C-ring cross beam, C-ring assembly and vehicle
By using an integrated C-ring beam design with unequal thickness, the problems of multiple components, high cost, and poor NVH performance caused by split structures are solved, achieving the effects of lightweighting and efficient production.
Patent Information
- Application Number
- CN202520449506.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-14
- Publication Date
- 2026-01-27
- Estimated Expiration
- 2035-03-14
AI Technical Summary
The existing C-ring crossbeam is a split structure, which results in a large number of parts, low production efficiency, high cost, and discontinuous strength and stiffness, affecting the vehicle's NVH performance and weight.
The C-ring beam adopts an integrated unequal thickness structure, with the thickness gradually increasing in the middle area to the reinforced area. The reinforced area is set to improve torsional resistance, and the thickness is reduced in the middle and edge areas to achieve a lightweight design.
It improves the structural stiffness continuity and component integration of the C-ring beam, reduces production costs and weight, and ensures high-efficiency torsional resistance.
Smart Images
Figure CN223835684U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle component technology, and in particular to a C-ring crossbeam, a C-ring assembly, and a vehicle. Background Technology
[0002] The C-ring, also known as the acoustic ring, refers to the ring-shaped structure formed by the C-pillars on both sides of the vehicle, the roof crossbeam, and the C-ring crossbeam that overlaps with the floor, along the width of the car body where the rear shock absorber is located. The C-ring assembly is a key component for improving the torsional rigidity of the vehicle body and reducing road noise levels during driving. Among the components, the C-ring crossbeam has the highest sensitivity. To improve the dynamic and static rigidity of the rear seat mounting points and prevent seat vibration, the rear seat mounting points are sometimes arranged on the C-ring crossbeam or connected to the C-ring crossbeam via brackets. However, this deteriorates the stress state of the C-ring crossbeam, weakens its strength, rigidity, and torsional resistance, and also affects the vehicle's NVH comfort performance.
[0003] The existing seat crossbeams are designed as a split structure, with two crossbeams arranged in a straight line along the width of the vehicle. A central channel needs to be connected between the two crossbeams, resulting in a large number of parts, low production efficiency, complex production processes, and high costs. Furthermore, due to the discontinuity in strength and stiffness of the split-structure seat crossbeams, to compensate for this discontinuity, especially to achieve the extremely high torsional NVH performance required for the C-ring assembly, the material thickness needs to be significantly increased, resulting in a substantial increase in weight. Utility Model Content
[0004] The purpose of this utility model is to solve the aforementioned technical problems by providing a C-ring crossbeam, a C-ring assembly, and a vehicle, thereby meeting the requirements for strength, stiffness, and torsional resistance, and achieving lightweighting. To achieve the above objective, the technical solution of this utility model is as follows:
[0005] The C-ring crossbeam includes a middle region, a reinforcing region, and an edge region; the two ends of the middle region are respectively connected to the reinforcing region, and the end of the reinforcing region away from the middle region is connected to the edge region; the two ends of the middle region gradually increase in thickness to the thickness of the reinforcing region, and the end of the reinforcing region away from the middle region gradually decreases in thickness or reaches the same thickness as the edge region.
[0006] Specifically, the intermediate region includes a first intermediate region and a second intermediate region located at both ends of the first intermediate region.
[0007] Specifically, the first intermediate zone gradually increases in thickness or extends to the second intermediate zone with equal thickness, and the second intermediate zone gradually increases in thickness and extends to the reinforced area.
[0008] Specifically, the reinforced region includes a connected reinforced area and a reinforced transition area. The intermediate area gradually increases in thickness and extends to the reinforced area, while the reinforced transition area gradually decreases in thickness or extends to the edge area from the reinforced area to the edge region.
[0009] Specifically, the reinforced area and the edge area are both of equal thickness, and the thickness of the reinforced area is greater than or equal to the thickness of the edge area.
[0010] Specifically, the reinforced area and the intermediate second area are both of equal thickness, with the thickness of the reinforced area being greater than that of the intermediate second area.
[0011] Specifically, the reinforced area is the seat mounting area.
[0012] Specifically, the length of the C-ring crossbeam is adapted to the width of the vehicle along the Y-axis.
[0013] The C-ring assembly includes the aforementioned C-ring crossbeam.
[0014] The vehicle includes the aforementioned C-ring crossbeam or the aforementioned C-ring assembly.
[0015] Compared with existing technologies, the beneficial effects of this utility model on the C-ring crossbeam, C-ring assembly, and vehicle are mainly reflected in:
[0016] The C-ring crossbeam adopts an integrated unequal thickness structure, which has good structural stiffness continuity, high component integration, and higher production efficiency. The C-ring crossbeam has a thicker reinforcing area at the intersection of force transmission paths to ensure the high torsional resistance required by the C-ring crossbeam. The C-ring crossbeam has a thinner middle area and / or edge area to achieve lightweight design. The overall C-ring crossbeam can reduce the assembly of components and achieve a balance between weight, cost, and performance. Attached Figure Description
[0017] Figure 1 A structural schematic diagram of the C-ring crossbeam is provided for the embodiments of this application;
[0018] Figure 2 A bottom view of the C-ring crossbeam is provided for the embodiments of this application;
[0019] Figure 3 for Figure 2 A cross-sectional schematic diagram of AA.
