Front longitudinal beam assembly and vehicle

Abstract

The utility model provides a front longitudinal beam assembly and a vehicle. The front longitudinal beam assembly comprises a front longitudinal beam and a supporting piece. The supporting piece comprises a main body part and a first connecting part connected with the periphery of the main body part, the first connecting part is connected with the front end of the front longitudinal beam, the main body part comprises a front part and a rear part, and the front part and the rear part are opposite in the advancing direction of the vehicle and are connected with each other, so that the supporting piece can reduce impact and deformation borne by the front longitudinal beam in the advancing direction; and the deviation of the vehicle in the width direction perpendicular to the advancing direction after the vehicle is impacted can also be increased. Therefore, the front longitudinal beam assembly provided by the utility model can improve the non-deformability.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a front longitudinal beam assembly and a vehicle. Background Art

[0002] With the development of technology, the requirements for vehicle safety performance are getting higher and higher. For small offset collision tests, various OEMs mostly adopt hard resistance strategy, sliding strategy, and hard resistance + sliding strategy. The "sliding" strategy under the small offset collision condition of the car means that when the vehicle loses control or encounters a small offset collision, it can slide sideways with the collision vehicle to reduce the impact on the A-pillar, thereby ensuring the integrity of the passenger compartment structure, providing more living space for the occupants in the car, and reducing the damage to the occupants.

[0003] In the related art, a reinforcing structure such as a reinforcing plate or reinforcing rib is arranged around the front longitudinal beam of the vehicle to reduce the impact on the front longitudinal beam and the A-pillar when the vehicle collides. The reinforcing structure is not specially designed in shape according to the vehicle collision conditions, so that the reinforcing structure is too small in size, which easily leads to the reinforcing structure absorbing less kinetic energy at the moment of collision, resulting in a large deformation of the vehicle, while the reinforcing structure is too large in size, which is not conducive to the overall lightweight design requirements of the vehicle. Utility Model Content

[0004] The main purpose of the utility model is to provide a front longitudinal beam assembly and a vehicle, which can improve the anti-deformation capability.

[0005] To achieve the above purpose, the embodiment of the utility model adopts the following technical solutions:

[0006] A front longitudinal beam assembly, used for a vehicle, comprises a front longitudinal beam and a supporting member;

[0007] The support member includes a main body and a first connecting portion connected to the outer periphery of the main body, the first connecting portion is connected to the front end of the front longitudinal beam, the main body includes a front portion and a rear portion, the front portion and the rear portion are opposite to each other along the direction of travel of the vehicle and are connected to each other, so that the support member can reduce the impact and deformation of the front longitudinal beam along the direction of travel.

[0008] In some embodiments, along the vertical direction, the average width of the front portion is greater than the average width of the rear portion.

[0009] In some embodiments, along a direction perpendicular to the traveling direction and the vertical direction, an average thickness of the front portion is greater than an average thickness of the rear portion.

[0010] In some embodiments, the first connecting portion includes a first portion, a second portion and a third portion, the first portion and the second portion are both connected to the front portion and both extend in a direction toward the rear end of the front longitudinal beam to the front end of the front longitudinal beam, and the third portion is connected to the rear portion and extends in a direction toward the front end of the front longitudinal beam to the rear end of the front longitudinal beam.

[0011] In some embodiments, the first portion and the second portion are arranged opposite to each other in the vertical direction, and the third portion is located between the first portion and the second portion.

[0012] In some embodiments, the front longitudinal beam includes a first beam body and a second beam body, the first portion and the third portion are both connected to the first beam body, and the second portion is connected to the second beam body.

[0013] In some embodiments, along the vertical direction, one end of the second beam is connected to the first beam, and the other end is connected to the second portion.

[0014] In some embodiments, the front longitudinal beam includes a second connecting portion, the second connecting portion is suitable for connecting to a frame assembly of the vehicle, the second connecting portion has a first force point at the position where the frame assembly is connected, the number of the first force points is multiple, the first portion has a second force point at the position where the front longitudinal beam is connected, when the frame assembly is impacted in the opposite direction of the vehicle's travel direction, force is applied to the first force point and the second force point, the orthographic projections of the multiple first force points on a plane perpendicular to the travel direction are multiple first projections, the orthographic projections of the second force points on a plane perpendicular to the travel direction are second projections, and the second projections are located within the figure enclosed by each first projection.

