Cross beam structure, vehicle body assembly and vehicle

Abstract

The utility model provides a cross beam structure, a vehicle body assembly and a vehicle. The embodiment of the utility model provides a cross beam structure which is connected to a vehicle body and comprises a first beam plate and a second beam plate. In the first direction, the second beam plate is connected to one side of the first beam plate, a first cavity and a second cavity are formed between the second beam plate and the first beam plate, the first cavity is communicated with the second cavity, and the cavity depth of the second cavity in the first direction is smaller than that of the first cavity in the first direction; the two opposite sides of the first cavity are each provided with at least one second cavity. The embodiment of the utility model further provides a vehicle body assembly, the vehicle body assembly comprises the cross beam structure and a vehicle body main body, and the cross beam structure is connected to the vehicle body main body. The embodiment of the utility model further provides a vehicle, the vehicle comprises the vehicle body assembly and a vehicle body, and the vehicle body assembly is connected to the vehicle body.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a beam structure, body assembly, and vehicle. Background Technology

[0002] With increasing attention to environmental protection and sustainable development, new energy vehicles are gradually developing. Neither pure electric vehicles nor hybrid vehicles in their pure electric mode are driven by a traditional internal combustion engine, making low-frequency road noise caused by road surface excitation the primary issue in automotive NVH (Noise, Vibration, and Harshness). Among these, the crossbeam structure between the upper roof and the windshield or rear windshield of passenger cars plays a crucial role in the overall rigidity, safety, fatigue durability, and NVH performance of the vehicle body. Currently, to address NVH issues, the crossbeam cross-sectional area or additional components are often added to improve structural strength; however, this increases costs and the weight of the vehicle's upper body structure. Utility Model Content

[0003] To address the noise problem in vehicles, embodiments of this application provide a crossbeam structure, body assembly, and vehicle that reduce vehicle noise without increasing the weight of the vehicle's body structure.

[0004] This application provides a crossbeam structure connected to the vehicle body. The crossbeam structure includes a first beam plate and a second beam plate. Along a first direction, the second beam plate is connected to one side of the first beam plate, and a first cavity and a second cavity are formed between the second beam plate and the first beam plate. The first cavity and the second cavity are in communication. The cavity depth of the second cavity in the first direction is less than the cavity depth of the first cavity in the first direction. At least one second cavity is provided on each of the opposite sides of the first cavity. The second direction intersects the first direction.

[0005] Understandably, when the depth of the second cavity in the first direction is less than the depth of the first cavity in the first direction, the crossbeam structure can effectively avoid certain low-frequency excitation frequencies with relatively large wheel core excitation, thereby reducing noise generated by the roof, windshield, and rear windshield panels. At the same time, this crossbeam structure does not add extra structural elements or increase volume, achieving a balance between structural stiffness and modal frequency distribution, improving low-frequency road noise without increasing the weight of the crossbeam structure.

[0006] In one embodiment, the second beam plate is provided with a first protrusion and a second protrusion, the first protrusion is spaced apart from the first beam plate to form the first cavity between the first protrusion and the first beam plate, the second protrusion is spaced apart from the first beam plate to form the second cavity between the second protrusion and the first beam plate, and the distance between the first protrusion and the first beam plate is greater than the distance between the second protrusion and the first beam plate.

[0007] In one embodiment, there are two second cavities, which are respectively located on both sides of the first cavity in the second direction. The first cavity has a defined first center line, the extension direction of which is parallel to the first direction. The two second cavities are symmetrically arranged with respect to the first center line.

[0008] In one embodiment, the first cavity includes a middle section and two gradient sections. Along the second direction, the two gradient sections are connected to both sides of the middle section. The cavity depth of the gradient sections decreases linearly from the side closer to the middle section to the side farther away from the middle section.

[0009] In one embodiment, the beam structure further includes a support member connected to the side of the second beam plate away from the first beam plate along the first direction, and the support member is configured to be connected to the vehicle body.