[0020] Figure label:
[0021] Middle area 1, Middle first zone 11, Middle second zone 12, Middle first transition zone 13, Middle second transition zone 14;
[0022] Strengthened Zone 2, Enhanced Zone 21, Strengthened Transition Zone 22;
[0023] Edge region 3. Detailed Implementation
[0024] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.
[0025] Example 1
[0026] This embodiment provides a C-ring crossbeam, including a middle region 1, a reinforcing region 2, and an edge region 3; the two ends of the middle region 1 are respectively connected to the reinforcing region 2, and the end of the reinforcing region 2 away from the middle region 1 is connected to the edge region 3. The thickness of the two ends of the middle region 1 gradually increases to the thickness of the reinforcing region 2, and the thickness of the end of the reinforcing region 2 away from the middle region 1 gradually decreases or remains the same to the thickness of the edge region 3.
[0027] like Figures 1-3 As shown, the intermediate region 1 includes an intermediate first region 11 and intermediate second regions 12 disposed at both ends of the intermediate first region 11; the ends of the intermediate first region 11 gradually increase in thickness or extend to the intermediate second region 12 with equal thickness, and the ends of the intermediate second region 12 gradually increase in thickness and extend to the reinforcing region 2.
[0028] The thickness of the second intermediate zone 12 is greater than or equal to the thickness of the first intermediate zone 11. In this embodiment, both the first intermediate zone 11 and the second intermediate zone 12 are of equal thickness, and the thickness of the two second intermediate zones 12 on the C-ring beam can be the same.
[0029] The intermediate region 1 also includes an intermediate first transition region 13 disposed between the intermediate first region 11 and the intermediate second region 12. One end of the intermediate first transition region 13 is connected to the intermediate first region 11 with the same thickness, and the other end of the intermediate first transition region 13 is connected to the intermediate second region 12 with the same thickness. When the thickness of the intermediate first region 11 and the intermediate second region 12 is the same, the thickness of the intermediate first transition region 13 is the same as the thickness of the intermediate first region 11; when the thickness of the intermediate first region 11 is less than that of the intermediate second region 12, the thickness of the intermediate first transition region 13 gradually increases from the intermediate first region 11 to the intermediate second region 12. The thicknesses of the two intermediate first transition regions 13 on the C-ring crossbeam can be the same.
[0030] The intermediate region 1 also includes an intermediate second transition region 14 disposed between the intermediate second region 12 and the reinforcing region 2. One end of the intermediate second transition region 14 is connected to the intermediate second region 12 with the same thickness, and the other end of the intermediate second transition region 14 is connected to the reinforcing region 2 with the same thickness. The thickness of the intermediate second transition region 14 gradually increases from the intermediate second region 12 to the reinforcing region 2. The thickness of the two intermediate second transition regions 14 on the C-ring crossbeam can be the same.
[0031] The reinforced region 2 includes a connected reinforced region 21 and a reinforced transition region 22. The intermediate region 1 gradually increases in thickness and extends to the reinforced region 21. Specifically, the intermediate second transition region 14 gradually increases in thickness and extends to the reinforced region 21. The thickness of the reinforced transition region 22 gradually decreases or remains constant from the reinforced region 21 to the edge region 3. One end of the reinforced region 21 is connected to the intermediate second transition region 14 with equal thickness, and the other end of the reinforced region 21 is connected to the reinforced transition region 22 with equal thickness.
[0032] In this embodiment, the reinforcement area 21 has a uniform thickness structure. The thickness of the two reinforcement areas 21 on the C-ring crossbeam can be the same. The thickness of the reinforcement area 21 is greater than the thickness of the middle second area 12. Specifically, the thickness of the reinforcement area 21 can be 1.2 times the thickness of the middle second area 12.
[0033] The reinforced area 21 is provided with an installation interface for installing the rear seat. The thickness of the middle area 1 gradually increases to transition to the reinforced area 2, so that the reinforced area 21 of the reinforced area 2 can meet the load-bearing requirements, and achieve the function of local reinforcement of the seat installation area in the reinforced area 2.
[0034] In this embodiment, edge region 3 has a uniform thickness structure, and the thickness of the two edge regions 3 on the C-ring crossbeam can be the same. The thickness of the reinforcing region 21 is greater than or equal to the thickness of the edge region 3.
[0035] like Figure 3 As shown, in this embodiment, the thickness refers to the material thickness of the cross section of the C-ring beam, and the length refers to the length arranged along the Y-axis direction, which is the direction between the left and right side panels of the vehicle.