[0015] In some embodiments, the support member connects a side of the front longitudinal beam close to a cab of the vehicle in a direction perpendicular to the traveling direction and in a vertical direction.

[0016] The embodiment of the second aspect of the utility model further provides a vehicle, comprising a front longitudinal beam assembly and a frame assembly according to any one of the above embodiments.

[0017] Compared with the prior art, the beneficial effects of the utility model are:

[0018] The front longitudinal beam assembly of the utility model includes a front longitudinal beam and a support member, wherein the front longitudinal beam is a beam structure on both sides of the vehicle. In order to prevent the front longitudinal beam from being deformed and damaged by the impact on the vehicle, thereby causing the A-pillar or the occupants of the vehicle to be injured, the utility model adopts a support member to strengthen the anti-deformation ability of the front longitudinal beam. The support member includes a main body and a first connecting portion connected to the periphery of the main body, wherein the first connecting portion connects the front end of the front longitudinal beam, and the main body includes a front part and a rear part, and the front part and the rear part are opposite and connected to each other along the traveling direction of the vehicle. In addition to being able to improve the anti-deformation ability of the front longitudinal beam assembly by absorbing impact, the support member can also increase the displacement of the vehicle in the width direction perpendicular to the traveling direction after being impacted. Specifically, for a small offset collision condition, after the anti-deformation ability of the front longitudinal beam assembly is increased, it is helpful to apply an offset force to the vehicle to keep the vehicle away from the barrier, so that the impact on the A-pillar and the door sill of the vehicle can be reduced, thereby ensuring the integrity of the passenger compartment structure, providing a larger living space for the occupants in the vehicle, and reducing the damage caused to the occupants. Therefore, the front longitudinal beam assembly of the utility model can improve the anti-deformation capability. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0020] Figure 1 A schematic side view of a front longitudinal beam assembly provided in a first embodiment of the utility model;

[0021] Figure 2 for Figure 1 A local enlarged schematic diagram of the middle A;

[0022] Figure 3 for Figure 1 A schematic diagram of the projection at A in the middle; wherein the boundary between the front and rear parts of the support member and the boundary between the main body and the first connecting part are shown with dotted lines, and the figures enclosed by each first projection are shown with dotted lines;

[0023] Figure 4 A schematic diagram of a partial structure of a vehicle provided in an embodiment of the second aspect of the utility model;

[0024] Figure 5 This is a first side schematic diagram of a support member provided in a first embodiment of the utility model; wherein the sight line direction is perpendicular to the traveling direction and the vertical direction;

[0025] Figure 6This is a second side schematic diagram of the support member provided in the first embodiment of the utility model; wherein the sight direction is vertical;

[0026] Figure 7 It is a three-dimensional schematic diagram of a support member provided in the first embodiment of the utility model.

[0027] Description of Figure Numbers:

[0028] 100-front longitudinal beam assembly;

[0029] 110-front longitudinal beam; 111-first beam body; 112-second beam body; 113-second connecting portion;

[0030] 120-support member; 121-main body; 1211-front part; 1212-rear part; 122-first connecting part; 1221-first part; 1222-second part; 1223-third part; 123-reinforcement rib;

[0031] 200-Vehicles;

[0032] 210-frame assembly;

[0033] P1-the first stress point;

[0034] P2-the second stress point;

[0035] S1-first projection;

[0036] S2 - second projection;

[0037] X-direction of travel;

[0038] Y-vertical.

[0039] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0041] It should be noted that if there are directional indications (such as up, down, left, right, front, back, etc.) involved in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship, movement, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly. The up, down, front, back, left, right, etc. directions involved in the present invention refer to the direction of the vehicle in the vehicle O-XYZ coordinate system, the origin O coincides with the center of mass of the vehicle, the front end refers to the X direction parallel to the ground pointing forward, the rear end refers to the X direction parallel to the ground pointing backward, the left side refers to the Y direction parallel to the ground pointing to the left side of the driver, the right side refers to the Y direction parallel to the ground pointing to the right side of the driver, the upper end refers to the Z direction pointing upward through the O point, and the lower end refers to the Z direction pointing downward through the O point.

[0042] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or", "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the utility model.