[0010] In one embodiment, along the first direction, the portion of the second beam plate corresponding to the projection of the support member onto the second beam plate is designated as a first region, and the portion of the second beam plate forming the second cavity is designated as a second region. Along the second direction, the two sides of the first region extend beyond the second region.

[0011] In one embodiment, the beam structure further includes a connector located on at least one side of the first beam plate and the second beam plate in the second direction, and the connector is connected to the first beam plate and the second beam plate, the connector being configured to connect to the vehicle body.

[0012] In one embodiment, the connector forms a third cavity between the first beam plate and the second beam plate, and the third cavity communicates with the first cavity and the second cavity.

[0013] This application embodiment also provides a vehicle body assembly, which includes a beam structure and a vehicle body as described above, wherein the beam structure is connected to the vehicle body.

[0014] Understandably, the body assembly including the aforementioned crossbeam structure can reduce the low-frequency road noise caused by road surface excitation, without adding extra parts or increasing the weight of the body assembly.

[0015] This application embodiment also provides a vehicle, the vehicle including the body assembly and vehicle body as described above, the body assembly being connected to the vehicle body.

[0016] Understandably, vehicles incorporating the aforementioned body assembly can effectively reduce low-frequency road noise during operation, enhancing the user experience. Simultaneously, this does not increase vehicle weight, achieving vehicle lightweighting. Attached Figure Description

[0017] Figure 1 This is a cross-sectional schematic diagram of a beam structure provided in an embodiment of this application.

[0018] Figure 2 This is a side view of a beam structure provided in an embodiment of this application.

[0019] Figure 3 This is a cross-sectional schematic diagram of the second cavity of a beam structure provided in an embodiment of this application.

[0020] Figure 4 This is a cross-sectional schematic diagram of the first cavity of a beam structure provided in an embodiment of this application.

[0021] Figure 5 This is a partial cross-sectional schematic diagram of a beam structure provided in an embodiment of this application.

[0022] Figure 6 This is a perspective view of a vehicle provided for another embodiment of this application.

[0023] Explanation of key component symbols:

[0024] 100. Crossbeam structure; 1. First beam plate; 2. Second beam plate; 21. First protrusion; 22. Second protrusion; 3. First cavity; 31. Intermediate section; 32. Gradient section; 4. Second cavity; 5. Support component; 6. Connector component; 7. Third cavity; 200. Body assembly; 201. Body body; 2011. Upper body; 300. Vehicle; 301. Vehicle body; Z, First direction; X, Second direction; Y, Third direction; H1, First centerline; H2, Second centerline.

[0025] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0026] The following description will be given with reference to the accompanying drawings for a more complete description of the present application. The drawings illustrate exemplary embodiments of the present application. However, the present application may be implemented in many different forms and should not be construed as limited to the exemplary embodiments set forth herein. These exemplary embodiments are provided to make the present application thorough and complete, and to fully convey the scope of the present application to those skilled in the art. Similar reference numerals denote the same or similar components. The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to limit the present application. As used herein, the singular forms “a,” “an,” and “the” are intended to also include the plural forms unless the context clearly indicates otherwise. Furthermore, when used herein, “comprising” and / or “including” and / or “having,” integers, steps, operations, components, and / or components, but without excluding the presence or addition of one or more other features, regions, integers, steps, operations, components, and / or groups thereof. Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. Furthermore, unless explicitly defined herein, terms such as those defined in a general dictionary should be interpreted as having the same meaning as they have in the relevant technology and in the content of this application, and should not be interpreted as having an idealized or overly formal meaning.

[0027] like Figure 1 and Figure 2 As shown, this application embodiment provides a crossbeam structure 100, which is connected to the vehicle body 201. The crossbeam structure 100 includes a first beam plate 1 and a second beam plate 2.

