according to the connection interface shape of the front end frame 200. The specific structural shape can be designed according to the fitting requirements, and this application does not limit it. The protruding structure 11 can be formed with the main body of the horizontal tube 1 through an integral molding process. In the thermal expansion molding process, it can be directly expanded and formed through the corresponding shape of the mold cavity, or it can be prepared through subsequent local shaping processes. The specific processing method can be selected according to the production process conditions.

[0063] Understandably, the raised structure 11 can increase the effective contact area between the horizontal tube 1 and the front frame 200, making the force distribution more uniform after the two are connected, dispersing the local compressive stress at the connection point, and avoiding the crushing deformation of the contact surface caused by stress concentration; at the same time, the wall thickness of the tube at the corresponding position of the raised structure 11 is effectively increased, and the local bending and compressive bearing capacity is enhanced. During the process of the collision load being transmitted from the front frame 200 to the horizontal tube 1, this area is less likely to experience local indentation or plastic instability, ensuring the structural integrity of the load input section and enabling the load to be smoothly transmitted to the subsequent sections of the tube.

[0064] It should be noted that the material of the protruding structure 11 can be consistent with that of the main body of the horizontal tube 1, without the need for additional splicing of dissimilar materials, thus maintaining the continuity of force transmission throughout the tube. The height, circumferential distribution angle, and axial length of the protrusion can be adapted and adjusted according to the size of the connection interface and the load level, without the need for comprehensive thickening of the entire horizontal tube 1.

[0065] By setting a protruding structure 11 at the connection stress position, the local strength and contact fit performance of the load input area of ​​the horizontal tube 1 can be specifically strengthened, and the load bearing reliability of the connection area can be improved with a small weight increment. Together with the internal reinforcement of the corresponding filling section inside the tube, the collision load is smoothly transmitted into the force transmission beam 100, and the stability and effectiveness of the entire upper force transmission path are maintained.

[0066] Please see Figure 5 This application also proposes a vehicle body structure, which includes a front frame 200, a force transmission beam 100 as described above, and a fastener 300. The front frame 200 is fixedly mounted on the lower longitudinal beam 700 of the vehicle via an adapter bracket 210. The transverse tube 1 portion of the force transmission beam 100 is combined with the front frame 200, and the ends of the two bent tubes 2 of the force transmission beam 100 away from the transverse tube 1 are fixedly mounted on the end of the upper longitudinal beam 400 of the vehicle via the fastener 300.

[0067] The specific structure of the force transmission beam 100 is as described in the above embodiments. Since the vehicle body structure adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0068] Please see Figure 6 This application also proposes a vehicle that adopts the above-mentioned body structure. When the vehicle is involved in a frontal collision or offset collision, the front compartment structure of the vehicle receives the impact load and then transmits and disperses it to the rear along two parallel paths, and the components work together to absorb the collision energy and transfer the load, thereby reducing the risk of intrusion into the passenger compartment.

[0069] Specifically, the front bumper beam 500, protruding forward from the front frame 200, is the first to contact the collision obstacle, dispersing the concentrated impact force laterally to the corresponding energy-absorbing boxes 600 on both sides. The energy-absorbing boxes 600 absorb the impact energy in the initial stage of the collision and reduce the peak load through controlled axial crumpling deformation. The remaining load after being buffered by the energy-absorbing boxes 600 continues to be transmitted rearward to the lower longitudinal beam 700. The lower longitudinal beam 700 extends longitudinally along the vehicle body and further dissipates the collision energy through its own progressive deformation, continuously transmitting the load to the sill beam 900 area under the passenger compartment, forming the main force transmission path of the lower body.

[0070] Simultaneously, the collision load acts synchronously on the front frame 200. As the initial load-bearing structure of the upper force transmission path, the front frame 200 directly transmits part of the impact load to the horizontal tube 1 of the force transmission beam 100 connected to it. The protruding structure 11 in the corresponding connection area of ​​the horizontal tube 1 can increase the effective contact force transmission area between the two, making the load distribution more uniform. The first filling section 31 inside the horizontal tube 1 provides support to the tube wall from the inside, offsetting local compressive stress, avoiding local crushing deformation in the load input area, and ensuring that the collision load is smoothly introduced into the force transmission beam 100.

[0071] After the load enters the force transmission beam 100, it is diverted along the horizontal pipe 1 to the two front bend sections 21. The front bend section 21 adopts a two-stage small-angle deflection structure. When the collision force flow passes through the connection position of the first bend section 211 and the second bend section 212, the transmission direction is gradually adjusted to avoid stress abrupt changes caused by a single large-angle bend. The second filling section 32 and the third filling section 33, corresponding to the connection position, form inward support from inside the pipe at the connection point of the horizontal pipe 1 and the front bend section 21, and at the connection point of the two bends, respectively, delaying the buckling instability of the pipe wall and ensuring that the load is smoothly transmitted backward along the pipe body.