[0043] With the development of technology, the requirements for vehicle safety performance are getting higher and higher. For small offset collision tests, various OEMs mostly adopt hard resistance strategy, sliding strategy, and hard resistance + sliding strategy. The "sliding" strategy under the small offset collision condition of the car means that when the vehicle loses control or encounters a small offset collision, it can slide sideways with the collision vehicle to reduce the impact on the A-pillar, thereby ensuring the integrity of the passenger compartment structure, providing more living space for the occupants in the car, and reducing the damage to the occupants.

[0044] In the related art, a reinforcing structure such as a reinforcing plate or reinforcing rib is arranged around the front longitudinal beam of the vehicle to reduce the impact on the front longitudinal beam and the A-pillar when the vehicle collides. The reinforcing structure is not specially designed in shape according to the vehicle collision conditions, so that the reinforcing structure is too small in size, which easily leads to the reinforcing structure absorbing less kinetic energy at the moment of collision, resulting in a large deformation of the vehicle, while the reinforcing structure is too large in size, which is not conducive to the overall lightweight design requirements of the vehicle.

[0045] In view of this, see Figure 1-Figure 7 In the embodiment of the utility model, a front longitudinal beam assembly 100 is provided, which is used for a vehicle 200 and includes a front longitudinal beam 110 and a support member 120. Figure 1 or Figure 4 The front longitudinal beam 110 is a beam structure located at the front 1211 of the vehicle 200 and arranged longitudinally along both sides of the vehicle 200. They are equivalent to the skeleton of the vehicle 200, extending from the front of the vehicle to the middle or rear 1212 of the vehicle body, and play the role of supporting the vehicle body and transferring loads. In terms of safety design, the front of the front longitudinal beam 110 belongs to the energy absorption zone. This is to absorb the impact force through the collapse of the longitudinal beam in the event of a head-on collision, thereby protecting the safety of the occupants in the vehicle. In addition, according to different needs, the front longitudinal beam assembly 100 of the utility model can be applied to any suitable type of vehicle 200. For the sake of ease of description, the following embodiments are all used as examples of the vehicle 200 being a sedan, and different embodiments can be combined with each other between different technical solutions.

[0046] See also Figure 1-Figure 2 The support member 120 includes a main body portion 121 and a first connection portion 122 connected to the outer periphery of the main body portion 121. The first connection portion 122 is connected to the front end of the front longitudinal beam 110. Therefore, the first connection portion 122 is represented as the portion of the support member 120 used to connect to the front longitudinal beam 110. Therefore, the first connection portion 122 is defined as follows: the first connection portion 122 is the portion of the support member 120 used to connect to the front longitudinal beam 110 and bear the stress generated at the connection. For example, when the support member 120 is welded to the front longitudinal beam 110, the first connection portion 122 is the portion involved in the welding. When the support member 120 is bolted to the front longitudinal beam 110, the first connection portion 122 is the portion used to connect the bolts. Corresponding to Figure 1-Figure 2 or Figure 5 In the embodiment shown, the first connection portion 122 is represented as a circular area located at the ends of the three support members 120. The front end of the front longitudinal beam 110 is defined as follows: the front longitudinal beam 110 has a center point, wherein, along the traveling direction X of the vehicle 200, the midpoint of the distance between the frontmost end point and the rearmost end point of the front longitudinal beam 110 along the traveling direction X is the center point of the front longitudinal beam 110, and the plane passing through the center point and perpendicular to the traveling direction X is the interface, the part of the front longitudinal beam 110 located at the front end of the interface is the front end of the front longitudinal beam 110, and the part located at the rear end of the interface is the rear end of the front longitudinal beam 110. It can be seen that the first connection portion 122 connected to the front end of the front longitudinal beam 110 can enable the support member 120 to play a good supporting and protective role for the front end of the front longitudinal beam 110. Combined with the collision condition, the support member 120 is connected to the front end, which can increase the lateral force received by the support member 120 in the early stage of the collision.

[0047] See also Figure 3The main body 121 includes a front portion 1211 and a rear portion 1212. The front portion 1211 and the rear portion 1212 are opposite to each other and connected to each other along the traveling direction X of the vehicle 200, so that the support member 120 can reduce the impact and deformation of the front longitudinal beam 110 along the traveling direction X. Among them, along the traveling direction X, the front portion 1211 is the portion of the main body 121 close to the front of the vehicle, and the rear portion 1212 is the portion of the main body 121 away from the front of the vehicle. Referring to the definition of the front end of the front longitudinal beam 110 mentioned above, according to actual needs, the boundary position of the front portion 1211 and the rear portion 1212 may be located at the center point along the traveling direction X; or the boundary position of the front portion 1211 and the rear portion 1212 may not be located at the center point along the traveling direction X, see Figure 3 , the boundary position can also pass through the centroid of the support.

