Middle channel structure and vehicle

Abstract

The utility model provides a middle channel structure and a vehicle, and relates to the technical field of vehicle assembly. The middle channel structure comprises a middle channel body, two longitudinal beams and a front wall plate. One end of the middle channel body is connected with a dash panel, and the other end of the middle channel body is used for being connected with a sub-floor, away from the dash panel, of the vehicle; the two longitudinal beams are arranged on the middle channel body and extend in the length direction of the middle channel body. The longitudinal beams are partially connected with the front wall plate, and the ends, away from the front wall plate, of the longitudinal beams are used for being connected with branch floors connected with the middle channel body. According to the middle channel structure and the vehicle, the space occupied by the longitudinal beams is reduced, the overall weight of the middle channel structure is reduced, and the production and manufacturing cost is saved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle assembly, and in particular to a central channel structure and a vehicle. Background Art

[0002] The center channel is a structure that runs longitudinally through the front and middle of the vehicle floor. It is an important force transmission structure in a head-on collision. It can absorb part of the collision force during a collision, reduce overall frame deformation, protect the safety of the occupants, and play a role in improving the modal and dynamic stiffness of the entire vehicle.

[0003] In the prior art, the central channel structure includes a central channel body and a longitudinal beam, wherein the central channel body is in a "J" shape, and the longitudinal beam is in an "M" shape, and the longitudinal beam is buckled on the central channel body.

[0004] However, the M-type longitudinal beam occupies a large space, causing congestion in the vehicle interior, and the M-type longitudinal beam is heavy overall and has a high cost. Utility Model Content

[0005] The present application provides a central channel structure and a vehicle, which are used to solve the problem that the M-shaped longitudinal beams in the existing central channel structure occupy a large space, have a heavy overall weight and a high production cost.

[0006] In one aspect, the present application provides a central channel structure, comprising a central channel body, two longitudinal beams and a front wall panel;

[0007] One end of the central channel body is connected to the front panel, and the other end of the central channel body is used to be connected to a sub-floor of the vehicle away from the front panel;

[0008] Two longitudinal beams are arranged on the middle channel body, and the longitudinal beams extend along the length direction of the middle channel body;

[0009] Each longitudinal beam part is connected to the front wall plate, and the end of the longitudinal beam away from the front wall plate is used to be connected to the sub-floor plate connected to the central through body.

[0010] In a possible implementation, the central channel structure provided by the present application, the longitudinal beam comprises a front longitudinal beam section, a middle longitudinal beam section and a rear longitudinal beam section which are arranged in sequence;

[0011] The front longitudinal beam section and the middle longitudinal beam section are both arranged obliquely relative to the sub-floor of the vehicle, and the rear longitudinal beam section is arranged horizontally relative to the sub-floor;

[0012] The central channel body is arranged to be inclined relative to the sub-floor, and the inclination angle of the central channel body corresponds to the inclination angle of the front longitudinal beam section and the inclination angle of the middle longitudinal beam section.

[0013] In a possible implementation, the middle channel structure provided by the present application has a middle channel body with a cross section in the shape of a "J", and a front longitudinal beam section and a middle longitudinal beam section with a cross section in the shape of a U;

[0014] The longitudinal beam is buckled on the middle channel body, and the front longitudinal beam section, the middle longitudinal beam section and the middle channel body form a closed cavity. The cross-sectional area of ​​the closed cavity gradually decreases along the length direction of the middle channel body from close to the front panel to far away from the front panel, and the rear longitudinal beam section is in contact with the middle channel body.

[0015] In a possible implementation, in the central channel structure provided by the present application, the inclination angle of the front longitudinal beam section is greater than the inclination angle of the middle longitudinal beam section.

[0016] In one possible implementation, the central channel structure provided in the present application also includes a first cross beam, which is arranged at the connection between the front longitudinal beam section and the middle longitudinal beam section. The first cross beam is arranged perpendicular to the longitudinal beam, and the two ends of the first cross beam are respectively connected to the front longitudinal beam section and the middle longitudinal beam section on the two longitudinal beams.

[0017] In one possible implementation, the middle channel structure provided in the present application further includes a second cross beam, which is arranged perpendicular to the longitudinal beam and connected to the rear longitudinal beam section and the middle channel body.