[0072] After receiving the load from the front bending section 21, the rear bending section 22 of the load-transmitting beam 100 transmits the load to the end fastener 300. The fastener 300, as a transitional connection structure between the load-transmitting beam 100 and the upper longitudinal beam 400, can buffer abrupt changes in boundary stiffness between components with different cross-sections and stiffnesses, allowing the load to be smoothly introduced to the end of the upper longitudinal beam 400 and preventing tearing failure caused by stress concentration at the connection node.

[0073] After the load enters the upper longitudinal beam 400, it continues to be transmitted along the rear and upper sides of the vehicle body, and finally disperses to the A-pillar 800 and sill beam 900 areas, forming a load closed loop with the lower vehicle body force transmission path, and together dispersing the collision energy to the load-bearing structure around the entire passenger compartment.

[0074] For small offset collisions, the lateral continuous tubular structure of the force transmission beam 100 can also effectively bear the offset impact load, and directly guide the impact force to the upper longitudinal beam 400 and A-pillar system on the corresponding side, avoiding excessive collapse of the front single-sided structure and intrusion into the passenger compartment, thus improving the passive safety performance under offset collision conditions.

[0075] Through the coordinated action of the upper and lower force transmission paths, the load-bearing pressure of the lower longitudinal beam 700 can be effectively distributed, fully utilizing the load-bearing capacity of the upper front structure, and improving the vehicle's collision energy management capabilities while controlling the overall weight. The segmented filling and multi-stage bending of the tubes inside the force transmission beam 100 work together to ensure the continuous stability of the upper force transmission path, effectively reducing passenger compartment intrusion and improving the vehicle's passive safety performance.

[0076] It should be noted that, in terms of body structure and function, the vehicle proposed in this application can be a sedan, SUV, MPV, or pickup truck. In terms of power type, it can be a gasoline-powered vehicle, a pure electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, a range-extended electric vehicle, or a fuel cell vehicle; this application does not limit this. The force transmission beam 100 adopts a universal force transmission architecture and modular installation design, making it compatible with most vehicle models on the market.

[0077] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A force-transmitting beam, applied to the front compartment of a vehicle, characterized in that, include: Horizontal tube (1); The bent pipe (2) includes a front bent section (21) and a rear bent section (22) connected to each other. The front bent section (21) is located at one end of the horizontal pipe (1). The horizontal pipe (1) and the two bent pipes (2) enclose an internal area with an opening on one side. The angle between the horizontal pipe (1) and the front bent section (21) facing the internal area is less than or equal to the angle between the front bent section (21) and the rear bent section (22) facing the internal area. The horizontal tube (1) is used to connect to the front frame (200) of the vehicle, and the two rear bending sections (22) are used to connect to the upper longitudinal beam (400).

2. The force transmission beam as described in claim 1, characterized in that, The angle between the horizontal tube (1) and the front bend section (21) facing the inner region is 110°~130°; and / or The angle between the front bend (21) and the rear bend (22) toward the inner region is 150°~160°.

3. The force-transmitting beam as described in any one of claims 1 to 2, characterized in that, The force transmission beam (100) further includes a filler (3) that fills at least a portion of the space inside the horizontal tube (1); and / or The filler (3) fills at least a portion of the space inside the bent tube (2).

4. The force transmission beam as described in claim 3, characterized in that, The horizontal tube (1) is provided with at least two filling holes (1a), and the filler (3) includes a first filling section (31), which fills the area between the two filling holes (1a). The horizontal tube (1) is filled with a portion of the structure of the first filling section (31) for connection with the front end frame (200).

5. The force transmission beam as described in claim 4, characterized in that, The front bending section (21) is provided with at least two filling holes (1a), and the filler (3) further includes a second filling section (32), which fills the connection between the horizontal tube (1) and the front bending section (21).

6. The force transmission beam as described in claim 5, characterized in that, The front bending section (21) includes a first bending section (211) and a second bending section (212) connected to each other. The first bending section (211) is connected to the horizontal tube (1), and the second bending section (212) is connected to the rear bending section (22). The first bending section (211) and the second bending section (212) are set at an angle. The filler (3) further includes a third filler segment (33), which fills the connection between the first bent segment (211) and the second bent segment (212).

7. The force-transmitting beam as described in any one of claims 1 to 2, characterized in that, The horizontal tube (1) has at least one positioning plane (1b); and / or Each of the bent tubes (2) has at least one of the positioning planes (1b).

8. The force transmission beam as described in claim 7, characterized in that, The horizontal tube (1) and the two bent tubes (2) are integrally formed; and / or The horizontal tube (1) and the two bent tubes (2) are made of metal.

9. A vehicle body structure, characterized in that, include: The front frame (200) is located on the lower longitudinal beam (700); The force transmission beam (100) as described in any one of claims 1 to 8, wherein the horizontal tube (1) passes through the front end frame (200); A fastener (300) is provided at one end of the rear bend (22) away from the front bend (21), and the fastener (300) is used to connect to the upper longitudinal beam (400).

10. A vehicle, characterized in that, Including the vehicle body structure as described in claim 9.

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