[0048] According to the combination of the above embodiments, it can be seen that the front longitudinal beam assembly 100 of the utility model includes a front longitudinal beam 110 and a support member 120, wherein the front longitudinal beam 110 is a beam structure on both sides of the vehicle 200. In order to prevent the front longitudinal beam 110 from being deformed and damaged by the impact on the vehicle 200, thereby causing damage to the A column of the vehicle 200 or the occupants, the utility model adopts a support member 120 to strengthen the anti-deformation ability of the front longitudinal beam 110. The support member 120 includes a main body 121 and a first connecting portion 122 connected to the outer periphery of the main body 121, wherein the first connecting portion 122 connects the front end of the front longitudinal beam 110, and the main body 121 includes a front portion 1211 and a rear portion 1212, and the front portion 1211 and the rear portion 1212 are opposite to each other along the traveling direction X of the vehicle 200 and are connected to each other, so that the support member 120 can reduce the impact and deformation of the front longitudinal beam 110 along the traveling direction X. In addition to improving the anti-deformation capability of the front longitudinal beam assembly 100 by absorbing impact, the support member 120 can also increase the displacement of the vehicle 200 in the width direction perpendicular to the travel direction X after being impacted. Specifically, for a small offset collision condition, the increased anti-deformation capability of the front longitudinal beam assembly 100 helps to apply a displacement force to the vehicle 200, so that the vehicle 200 is away from the barrier, thereby reducing the impact on the A column and the door sill of the vehicle 200, thereby ensuring the integrity of the passenger compartment structure, providing a larger living space for the passengers in the vehicle, and reducing the damage to the passengers. Therefore, the front longitudinal beam assembly 100 of the utility model can improve the anti-deformation capability.

[0049] In addition, see Figure 2 or Figure 3In some embodiments, along the vertical direction Y, the average width of the front portion 1211 may be greater than the average width of the rear portion 1212. The vertical direction Y represents the height direction of the vehicle 200, and thus, the width of the main body portion 121 along the vertical direction Y represents the width dimension of the main body portion 121 in the vertical direction Y. It can be understood that, since the main body portion 121 can be mainly used to absorb the impact force when the vehicle 200 collides, the above-mentioned width setting makes the front end width of the main body portion 121 larger, and this part can be subjected to the impact force as early as possible during the collision, which is beneficial to improve the deformation resistance of the front longitudinal beam assembly 100. Since the rear end of the main body portion 121 is less subjected to the impact force than the front end, the width of this part can be smaller to reduce the overall weight of the front longitudinal beam assembly 100. Combined with the collision conditions of the vehicle 200, the above-mentioned width setting enables the front portion 1211 with a larger width to be subjected to the impact force as early as possible during the collision, and the force-bearing area is larger, which is conducive to improving the deformation resistance of the front longitudinal beam assembly 100. Since the rear end is less subjected to the impact force than the front end, the width of this part can be smaller to reduce the overall weight of the front longitudinal beam assembly 100. Compared with the front longitudinal beam 110 reinforcement structure in the related art in the form of a plate or a reinforcing rib 123 with uniform front and rear widths, the support member 120 of the utility model is set with different front and rear widths according to the actual collision conditions. Therefore, while meeting the lightweight design of the front longitudinal beam assembly 100, the deformation resistance of the front longitudinal beam assembly 100 can be further improved.

[0050] See also Figure 6 In some embodiments, along the direction perpendicular to the travel direction X and the vertical direction Y, the average thickness of the front portion 1211 may be greater than the average thickness of the rear portion 1212. It is understandable that this setting is similar to the above-mentioned setting of different widths of the main body 121. The larger thickness of the front portion 1211 enables the support member 120 to effectively absorb the impact force in the early stage of the collision and improve the deformation resistance of the front longitudinal beam assembly 100. The rear end is less affected by the impact force than the front end, and the thickness of this part can be smaller to reduce the overall weight of the front longitudinal beam assembly 100. The thickness of the main body 121 can be further set as required, see Figure 7 In some embodiments, the thickness of the upper portion of the front end is the largest along the direction perpendicular to the travel direction X and the vertical direction Y, and the thickness of the main body 121 gradually decreases from top to bottom and from the front end to the rear end. In some embodiments, since the upper portion is closer to the occupant, more attention should be paid to strengthening the anti-deformation ability of the upper side of the front longitudinal beam 110, so the above-mentioned configuration makes the upper portion of the front end of the front longitudinal beam assembly 100 more anti-deformable, which can further ensure the safety of the occupant.