[0018] In one possible implementation, the central channel structure provided by the present application further includes two reinforcing plates, the reinforcing plates corresponding to the longitudinal beams one by one, and the reinforcing plates are connected to the front panel, the front longitudinal beam section and the central channel body.

[0019] In one possible implementation, the central channel structure provided in the present application further includes a dash panel cross beam, which is arranged on a side of the dash panel facing away from the longitudinal beam, and the position of the dash panel cross beam corresponds to the portion where the dash panel and the end of the front longitudinal beam section are connected.

[0020] In one possible implementation, in the central channel structure provided by the present application, the longitudinal beam is a hot-formed steel part.

[0021] On the other hand, the present application provides a vehicle, comprising a vehicle body and any one of the above-mentioned central channel structures arranged on the vehicle body;

[0022] The vehicle body comprises at least two sub-floors, and the sub-floors are arranged in sequence along the length direction of the vehicle body.

[0023] The central channel structure and vehicle provided by the present application are characterized in that the central channel structure is provided with a central channel body, two longitudinal beams and a front panel, and the two longitudinal beams are both buckled on the central channel body and extend along the length direction of the central channel body. Compared with the M-shaped longitudinal beams in the prior art, the two longitudinal beams and the central channel body form two independent cavities, and there is no need to add a connecting structure between the two longitudinal beams, thereby reducing the space occupied by the longitudinal beams and reducing the weight of the longitudinal beams. In addition, by connecting the two longitudinal beams to the front panel, when the vehicle is head-on, the front panel transmits the impact force to the two longitudinal beams, and the longitudinal beams play a role in supporting the front panel and absorbing the energy of the impact on the front panel to protect the safety of the interior of the vehicle. Therefore, the central channel structure of the present application can reduce the weight of the longitudinal beams and save costs without affecting the head-on collision protection effect of the central channel structure, while saving the space occupied by the central channel structure, freeing up the space inside the vehicle and improving the riding experience of the passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the present application 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 some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 A schematic diagram of the structure of the middle channel provided in an embodiment of the present application;

[0026] Figure 2 A diagram showing the use status of the middle channel structure provided in an embodiment of the present application;

[0027] Figure 3 for Figure 2 Bottom view of

[0028] Figure 4 for Figure 2 AA section view;

[0029] Figure 5 for Figure 2 BB section view;

[0030] Figure 6 for Figure 2 CC section view;

[0031] Figure 7 for Figure 2 DD section view;

[0032] Figure 8 for Figure 2 EE section view;

[0033] Fig. 9 for Figure 2 FF section view.

[0034] Description of reference numerals:

[0035] 100-middle channel body;

[0036] 110-closed cavity;

[0037] 200-longitudinal beam;

[0038] 210 - front longitudinal beam section;

[0039] 220-middle longitudinal beam section;

[0040] 230 - rear longitudinal beam section;

[0041] 300-front panel;

[0042] 310-front wall crossbeam;

[0043] 400-first beam;

[0044] 500 - second beam;

[0045] 600-Reinforcement plate;

[0046] 700-point floor.

[0047] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0048] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0049] As shown in the background technology, the longitudinal beam in the center channel structure of existing vehicles is M-shaped. The longitudinal beam is buckled on the center channel body to form an energy absorption cavity with the center channel body, so as to absorb the energy generated by the vehicle head-on collision and protect the safety inside the vehicle. However, the M-shaped longitudinal beam occupies a large space, resulting in cramped space inside the vehicle, and the overall weight of the M-shaped longitudinal beam is heavy, and the production cost is high.

[0050] In view of the above technical problems, the embodiment of the present application provides a central channel structure and a vehicle. The central channel structure includes a central channel body, two longitudinal beams and a front panel. The front panel and the sub-floor of the vehicle away from the front panel are respectively connected to the two ends of the central channel body. The two longitudinal beams are arranged on the central channel body, and respectively form two closed energy-absorbing cavities with the central channel body. Compared with the M-type longitudinal beam, there is no need to set a connecting structure between the two longitudinal beams, thereby reducing the weight of the longitudinal beam, saving the space occupied by the longitudinal beam, and releasing the space inside the vehicle. At the same time, the longitudinal beam part is connected to the front panel. When the vehicle is in a head-on collision, the front panel transfers the force to the longitudinal beam, and the longitudinal beam plays the role of supporting the front panel and absorbing energy. Therefore, the central channel structure of the present application can reduce its own weight and save costs without affecting the anti-head-on collision effect of the vehicle, release the space inside the vehicle, and improve the riding experience of the passengers.