[0028] For ease of reading, this application introduces a first direction Z, a second direction X, and a third direction Y to describe the embodiments of this application. The first direction Z, the second direction X, and the third direction Y can be three non-parallel straight lines in space; further, the first direction Z, the second direction X, and the third direction Y can be three mutually perpendicular directions in a three-dimensional coordinate system (a three-dimensional Cartesian coordinate system). In subsequent embodiments, the first direction Z is described as the Z-axis direction of the three-dimensional coordinate system, the second direction X is the X-axis direction of the three-dimensional coordinate system, and the third direction Y is the Y-axis direction of the three-dimensional coordinate system. In addition, the first direction Z is also the vehicle height direction, the second direction X is the vehicle width direction, and the third direction Y is the vehicle length direction.

[0029] Along the first direction Z, the second beam plate 2 is connected to one side of the first beam plate 1, and a first cavity 3 and a second cavity 4 are formed between the second beam plate 2 and the first beam plate 1. The first cavity 3 and the second cavity 4 are connected. The cavity depth of the second cavity 4 in the first direction Z is less than the cavity depth of the first cavity 3 in the first direction Z. The second cavity 4 is located on at least one side of the first cavity 3 in the second direction X.

[0030] In this embodiment, the first beam plate 1 can be the upper plate of the front crossbeam, and the second beam plate 2 can be the lower plate of the front crossbeam; the two are welded together to form a crossbeam structure 100. The first beam plate 1 and the second beam plate 2 are spaced apart along the first direction Z, thus forming a cavity between the first beam plate 1 and the second beam plate 2. The cavity formed between the first beam plate 1 and the second beam plate 2 is divided into a first cavity 3 and a second cavity 4 with different depths in the first direction Z, and the depth of the second cavity 4 in the first direction Z is less than the depth of the first cavity 3 in the first direction Z. That is, the length of the projection of the first cavity 3 onto a plane parallel to the first direction Z and the second direction X in the first direction Z is defined as a first length, and the length of the projection of the second cavity 4 onto a plane parallel to the first direction Z and the second direction X in the first direction Z is defined as a second length, where the first length is greater than the second length.

[0031] Understandably, when the cavity depth of the second cavity 4 in the first direction Z is less than the cavity depth of the first cavity 3 in the first direction Z, the crossbeam structure 100 can effectively avoid certain low-frequency excitation frequencies with relatively large wheel core excitation, thereby reducing the noise generated by the roof, windshield, and rear windshield panels. At the same time, the crossbeam structure 100 does not add extra structure or increase volume, achieving a balance between structural stiffness and modal frequency distribution, improving the low-frequency road noise problem without increasing the weight of the crossbeam structure 100.

[0032] Further integration Figures 3 to 5 As shown, in one embodiment, the second beam plate 2 is provided with a first protrusion 21 and a second protrusion 22. The first protrusion 21 is spaced apart from the first beam plate 1 to form a first cavity 3 between the first protrusion 21 and the first beam plate 1. The second protrusion 22 is spaced apart from the first beam plate 1 to form a second cavity 4 between the second protrusion 22 and the first beam plate 1. The distance between the first protrusion 21 and the first beam plate 1 is greater than the distance between the second protrusion 22 and the first beam plate 1.

[0033] In this embodiment, the first protrusion 21 and the second protrusion 22 provided on the second beam plate 2 enable the second beam plate 2 to form a first cavity 3 and a second cavity 4 with the first beam plate 1. Specifically, in the first direction Z, the distance between the first protrusion 21 and the first beam plate 1 is greater than the distance between the second protrusion 22 and the first beam plate 1, thus making the cavity depth of the first cavity 3 in the first direction Z greater than the cavity depth of the second cavity 4 in the first direction Z. The arrangement of the first protrusion 21 and the second protrusion 22 allows the beam structure 100 to have different stiffnesses in the regions corresponding to the first protrusion 21 and the second protrusion 22.

[0034] It is understandable that by setting the first protrusion 21 and the second protrusion 22 at different distances from the first beam plate 1 in the first direction Z of the second beam plate 2, a first cavity 3 and a second cavity 4 with different cross-sectional areas are formed, so that the crossbeam structure 100 can achieve the purpose of frequency avoidance while ensuring the rigidity of the vehicle roof, and reduce the impact of road excitation on the upper part of the vehicle body.