[0051] See also Figure 5-Figure 7In some embodiments, both the front portion 1211 and the rear portion 1212 include reinforcing ribs 123. In the direction perpendicular to the traveling direction X and the vertical direction Y, the average thickness of the reinforcing ribs 123 of the front portion 1211 may be greater than the average thickness of the reinforcing ribs 123 of the rear portion 1212. It can be understood that in order to make the strength and rigidity of the support member 120 better, the front portion 1211 and the rear portion 1212 of the main body 121 may be provided with reinforcing ribs 123, and the reinforcing ribs 123 may extend in the direction perpendicular to the traveling direction X and the vertical direction Y, so that the above-mentioned setting is a further limitation on the thickness of the front portion 1211 and the rear portion 1212, that is, the thickness of the front portion 1211 and the rear portion 1212 can be reflected as the thickness of the reinforcing ribs 123.

[0052] Regarding the shape of the reinforcing ribs 123, the reinforcing ribs 123 located at the front portion 1211 and the rear portion 1212 may be densely distributed multi-rib structures, thereby further increasing the strength and rigidity of the reinforcing ribs 123. For details, see Figure 5-Figure 7 In some embodiments, the orthographic projection of each reinforcing rib 123 on a plane parallel to the traveling direction X and the vertical direction Y may be in a mesh shape. It is understandable that each reinforcing rib 123 may be in an undulating extended structure, thereby forming a mesh-like or spider-web-like reinforcing rib 123 structure.

[0053] For the specific structure of the first connecting portion 122, see Figure 5-Figure 7 In some embodiments, the first connection portion 122 may include a first portion 1221, a second portion 1222, and a third portion 1223. The first portion 1221 and the second portion 1222 may both be connected to the front portion 1211, and may both extend in a direction pointing to the front end of the front longitudinal beam 110 from the rear end of the front longitudinal beam 110. The third portion 1223 may be connected to the rear portion 1212, and may extend in a direction pointing to the rear end of the front longitudinal beam 110 from the front end of the front longitudinal beam 110. It can be understood that the first portion 1221, the second portion 1222, and the third portion 1223 are three portions of the first connection portion 122 for connecting the front longitudinal beam 110, and thus, the above arrangement may make the portion of the first connection portion 122 connected to the front end of the main body portion 121 greater than the portion connected to the rear end of the main body portion 121, and thus, the position of the first connection portion 122 connected to the front end of the front longitudinal beam 110 may be more stable, and thus, the support member 120 may be prevented from being deformed prematurely or failing in connection during a collision.

[0054] Further, in some embodiments, in addition to the first portion 1221, the second portion 1222 and the third portion 1223, the first connecting portion 122 may also include other connecting portions. According to the number of connecting structures, the support member 120 may be in any suitable polygonal structure, and the connecting portion connected to the front portion 1211 may be more than the connecting portion connected to the rear portion 1212; see Figure 5-Figure 7In other embodiments, the first connecting portion 122 may only include the first portion 1221, the second portion 1222 and the third portion 1223, so that the support member 120 may have a structure similar to a triangular body. In other words, the connecting line of the orthographic projections of the above three parts on the plane perpendicular to the travel direction X is a triangle, so that the three endpoints of the triangular body can be formed. This arrangement is conducive to improving the structural stability of the support member 120 and making the support member 120 less likely to deform. For ease of description, the following is an embodiment in which the first connecting portion 122 only includes the first portion 1221, the second portion 1222 and the third portion 1223 as an example for illustration, and different embodiments can be combined with each other between different technical solutions.

[0055] For the specific location of the three connection parts mentioned above. Figure 2-Figure 4 In some embodiments, along the vertical direction Y, the first part 1221 and the second part 1222 can be arranged relative to each other, and the third part 1223 can be located between the first part 1221 and the second part 1222. It can be understood that when the vehicle 200 is hit, the above-mentioned arrangement makes the support member 120 less likely to deform, and the force between the first part 1221, the second part 1222 and the third part 1223 is more even. In other embodiments, the first part 1221 and the second part 1222 can be arranged relative to each other, and the third part 1223 can be located at the same height as the first part 1221 or the second part 1222 along the vertical direction Y. In addition, the above-mentioned arrangements can make the support member 120 adapt to the front longitudinal beam 110 extending along the travel direction X, and connected to the lateral wall of the front longitudinal beam 110, so that the support member 120 does not occupy too much space.