[0051] The following specific embodiments are used to describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings:

[0052] It should be noted that the central channel structure provided in the embodiment of the present application can be applied to a variety of different vehicles.

[0053] See also Figure 1 , Figure 2 and Figure 3 As shown, the central channel structure of the embodiment of the present application includes a central channel body 100, two longitudinal beams 200 and a front panel 300; one end of the central channel body 100 is connected to the front panel 300, and the other end of the central channel body 100 is connected to a sub-floor 700 of the vehicle away from the front panel 300; two longitudinal beams 200 are arranged on the central channel body 100, and the longitudinal beams 200 extend along the length direction of the central channel body 100; each longitudinal beam 200 is partially connected to the front panel 300, and the end of the longitudinal beam 200 away from the front panel 300 is used to connect with the sub-floor 700 connected to the central channel body 100.

[0054] In the present application, two longitudinal beams 200 are arranged on the central channel body 100, and part of the longitudinal beams 200 is connected to the front panel 300. When the vehicle is in a head-on collision, the front panel 300 transmits the impact force to the longitudinal beams 200, and the longitudinal beams 200 play a supporting role for the front panel 300 and absorb the energy generated by the collision, providing sufficient living space for the passengers, thereby ensuring the anti-head-on collision effect of the vehicle. In addition, for each connecting surface in the central channel structure of the present application, it should be kept as flat as possible without protrusions, to avoid local crushing, and to protect the force transmission path of the central channel structure.

[0055] When the head-on collision protection effect is not affected, the two longitudinal beams 200 are independently arranged on the central channel body 100, and respectively form two independent cavities with the central channel body 100. Compared with the M-shaped longitudinal beam in the prior art, the weight of the longitudinal beam 200 is effectively reduced, thereby reducing the overall weight of the vehicle, which is beneficial to the lightweight of the vehicle. At the same time, the material used for the longitudinal beam is reduced to save production costs.

[0056] In actual application, in order to improve the head-on collision protection effect of the vehicle, it is usually necessary to thicken the central channel structure, and the two longitudinal beams 200 are set separately, which reduces the connection structure between the longitudinal beams 200. When the wall thickness is increased, the partial volume change between the two longitudinal beams 200 is small, thereby reducing the space occupied by the longitudinal beams 200, further freeing up the space inside the vehicle, and improving the comfort of passengers in the vehicle.

[0057] In some possible implementations, see Figure 2 and Fig. 9 As shown, the longitudinal beam 200 of the embodiment of the present application includes a front longitudinal beam section 210, a middle longitudinal beam section 220 and a rear longitudinal beam section 230 which are arranged in sequence; the front longitudinal beam section 210 and the middle longitudinal beam section 220 are both inclined relative to the vehicle's sub-floor 700, and the rear longitudinal beam section 230 is horizontally arranged relative to the sub-floor 700; the middle channel body 100 is partially inclined relative to the sub-floor 700, and the inclination angle of the middle channel body 100 corresponds to the inclination angles of the front longitudinal beam section 210 and the inclination angle of the middle longitudinal beam section 220.

[0058] Fig. 9 The dotted lines in the figure divide the longitudinal beam 200 into three parts: a front longitudinal beam section 210 , a middle longitudinal beam section 220 and a rear longitudinal beam section 230 .

[0059] In some embodiments, the front longitudinal beam section 210 and the middle longitudinal beam section 220 are both inclined relative to the horizontal plane where the floor panel 700 is located, and the portion where the middle channel body 100 is connected to the front longitudinal beam section 210 and the middle longitudinal beam section 220 is also inclined. In this way, the front longitudinal beam section 210 and the middle longitudinal beam section 220, that is, the middle channel body 100, are all inclined relative to the horizontal plane where the floor panel 700 is located, forming a triangular support structure, which can further improve the supporting effect of the longitudinal beam 200 on the front panel 300 and strengthen the stability of the middle channel structure. The ratio of the length of the front longitudinal beam section 210, the middle longitudinal beam section 220 and the rear longitudinal beam section 230 to the total length of the longitudinal beam 200 can be set according to the specific structure and load-bearing conditions of the vehicle, and this application does not limit this.