[0036] The thickness of the first intermediate region 11 can be 0.8-1.6 mm. In this embodiment, the thickness t4 of the first intermediate region 11 is 0.8 mm, the thickness t3 / t5 of the second intermediate region 12 is 1 mm, the thickness t2 / t6 of the reinforcing region 21 is 1.4 mm, and the thickness t1 / t7 of the edge region 3 is 1 mm. The length of the first intermediate region 11 is 200-400 mm, the length of the second intermediate region 12 is 30-100 mm, the length of the reinforcing region 21 is 100-200 mm, and the length of the edge region 3 is 30-100 mm.
[0037] In other embodiments, any one of the reinforced regions 2 and the edge region 3 can be merged to form one unit; any one of the reinforced regions 2 and the intermediate second region 12 can be merged to form one unit; the intermediate first region 11 and any one of the intermediate second regions 12 can be merged to form one unit; the intermediate first region 11 and the two intermediate second regions 12 can be merged to form one unit; the intermediate second region 12, the reinforced region 2 and the edge region 3 can be merged to form one unit; correspondingly, the merged partitions eliminate some transition regions, and the length and thickness of each partition are adaptively adjusted.
[0038] In this embodiment, the C-ring crossbeam adopts an integrated unequal thickness structure, which has good structural stiffness continuity, high component integration, and higher production efficiency. The C-ring crossbeam has a thicker reinforcing area 2 at the intersection of force transmission paths to ensure the high torsional resistance required by the C-ring crossbeam. The C-ring crossbeam has a thinner middle area 1 and / or edge area 3 to achieve lightweight design. The overall C-ring crossbeam can reduce component assembly and achieve a balance between weight, cost, and performance.
[0039] Example 2
[0040] This embodiment provides a C-ring assembly, including the C-ring crossbeam in the above embodiment.
[0041] Example 3
[0042] This embodiment provides a vehicle, including the C-ring crossbeam or the C-ring assembly in the above embodiments. The length of the C-ring crossbeam is adapted to the width of the vehicle along the Y-axis direction. The two ends of the C-ring crossbeam are respectively connected to the longitudinal beams and / or the rear wheel arches of the vehicle. The bottom of the C-ring crossbeam is connected to the floor to form a closed cavity. The height of the closed cavity along the Z-axis direction is 25-100mm.
[0043] In the description of this application, it should be understood that the terms "longitudinal", "horizontal", "length", "width", "thickness", "upper", "lower", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In this application, unless otherwise expressly specified and limited, the terms "installed," "connected," "joined," "fixed," etc., should be interpreted broadly. For example, they may refer to a fixed connection, a detachable connection, or an integral part; a mechanical connection, an electrical connection, or a connection that allows for communication; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements or an interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0045] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.
[0046] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.
Claims
1. A C-ring crossbeam, characterized in that: It includes a middle region (1), a reinforcing region (2) and an edge region (3); the two ends of the middle region (1) are respectively connected to the reinforcing region (2), the end of the reinforcing region (2) away from the middle region (1) is connected to the edge region (3), the two ends of the middle region (1) gradually increase in thickness to the thickness of the reinforcing region (2), and the end of the reinforcing region (2) away from the middle region (1) gradually decreases in thickness or equals the thickness of the edge region (3).
2. The C-ring crossbeam according to claim 1, characterized in that: The intermediate region (1) includes a first intermediate region (11) and a second intermediate region (12) disposed at both ends of the first intermediate region (11).
3. The C-ring crossbeam according to claim 2, characterized in that: The intermediate first region (11) gradually increases in thickness or extends to the intermediate second region (12) with equal thickness, and the intermediate second region (12) gradually increases in thickness and extends to the reinforcing region (2).
4. The C-ring crossbeam according to claim 2, characterized in that: The reinforced region (2) includes a connected reinforced region (21) and a reinforced transition region (22). The intermediate region (1) gradually increases in thickness and extends to the reinforced region (21). The reinforced transition region (22) gradually decreases in thickness or extends to the edge region (3) from the reinforced region (21).
5. The C-ring crossbeam according to claim 4, characterized in that: The reinforced area (21) and the edge area (3) are both of equal thickness, and the thickness of the reinforced area (21) is greater than or equal to the thickness of the edge area (3).
6. The C-ring crossbeam according to claim 4, characterized in that: The reinforced area (21) and the intermediate second area (12) are both of equal thickness, and the thickness of the reinforced area (21) is greater than the thickness of the intermediate second area (12).
7. The C-ring crossbeam according to claim 1, characterized in that: The reinforced area (2) is the seat installation area.
8. The C-ring crossbeam according to claim 1, characterized in that: The length of the C-ring crossbeam is adapted to the width of the vehicle along the Y-axis.
9. The C-ring assembly, characterized in that: Includes the C-ring crossbeam as described in any one of claims 1-8.
10. A vehicle, characterized in that: Includes the C-ring crossbeam as described in any one of claims 1-8 or the C-ring assembly as described in claim 9.