[0056] See also Figure 1-Figure 3 In some embodiments, the front longitudinal beam 110 may include a first beam body 111 and a second beam body 112. The first beam body 111 and the second beam body 112 may be different parts of the front longitudinal beam 110, respectively, and the first beam body 111 and the second beam body 112 may be opposite and connected to each other along the vertical direction Y. Based on this, the first connecting portion 122 may also be used to connect multiple parts of the front longitudinal beam 110. Specifically, in some embodiments, the first portion 1221 and the third portion 1223 may both be connected to the first beam body 111, and the second portion 1222 may be connected to the second beam body 112. The above arrangement may enable the support member 120 to also be used to connect the first beam body 111 and the second beam body 112, thereby preventing each beam body from being deformed or failing in connection after being impacted, and the first portion 1221 and the second portion 1222 located at the larger width portion of the support member 120 are used to connect the first beam body 111 and the second beam body 112, which may further enhance the anti-deformation capability of the front longitudinal beam 110.

[0057] Based on the above embodiment, the first connecting portion 122 is configured to connect the first beam body 111 and the second beam body 112. Figure 1-Figure 3 In some specific embodiments, along the vertical direction Y, one end of the second beam body 112 can be connected to the first beam body 111, and the other end can be connected to the second part 1222. It can be understood that the second beam body 112 can have two opposite ends along the vertical direction Y, one end of which can be connected to the first beam body 111, and in order to strengthen the connection of the second beam body 112, the other end of the second beam body 112 can also be connected to the second part 1222. In other words, compared with the connection mode in which the second beam body 112 is connected to the first beam body 111 at only one end, in this type of embodiment, the support member 120 can be connected to the other opposite end of the second beam body 112, so as to avoid the bending phenomenon caused by the lack of connection support at the other end of the second beam body 112 when impacted.

[0058] In order to make the connection between the support member 120 and the front longitudinal beam 110 more stable, the connection position between the support member 120 and the front longitudinal beam 110 can be located around the position where the connection strength of the front longitudinal beam 110 is high. Figure 2 or Figure 3 In some embodiments, the front longitudinal beam 110 may include a second connection portion 113. It can be understood that the second connection portion 113 is a portion of the front longitudinal beam 110 used to connect other components of the vehicle 200. For example, the second connection portion 113 may be suitable for connecting the frame assembly 210 of the vehicle 200. The following is an explanation of this type of embodiment, and the frame assembly 210 may include a skeleton, an anti-collision beam, an energy absorption box, etc. located on the periphery of the vehicle 200. In other embodiments, the second connection portion 113 may be suitable for connecting other structures of the vehicle 200. It should be noted that the second connection portion 113 can be connected to the frame assembly 210 in any suitable form, such as bolt connection. Based on the setting of the second connection portion 113, in some embodiments, the second connection portion 113 may have a first force point P1 at the position where the frame assembly 210 is connected, and the number of the first force point P1 may be multiple. In addition, the first portion 1221 may have a second force point P2 at the position where the front longitudinal beam 110 is connected. Thus, when the frame assembly 210 is impacted in the opposite direction of the traveling direction X of the vehicle 200, a force can be applied to the first force point P1 and the second force point P2. It can be understood that the first force point P1 and the second force point P2 are the force positions of the front longitudinal beam 110 and the support member 120, respectively, and there are multiple connection positions between the second connection portion 113 and the frame assembly 210, so that the number of the first force points P1 is multiple. When the vehicle 200 is hit, the frame assembly 210 applies a force to the front longitudinal beam 110 at the first force point P1, and correspondingly, after the front longitudinal beam 110 is subjected to the force, a force is applied to the support member 120 at the second force point P2.