[0060] At the same time, since the vehicle usually has an air conditioner installed at the front panel 300, the water vapor here will affect the performance of the controller, and it is not suitable to install the vehicle components. The front longitudinal beam section 210 and the middle longitudinal beam section 220 are tilted to make full use of the space here and improve the space utilization rate. The front longitudinal beam section 210 and the middle longitudinal beam section 220 are tilted as the main load-bearing parts of the longitudinal beam 200. As the force is transmitted along the extension direction of the longitudinal beam 200, the impact force that the rear longitudinal beam section 230 needs to bear is smaller and the rear longitudinal beam section 230 is far away from the front panel 300. Therefore, the rear longitudinal beam section 230 can be set horizontally, saving the space occupied by the middle channel structure and further releasing the space inside the vehicle for installing heat-resistant components and pipelines in the vehicle.

[0061] In some possible implementations, see Figures 2 to 9 As shown, the cross-section of the middle channel body 100 of the embodiment of the present application is in a "J" shape, and the cross-sections of the front longitudinal beam section 210 and the middle longitudinal beam section 220 are in a U shape; the longitudinal beam 200 is buckled on the middle channel body 100, and the front longitudinal beam section 210, the middle longitudinal beam section 220 and the middle channel body 100 form a closed cavity 110, and the cross-sectional area of ​​the closed cavity 110 gradually decreases along the length direction of the middle channel body 100 from close to the front panel 300 to away from the front panel 300, and the rear longitudinal beam section 230 is in contact with the middle channel body 100.

[0062] in, Figures 4 to 9 They are Figure 2 The sectional views are taken in the AA, BB, CC, DD, EE and FF directions. The disconnected parts in the figures are mounting holes in the middle channel structure for connecting with other structures in the vehicle or installing components, which do not affect the structural characteristics of the middle channel structure itself in this embodiment.

[0063] It can be understood that the middle channel body 100, the front longitudinal beam section 210 and the middle longitudinal beam section 220 together enclose a closed cavity 110, and the closed cavity 110 plays a role in absorbing the energy generated by the vehicle collision. After the impact force of the vehicle head-on collision is transmitted to the longitudinal beam 200, the force is transmitted along the extension direction of the longitudinal beam 200, and as the closed cavity 110 absorbs part of the energy, the impact force received by the longitudinal beam 200 along the extension direction gradually decreases. In order to ensure that the longitudinal beam 200 is uniformly stressed as a whole and avoid large-area deformation caused by local mutations, the cross-sectional area of ​​the closed cavity 110 is set to gradually decrease from close to the front panel 300 to away from the front panel 300 along the length direction of the middle channel body 100, so that the bearing capacity of the longitudinal beam 200 and the middle channel body 100 gradually decreases along the extension direction. When the vehicle collides, each part of the longitudinal beam 200 undergoes the same degree of deformation, avoiding excessive local deformation and improving the stability of the longitudinal beam 200.

[0064] In addition, since the front longitudinal beam section 210 and the middle longitudinal beam section 220 are the main load-bearing parts, the impact force transmitted to the rear longitudinal beam section 230 is relatively small. Therefore, the rear longitudinal beam section 230 itself can withstand the corresponding impact force, and there is no need for a closed cavity to assist in absorbing energy. The rear longitudinal beam section 230 is set to fit with the middle channel body 100, which can save space at the rear of the middle channel structure for arranging pipelines and various components inside the vehicle.

[0065] In some possible implementations, see Fig. 9 As shown, the inclination angle of the front longitudinal beam section 210 of the embodiment of the present application is greater than the inclination angle of the middle longitudinal beam section 220 .

[0066] It should be noted that the rear longitudinal beam section 230 is horizontally arranged, and the front longitudinal beam section 210 and the middle longitudinal beam section 220 are inclined. The inclination angle of the middle longitudinal beam section 220 is set smaller than the inclination angle of the front longitudinal beam section 210, gradually reducing the angle between the longitudinal beam 200 and the horizontal plane, and reducing the transition angle between the middle longitudinal beam section 220 and the rear longitudinal beam section 230, thereby avoiding the longitudinal beam 200 from breaking at the transition point, protecting the force transmission path, and improving the stability of the longitudinal beam 200.