[0035] In this embodiment, the first protrusion 21 and the second protrusion 22 are part of the structure of the second beam plate 2. The first protrusion 21 and the second protrusion 22 can be formed by stamping the machined second beam plate 2. For example, along the first direction Z, the first protrusion 21 is formed by stamping downwards from the side of the second beam plate 2 close to the first beam plate 1 toward the side away from the first beam plate 1. Along the first direction Z, the second protrusion 22 is formed by stamping upwards from the side of the second beam plate 2 away from the first beam plate 1 toward the side close to the first beam plate 1. In this way, this application can form the first protrusion 21 and the second protrusion 22 by stamping without changing the original weight of the second beam plate 2, thereby directly forming the first cavity 3 and the second cavity 4 to improve the NVH performance of the whole vehicle.

[0036] In one embodiment, there are two second cavities 4, which are located on both sides of the first cavity 3 in the second direction X. The first cavity 3 has a defined first center line H1, which extends in a direction parallel to the first direction Z. The two second cavities 4 are symmetrically arranged with respect to the first center line H1.

[0037] In this embodiment, along the second direction X, the two second cavities 4 are symmetrically arranged with the first center line H1 as a reference, and the first cavity 3 is also symmetrical about the first center line H1 in the second direction X. At this time, each second cavity 4 is located between the first cavity 3 and the connector 6.

[0038] It is understandable that the second cavity 4, which is symmetrically arranged on both sides of the first cavity 3 in the second direction X, is located between the first cavity 3 and the connecting piece 6. This arrangement is the location where the second-order modal frequency of the vehicle body structure is most sensitive during vibration at the roof crossbeam. Therefore, the second cavity 4, which is located in the first direction Z with a cavity depth less than that of the first cavity 3, can effectively reduce the modal frequency of the windshield and the roof.

[0039] In this embodiment, two second protrusions 22 are provided to form two second cavities 4. Along the second direction X, the two second protrusions 22 are integrally formed at both ends of the first protrusion 21. Furthermore, the first protrusion 21 is a downwardly curved structure, and the second protrusion 22 is an upwardly curved structure. The first protrusion 21 and the second protrusion 22 are smoothly connected, so that the structure formed by the connection of the first protrusion 21 and the second protrusion 22 is approximately wave-shaped.

[0040] Furthermore, the first cavity 3 has a defined first center line H1, the extension direction of which is parallel to the first direction Z. Based on the downward curved structure of the first protrusion 21, the first cavity 3 includes a middle section 31 and two gradient sections 32. Along the second direction X, the two gradient sections 32 connect the two sides of the middle section 31. The cavity depth of the middle section 31 remains constant, while the cavity depth of the gradient sections 32 decreases linearly from the side closer to the middle section 31 to the side farther away from the middle section 31.

[0041] The second cavity 4 has a defined second center line H2, which extends parallel to the first direction Z. Based on the upwardly curved structure of the second protrusion 22, along the second direction X, the cavity depth of a portion of the second cavity 4 linearly increases from the segment corresponding to the second center line H2 toward the side away from the second center line H2.

[0042] Thus, the gradual design of the cavity depth of the first cavity 3 and the second cavity 4 enables the stiffness of the crossbeam structure 100 in the regions of the first cavity 3 and the second cavity 4 to be distributed in a gradual manner, thereby simulating the second-order modal frequency distribution curve of the vehicle body structure during vibration, so as to improve the vibration reduction effect of the crossbeam structure 100 on the vehicle body structure.

[0043] It is understood that in other embodiments, along the second direction X, two or three other numbers of second cavities 4 are provided on both sides of the first cavity 3. These second cavities 4 are all connected to the first cavity 3, and the depth of the cavity formed after these second cavities 4 are connected to the first cavity 3 is also designed to be gradually varied.