[0059] Based on the above settings, see Figure 3 , define the orthographic projections of multiple first force points P1 on the plane perpendicular to the travel direction X as multiple first projections S1, and define the orthographic projection of the second force point P2 on the plane perpendicular to the travel direction X as the second projection S2. In some embodiments, the second projection S2 may be located within the figure enclosed by each first projection S1. It can be understood that since the first projection S1 corresponds to the first force point P1 of the connection position between the second connecting portion 113 and the frame assembly 210, and the first projection S1 corresponds to the second force point P2 of the connection position between the front longitudinal beam 110 and the support member 120, the above-mentioned projection limitation makes the connection position between the support member 120 and the front longitudinal beam 110 located around the connection position between the front longitudinal beam 110 and the frame assembly 210, so that the deformation resistance around the connection position between the support member 120 and the front longitudinal beam 110 can be made stronger to improve the stability of the connection between the two. On the contrary, the connection between the support member 120 and the front longitudinal beam 110 can also strengthen the connection between the front longitudinal beam 110 and the frame assembly 210, thereby improving the deformation resistance of the front longitudinal beam assembly 100 as a whole.

[0060] In other embodiments, in order to make the connection position between the support member 120 and the front longitudinal beam 110 be located around the connection position between the front longitudinal beam 110 and the frame assembly 210, a certain size of area range can also be used to limit the position of the second force point P2. For example, based on the projection definition of the above embodiment, a range of 90mm*40mm is defined with the centroid of the figure enclosed by each first projection S1 as the center, and the second projection S2 can be located within the range. Among them, 90mm is the size along the travel direction X, and 40mm is the size along the vertical direction Y.

[0061] In addition, other methods can be used to arrange the connection position between the support member 120 and the front longitudinal beam 110. Based on the definition of the first projection S1 and the second projection S2 in the above embodiment, in some embodiments, along the travel direction X, the second force point P2 can be located on the side of the first force point P1 close to the front of the vehicle. It can be understood that the above definition indicates that the connection position between the support member 120 and the front longitudinal beam 110 can be located in front of the connection position between the front longitudinal beam 110 and the frame assembly 210, so that when the vehicle 200 is hit, the connection position between the front longitudinal beam 110 and the frame assembly 210 can be stressed earlier, so that the front longitudinal beam 110 and the frame assembly 210 can be prevented from being subjected to a greater impact. In other embodiments, the first connecting portion 122 can also be connected to the frame assembly 210. It can be understood that the above arrangement enables the first connecting portion 122 to also rely on the frame assembly 210 to reinforce the connection, further avoiding the failure of the connection between the first connecting portion 122 and the front longitudinal beam 110, and improving the connection strength.

[0062] The support member 120 can be connected to the front longitudinal beam 110 in any suitable manner as required, for example, Figure 2 or Figure 3 In some embodiments, the first part 1221, the second part 1222 and the third part 1223 can be bolted to the front longitudinal beam 110. The above arrangement is conducive to ensuring the connection strength between the support member 120 and the front longitudinal beam 110, and is convenient for disassembly of the support member 120. To adapt to the bolt connection, the first connection part 122 can be provided with an opening suitable for the screw to pass through, and the opening can be set as a round hole or a waist-shaped hole according to requirements. For example, see Figure 5-Figure 7 In some embodiments, the first portion 1221 and the second portion 1222 may both have round holes, and the third portion 1223 may have a waist-shaped hole extending along the vertical direction Y, thereby providing the support member 120 with a certain installation margin under the premise of ensuring the connection strength. In addition, in other embodiments, the support member 120 may be connected to the front longitudinal beam 110 by welding to improve the connection strength between the support member 120 and the front longitudinal beam 110.

[0063] In order to make the support member 120 more effective in protecting the safety of the occupants, see Figure 4 In some embodiments, the support member 120 may be connected to the side of the front longitudinal beam 110 close to the cab of the vehicle 200 along the direction perpendicular to the travel direction X and the vertical direction Y. It is understood that the above definition indicates that the support member 120 may be connected to the inner side wall of the front longitudinal beam 110 close to the cab. This arrangement can make the inner part of the front longitudinal beam 110 more resistant to deformation, thereby facilitating the safety of the occupants. Moreover, because the vehicle 200 may have two opposite front longitudinal beam assemblies 100 on the left and right sides, the support member 120 may have an even number and may be symmetrically arranged at the inner side wall positions of the left and right front longitudinal beams 110. Specifically, the support member 120 may be arranged between the front longitudinal beam 110 and the gearbox, and reduce the gap between the front longitudinal beam 110 and the gearbox, thereby reducing the deformation of the front longitudinal beam 110 in a small offset condition, that is, increasing the slip amount of the vehicle 200 after a collision.