[0067] In some possible implementations, see Figure 2 , Figure 6 and Fig. 9 As shown, the embodiment of the present application also includes a first cross beam 400, which is arranged at the connection between the front longitudinal beam section 210 and the middle longitudinal beam section 220. The first cross beam 400 is arranged perpendicular to the longitudinal beam 200, and the two ends of the first cross beam 400 are respectively connected to the front longitudinal beam section 210 and the middle longitudinal beam section 220 on the two longitudinal beams 200.

[0068] In some embodiments, the front longitudinal beam section 210 and the middle longitudinal beam section 220 have different inclination angles, and the cross-section of the closed cavity 110 suddenly changes at the connection between the front longitudinal beam section 210 and the middle longitudinal beam section 220. In order to prevent the vehicle from breaking at the connection when it is hit head-on, a first cross beam 400 is set at the connection between the front longitudinal beam section 210 and the middle longitudinal beam section 220. The first cross beam 400 can be a U-shaped beam, which is buckled on the longitudinal beam 200 to improve the stability of the longitudinal beam 200, protect the force transmission path, and effectively improve the force transmission efficiency of the longitudinal beam 200.

[0069] In some possible implementations, see Figure 2 , Figure 8 and Fig. 9 As shown, the embodiment of the present application further includes a second cross beam 500 , which is disposed perpendicularly to the longitudinal beam 200 , and the second cross beam 500 is connected to the rear longitudinal beam section 230 and the middle channel body 100 .

[0070] In a specific implementation, the energy transmitted to the rear longitudinal beam section 230 after being absorbed by the front longitudinal beam section 210 and the middle longitudinal beam section 220 is relatively small, and a second cross beam 500 is arranged on the rear longitudinal beam section 230. The second cross beam 500 may be a U-shaped beam, which is buckled on the middle channel body 100 and the longitudinal beam 200. The total height of the second cross beam 500 and the middle channel body 100 may be greater than 10 mm, and the specific height is not limited in this application. The second cross beam 500 may stabilize the rear longitudinal beam section 230 and the middle channel body 100 connected to the rear longitudinal beam section 230, and prevent the rear longitudinal beam section 230 and the middle channel body 100 here from being deformed or the welds from being torn due to non-axial forces, thereby improving the stability of the rear longitudinal beam section 230 and ensuring that a sufficient safety area is retained in the vehicle.

[0071] In some possible implementations, see Figure 1 , Figure 2 and Figure 3 As shown, the embodiment of the present application further includes two reinforcing plates 600 , the reinforcing plates 600 correspond one-to-one to the longitudinal beams 200 , and the reinforcing plates 600 are connected to the front panel 300 , the front longitudinal beam section 210 and the central channel body 100 .

[0072] Specifically, the front longitudinal beam section 210 is the part of the longitudinal beam 200 that bears the greatest impact force. Therefore, a reinforcing plate 600 is provided on the longitudinal beam 200. The reinforcing plate 600 is connected to the longitudinal beam 200, the middle channel body 100 and the front panel 300, which effectively enhances the strength of the front longitudinal beam section 210 and the middle channel body 100, thereby preventing the front longitudinal beam section 210 from twisting and breaking after the vehicle is hit, causing failure of the force transmission path or affecting the force transmission efficiency, thereby improving the head-on collision protection effect of the middle channel structure.

[0073] In some possible implementations, see Figure 2 As shown, the embodiment of the present application further includes a dash panel cross beam 310 , which is disposed on a side of the dash panel 300 facing away from the longitudinal beam 200 , and the position of the dash panel cross beam 310 corresponds to the portion where the dash panel 300 and the end of the front longitudinal beam section 210 are connected.

[0074] In a specific implementation, the dash panel cross beam 310 is arranged on the dash panel 300, and the longitudinal beam 200 is arranged on the other side of the dash panel 300, and the connection area between the front longitudinal beam section 210 and the dash panel 300 overlaps with the connection area between the dash panel cross beam 310 and the dash panel 300. In this way, when the vehicle collides head-on, the dash panel cross beam 310 is impacted first, and then the dash panel cross beam 310 is deformed and absorbs part of the energy, and then the impact force is transmitted to the two longitudinal beams 200 through the dash panel 300.