[0044] In one embodiment, the crossbeam structure 100 further includes a support member 5, which is connected to the side of the second beam plate 2 away from the first beam plate 1 along the first direction Z, and the support member 5 is configured to be connected to the vehicle body 201.

[0045] In this embodiment, the support member 5 can be a bracket. The support member 5 can be welded to the side of the second beam plate 2 away from the first beam plate 1, and the support member 5 can be connected to the vehicle body 201 by a snap fastener. Two support members 5 can be provided, and the two support members 5 can be symmetrically arranged about the center line of the first cavity 3.

[0046] Understandably, the inclusion of support members 5 allows the crossbeam structure 100 to be better installed with the roof liner in the body body 201, while also increasing rigidity and improving the safety of the crossbeam structure 100. This further reduces the impact of road excitation on the upper body 2011, reduces noise, and thus improves the overall NVH performance of the vehicle.

[0047] In one embodiment, along the first direction Z, the portion of the second beam plate 2 corresponding to the projection of the support member 5 onto the second beam plate 2 is the first region, and the portion of the second beam plate 2 that forms the second cavity 4 is the second region. Along the second direction X, the two sides of the first region extend beyond the second region.

[0048] In this embodiment, the support member 5 is connected to the area of ​​the second beam plate 2 where the second cavity 4 is provided, and the distance between the two ends of the support member 5 connected to the second beam plate 2 in the second direction X is greater than the length of the shape of the second cavity 4 projected on the second beam plate 2 in the second direction X, that is, along the second direction X, the two sides of the first region extend beyond the second region.

[0049] It is understandable that the support member 5 is configured to correspond to the second cavity 4 to further reduce the modal frequency of the windshield and roof, thereby reducing the impact of road excitation on the upper body 2011 and further solving the vibration problem of the upper body 2011.

[0050] In one embodiment, the crossbeam structure 100 further includes a connector 6 located on at least one side of the first beam plate 1 and the second beam plate 2 in the second direction X, and the connector 6 is connected to the first beam plate 1 and the second beam plate 2, and the connector 6 is configured to be connected to the vehicle body 201.

[0051] In this embodiment, the connector 6 can be a connecting plate. There are two connectors 6. Along the second direction X, the two ends of the first beam plate 1 and the second beam plate 2 are connected to the vehicle body 201 through the two connectors 6.

[0052] It is understandable that the connection piece 6 enables the first beam plate 1 and the second beam plate 2 to be connected to the body body 201, while ensuring the rigidity of the crossbeam structure 100.

[0053] In one embodiment, a third cavity 7 is formed between the connector 6 and the first beam plate 1 and the second beam plate 2, and the third cavity 7 is connected to the first cavity 3 and the second cavity 4.

[0054] In this embodiment, there are two connectors 6, therefore, there are two third cavities 7. The cavity depth of the third cavity 7 in the first direction Z is greater than the cavity depth of the second cavity 4 in the first direction Z. Therefore, the projection shape of the beam structure 100 on the plane parallel to the first direction Z and the second direction X is similar to an "M" shape.

[0055] It is understandable that the first beam plate 1 and the second beam plate 2 can be connected to the body body 201 through the connector 6. At the same time, the third cavity 7 formed between the connector 6 and the first beam plate 1 and the second beam plate 2 can communicate with the second cavity 4 and the first cavity 3, so that the setting of the second cavity 4 and the first cavity 3 can achieve the purpose of noise reduction.

[0056] Further integration Figure 6 As shown, this application embodiment also provides a vehicle body assembly 200, which includes the above-mentioned crossbeam structure 100 and vehicle body 201, with the crossbeam structure 100 connected to the vehicle body 201.

[0057] It is understandable that the body assembly 200, including the aforementioned crossbeam structure 100, can reduce the problem of low-frequency road noise caused by road surface excitation, without adding any additional parts or increasing the weight of the body assembly 200.

[0058] In one embodiment, the crossbeam structure 100 includes a connector 6, the vehicle body 201 includes an upper body 2011, and the first beam plate 1 and the second beam plate 2 are connected to the upper body 2011 on both sides along the second direction X via the connector 6.