[0064] In order to make the front longitudinal beam assembly 100 further meet the design requirements of lightweight, in some embodiments, the material of the support member 120 can be PA6-GF30. PA6-GF30 is a composite material composed of nylon 6 (Polyamide 6, PA6 for short) and 30% glass fiber (GF for short), which has high strength, hardness, wear resistance and rigidity, as well as good chemical resistance and heat resistance. At the same time, the material is light in weight, so that the support member 120 can meet the structural deformation resistance performance while also taking into account lightweight. In addition, the support member 120 can also be made of other materials with light weight and high structural strength.

[0065] See also Figure 1-7 The second embodiment of the utility model further provides a vehicle 200, see Figure 4 , the vehicle 200 includes the front longitudinal beam assembly 100 of any of the above-mentioned embodiments, and the frame assembly 210. The other components of the vehicle 200 can refer to the relevant technology and will not be repeated here. It should be noted that the vehicle 200 in the present utility model includes various types of vehicles 200. For example, the vehicle 200 can be a private car, such as a sedan, SUV, MPV or pickup truck; the vehicle 200 can also be an operating vehicle, such as a van, bus, small truck or large trailer; the vehicle 200 can also be a gasoline vehicle or a new energy vehicle. When the vehicle 200 is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0066] Thanks to the improvements of the front longitudinal beam assembly 100 in the above embodiments, the vehicle 200 in the second embodiment of the utility model has the same technical effects as the front longitudinal beam assembly 100 in the above embodiments, which will not be described in detail here.

[0067] The above are only preferred embodiments of the present invention, and do not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the application concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A front longitudinal beam assembly for a vehicle, characterized in that: The front longitudinal beam assembly comprises: front longitudinal beam; A support member includes a main body and a first connecting portion connected to the outer periphery of the main body, the first connecting portion is connected to the front end of the front longitudinal beam, the main body includes a front portion and a rear portion, the front portion and the rear portion are opposite to each other along the traveling direction of the vehicle and are connected to each other, so that the support member can reduce the impact and deformation of the front longitudinal beam along the traveling direction.

2. The front longitudinal beam assembly according to claim 1, characterized in that: In the vertical direction, the average width of the front portion is greater than the average width of the rear portion.

3. The front longitudinal beam assembly according to claim 1, characterized in that: In a direction perpendicular to the traveling direction and the vertical direction, an average thickness of the front portion is greater than an average thickness of the rear portion.

4. The front longitudinal beam assembly according to claim 1, characterized in that: The first connecting portion includes a first portion, a second portion and a third portion. The first portion and the second portion are both connected to the front portion and extend in a direction from the rear end of the front longitudinal beam to the front end of the front longitudinal beam. The third portion is connected to the rear portion and extends in a direction from the front end of the front longitudinal beam to the rear end of the front longitudinal beam.

5. The front longitudinal beam assembly according to claim 4, characterized in that: In the vertical direction, the first portion and the second portion are arranged opposite to each other, and the third portion is located between the first portion and the second portion.

6. The front longitudinal beam assembly according to claim 4, characterized in that: The front longitudinal beam includes a first beam body and a second beam body, the first portion and the third portion are both connected to the first beam body, and the second portion is connected to the second beam body.

7. The front longitudinal beam assembly according to claim 6, characterized in that: In the vertical direction, one end of the second beam body is connected to the first beam body, and the other end is connected to the second part.

8. The front longitudinal beam assembly according to claim 4, characterized in that: The front longitudinal beam includes a second connecting portion, which is suitable for connecting to a frame assembly of the vehicle. The second connecting portion has a first force point at a position where the frame assembly is connected. The number of the first force points is multiple. The first portion has a second force point at a position where the front longitudinal beam is connected. When the frame assembly is impacted in the opposite direction of the vehicle's travel direction, a force is applied to the first force point and the second force point. The orthographic projections of the multiple first force points on a plane perpendicular to the travel direction are multiple first projections, and the orthographic projections of the second force point on a plane perpendicular to the travel direction are second projections. The second projections are located within a figure enclosed by each of the first projections.

9. The front longitudinal beam assembly according to claim 1, characterized in that: The support member is connected to a side of the front longitudinal beam close to the cab of the vehicle along a direction perpendicular to the traveling direction and the vertical direction.

10. A vehicle, characterized in that: include: The front longitudinal beam assembly according to any one of claims 1 to 9; as well as, Frame components.

Images