[0075] Among them, the front wall cross beam 310 is Figure 2The shape shown radiates outward with the connection between the longitudinal beam 200 and the front panel 300 as the center, so that the impact force received by the front panel cross beam 310 can be retracted to the connection between the longitudinal beam 200 and the front panel 300, and then the force is transmitted to the longitudinal beam 200, thereby effectively extending the force transmission path, improving the force transmission efficiency, and enhancing the head-on collision protection capability of the central channel structure.

[0076] In addition, the overlapping area between the connection area between the longitudinal beam 200 and the front panel 300 and the connection area between the front panel cross beam 310 and the front panel 300 can be expanded as much as possible to enhance the supporting function of the longitudinal beam 200 and enable the impact force to be more accurately transmitted from the front panel cross beam 310 to the longitudinal beam 200, thereby improving the force transmission efficiency.

[0077] In some possible implementations, see Figure 2 As shown, the longitudinal beam 200 of the embodiment of the present application is a hot-formed steel part.

[0078] It can be understood that hot-formed steel parts have the characteristics of high toughness and excellent plasticity. The longitudinal beam 200 is made of hot-formed steel parts, which can withstand greater deformation, improve the bearing capacity of the longitudinal beam 200, and further enhance the overall head-on collision protection effect of the central channel structure.

[0079] An embodiment of the present application also provides a vehicle, including a vehicle body and any central channel structure arranged on the vehicle body; the vehicle body includes at least two sub-floors 700, and each sub-floor 700 is arranged in sequence along the length direction of the vehicle body.

[0080] Among them, the structure and working principle of the middle channel structure have been described in detail in the above embodiments, and will not be repeated here.

[0081] In a specific implementation, the number of sub-floors 700 depends on the length of the vehicle body. For example, when the length of the vehicle body is shorter, the number of sub-floors 700 is two, namely the front floor and the rear floor. At this time, the end of the rear longitudinal beam section 230 is connected to the rear floor; when the length of the vehicle body is longer, the number of sub-floors 700 is three, namely the front floor, the middle floor and the rear floor. At this time, according to the total length of the longitudinal beam 200, the end of the rear longitudinal beam section 230 can be connected to the middle floor. The specific number of sub-floors 700 is not limited in this application, as long as the rear longitudinal beam section 230 is connected to a sub-floor 700 away from the front panel 300.

[0082] In the present application, the central channel structure is arranged on the vehicle body. On the one hand, the two longitudinal beams 200 are independently arranged on the central channel body 100, and are only reinforced by the first cross beam 400 and the second cross beam 500, which can effectively reduce the material used for the longitudinal beam 200, reduce the total weight of the longitudinal beam 200, save costs, and release space inside the vehicle; on the other hand, the front longitudinal beam section 210 and the middle longitudinal beam section 220 are arranged at an angle, which fully utilizes the invalid space in the vehicle while strengthening the supporting strength of the front part of the longitudinal beam 200, reducing the force on the rear longitudinal beam section 230, so that the rear longitudinal beam section 230 can be arranged horizontally, further saving space inside the vehicle for installing pipelines and heat-resistant components inside the vehicle, and improving the space utilization rate inside the vehicle.

[0083] In summary, the central channel structure of the present application can be divided into three load-bearing areas by dividing the longitudinal beam 200 into the front longitudinal beam section 210, the middle longitudinal beam section 220 and the rear longitudinal beam section 230. The first load-bearing area is the front wall cross beam 310, the front wall 300, the front longitudinal beam section 210 and the part of the central channel body 100 and the reinforcing plate 600 connected to the front longitudinal beam section 210, the second load-bearing area is the first cross beam 400, the middle longitudinal beam section 220 and the part of the central channel body 100 connected to the middle longitudinal beam section 220, and the rest is the third load-bearing area. According to the test, when the vehicle is head-on collision, the first load-bearing area can absorb about 70% of the collision energy, the second load-bearing area absorbs about 20% of the energy, and the energy transmitted to the third load-bearing area is only 10%. After being absorbed by the third load-bearing area, it can be ensured that the side of the second cross beam 500 away from the front wall 300 does not deform or deforms slightly, thereby ensuring the safety inside the vehicle. In this way, without affecting the head-on collision protection effect of the vehicle, independently arranging the two longitudinal beams 200 on the central channel body 100 effectively reduces the connection structure between the longitudinal beams 200, saves the interior space of the vehicle, reduces the weight of the central channel structure, and saves production costs.