[0059] It is understandable that the crossbeam structure 100 is connected to the upper body 2011 through the connecting piece 6 therein, so that the crossbeam structure 100 and the upper body 2011 are well connected. At the same time, the crossbeam structure 100 is located at the front of the upper body 2011, which can reduce the modal frequency of the windshield and the roof, thereby solving the vibration problem of the upper body 2011, reducing noise, and improving the NVH performance of the vehicle 300.

[0060] This application embodiment also provides a vehicle 300, which includes the above-mentioned body assembly 200 and vehicle body 301, with the body assembly 200 connected to the vehicle body 301.

[0061] Understandably, the vehicle 300, including the aforementioned body assembly 200, can effectively improve low-frequency road noise during driving, enhancing the user experience. At the same time, it does not increase the weight of the vehicle 300, achieving lightweight design.

[0062] The specific embodiments of this application have been described above with reference to the accompanying drawings. However, those skilled in the art will understand that various changes and substitutions can be made to the specific embodiments of this application without departing from the spirit and scope of this application. All such changes and substitutions fall within the scope defined by this application.

Claims

1. A crossbeam structure connected to the vehicle body, characterized in that, The beam structure includes: First beam slab; The second beam plate is connected to one side of the first beam plate along the first direction, and a first cavity and a second cavity are formed between the second beam plate and the first beam plate. The first cavity and the second cavity are in communication. The cavity depth of the second cavity in the first direction is less than the cavity depth of the first cavity in the first direction. Along the second direction, at least one second cavity is provided on both opposite sides of the first cavity. The second direction intersects with the first direction.

2. The beam structure as described in claim 1, characterized in that, The second beam plate is provided with a first protrusion and a second protrusion. The first protrusion is spaced apart from the first beam plate to form the first cavity between the first protrusion and the first beam plate. The second protrusion is spaced apart from the first beam plate to form the second cavity between the second protrusion and the first beam plate. The distance between the first protrusion and the first beam plate is greater than the distance between the second protrusion and the first beam plate.

3. The beam structure as described in claim 1, characterized in that, The second cavity is provided in two parts, and the two second cavities are respectively located on both sides of the first cavity in the second direction. The first cavity has a defined first center line, and the extension direction of the first center line is parallel to the first direction. The two second cavities are symmetrically arranged with the first center line as a reference.

4. The beam structure as described in claim 3, characterized in that, The first cavity includes a middle section and two gradient sections. Along the second direction, the two gradient sections are connected to both sides of the middle section. The cavity depth of the gradient section decreases linearly from the side closer to the middle section to the side farther away from the middle section.

5. The beam structure as described in claim 1, characterized in that, The beam structure also includes a support member, which is connected to the side of the second beam plate away from the first beam plate along the first direction, and the support member is configured to be connected to the vehicle body.

6. The beam structure as described in claim 5, characterized in that, Along the first direction, the portion of the second beam plate corresponding to the projection of the support member onto the second beam plate is the first region, and the portion of the second beam plate that forms the second cavity is the second region. Along the second direction, the two sides of the first region extend beyond the second region.

7. The beam structure as described in claim 1, characterized in that, The beam structure further includes a connector located on at least one side of the first beam plate and the second beam plate in the second direction, and the connector is connected to the first beam plate and the second beam plate, and the connector is configured to be connected to the vehicle body.

8. The beam structure as described in claim 7, characterized in that, The connector forms a third cavity between itself and the first beam plate and the second beam plate, and the third cavity communicates with the first cavity and the second cavity.

9. A vehicle body assembly, characterized in that, The vehicle assembly includes: The beam structure as described in any one of claims 1 to 8; The vehicle body is a main body, and the crossbeam structure is connected to the main body.

10. A vehicle, characterized in that, The vehicles include: The vehicle assembly as described in claim 9; The vehicle body, the body assembly being connected to the vehicle body.

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