[0084] In the description of the embodiments of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0085] In the embodiments of the present application, the devices or elements referred to or implied must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise precisely and specifically specified.

[0086] The terms "first", "second", "third", "fourth", etc. (if any) in the description and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example.

[0087] In addition, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus that includes a series of steps or elements is not necessarily limited to those steps or elements explicitly listed, but may include other steps or elements not explicitly listed or inherent to such process, method, product, or apparatus.

[0088] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0089] It can be understood that in the embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0090] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the utility model disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0091] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A middle channel structure, characterized in that: It includes the center channel body, two longitudinal beams and the front panel; One end of the middle channel body is connected to the front panel, and the other end of the middle channel body is used to be connected to a sub-floor of the vehicle away from the front panel; The two longitudinal beams are arranged on the middle channel body, and the longitudinal beams extend along the length direction of the middle channel body; Each of the longitudinal beam parts is connected to the front panel, and the end of the longitudinal beam away from the front panel is used to be connected to the sub-floor connected to the central channel body.

2. The middle channel structure according to claim 1, characterized in that: The longitudinal beam comprises a front longitudinal beam section, a middle longitudinal beam section and a rear longitudinal beam section which are arranged in sequence; The front longitudinal beam section and the middle longitudinal beam section are both arranged obliquely relative to the sub-floor of the vehicle, and the rear longitudinal beam section is arranged horizontally relative to the sub-floor; The central channel body part is arranged obliquely relative to the sub-floor, and the inclination angle of the central channel body corresponds to the inclination angle of the front longitudinal beam section and the inclination angle of the middle longitudinal beam section.

3. The middle channel structure according to claim 2, characterized in that: The cross section of the middle channel body is in a "X" shape, and the cross sections of the front longitudinal beam section and the middle longitudinal beam section are in a U shape; The longitudinal beam is buckled on the middle channel body, and the front longitudinal beam section, the middle longitudinal beam section and the middle channel body form a closed cavity. The cross-sectional area of ​​the closed cavity gradually decreases along the length direction of the middle channel body from close to the front panel to away from the front panel, and the rear longitudinal beam section is in contact with the middle channel body.

4. The middle channel structure according to claim 2, characterized in that: The inclination angle of the front longitudinal beam section is greater than the inclination angle of the middle longitudinal beam section.

5. The middle channel structure according to claim 4, characterized in that: It also includes a first cross beam, which is arranged at the connection between the front longitudinal beam section and the middle longitudinal beam section. The first cross beam is arranged perpendicular to the longitudinal beams, and two ends of the first cross beam are respectively connected to the front longitudinal beam section and the middle longitudinal beam section on the two longitudinal beams.

6. The middle channel structure according to claim 2, characterized in that: It also includes a second cross beam, which is vertically arranged with respect to the longitudinal beam, and the second cross beam is connected with the rear longitudinal beam section and the middle channel body.

7. The middle channel structure according to claim 2, characterized in that: It also includes two reinforcing plates, which correspond to the longitudinal beams one by one, and are connected to the front panel, the front longitudinal beam section and the middle channel body.

8. The middle channel structure according to claim 2, characterized in that: It also includes a dash panel cross beam, which is arranged on a surface of the dash panel facing away from the longitudinal beam, and the position of the dash panel cross beam corresponds to the portion where the dash panel and the end of the front longitudinal beam section are connected.

9. The middle channel structure according to any one of claims 1 to 8, characterized in that: The longitudinal beam is a hot-formed steel part.

10. A vehicle, characterized in that: A vehicle body and a central channel structure according to any one of claims 1 to 9 arranged on the vehicle body; The vehicle body includes at least two sub-floors, and the sub-floors are arranged in sequence along the length direction of the vehicle body.

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