Front longitudinal beam assembly and vehicle

Abstract

The utility model provides a front longitudinal beam assembly and a vehicle. The front longitudinal beam assembly comprises a first plate area and a second plate area, and the material strength of the first plate area is smaller than that of the second plate area. The first plate area and the second plate area are arranged in the length direction of the vehicle body, and the first plate area is close to one side of the vehicle head. A first cavity is formed in the first plate area, at least two second cavities are formed in the second plate area, and the second cavities are arranged in the height direction of the vehicle body. The first plate area can serve as a collision energy absorption crushing area, when a vehicle body collides, the first plate area can mainly bear collision deformation energy absorption, a part of collision energy is absorbed firstly, and then the remaining collision energy is transmitted to the second plate area with higher strength, so that the energy absorption efficiency after collision is greatly improved, and higher structural safety is achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle body structure technology, and in particular to a front longitudinal beam assembly and vehicle. Background Technology

[0002] Currently, automotive collision safety is receiving increasing attention. Frontal collisions are frequent among accidents, and the vehicle body structure is a crucial guarantee of collision safety. A good force transmission structure can achieve weight reduction while ensuring safety, and it also reflects a company's strength. Maintaining the integrity of the vehicle body and engine compartment structure as much as possible during a collision is a fundamental requirement.

[0003] In related technologies, the front longitudinal beam assembly of vehicles has low installation strength and is unstable. When a vehicle is involved in a collision or is subjected to other external impacts, the vehicle body is prone to shaking. In severe cases, it may even squeeze the electrical components inside the vehicle body, threatening personal safety. Utility Model Content

[0004] This application provides a front longitudinal beam assembly and a vehicle to solve the problems in the prior art.

[0005] In a first aspect, this application provides a front longitudinal beam assembly, including: a first plate area and a second plate area, wherein the material strength of the first plate area is less than the material strength of the second plate area; the first plate area and the second plate area are arranged along the length direction of the vehicle body, and the first plate area is closer to the front of the vehicle.

[0006] A first cavity is formed inside the first plate area, and at least two second cavities are formed inside the second plate area, with each second cavity arranged along the height direction of the vehicle body.

[0007] Optionally, it includes: an inner front longitudinal beam plate and an outer front longitudinal beam plate connected to the inner front longitudinal beam plate, wherein the inner front longitudinal beam plate and the outer front longitudinal beam plate are arranged along the width direction of the vehicle body;

[0008] The front longitudinal beam inner plate includes a first inner plate and a second inner plate that are welded together. The material strength of the first inner plate is less than that of the second inner plate. The first inner plate and the second inner plate are arranged along the length of the vehicle body, with the first inner plate closer to the front of the vehicle.

[0009] The front longitudinal beam outer plate includes a first plate outer plate and a second plate outer plate that are welded together. The material strength of the first plate outer plate is less than that of the second plate outer plate. The first plate outer plate and the second plate outer plate are arranged along the length of the vehicle body, with the first plate outer plate closer to the front of the vehicle.

[0010] The inner panel and the outer panel of the first material are connected to form the first material area, and the inner panel and the outer panel of the first material enclose the first cavity; the inner panel and the outer panel of the second material are connected to form the second material area, and the inner panel and the outer panel of the second material enclose each of the second cavities.

[0011] Optionally, a first seam line is provided between the inner panel of the first board and the inner panel of the second board, and a second seam line is provided between the outer panel of the first board and the outer panel of the second board, the second seam line corresponding to the position of the first seam line.

[0012] Optionally, the inner panel of the first sheet includes a first main body and two first bends, the two first bends being bent and connected to both sides of the first main body along the height direction of the vehicle body; the outer panel of the first sheet is connected to the two first bends, and the first main body, the two first bends, and the outer panel of the first sheet enclose the first cavity.

[0013] Optionally, the inner panel of the first sheet material further includes two first flanges, each of the two first bends being bent and connected to a first flange at the end away from the first main body, and the outer panel of the first sheet material is connected to the two first flanges.

[0014] Optionally, the inner panel of the second sheet includes at least two second main bodies and a plurality of second bends, each of the second main bodies being arranged along the height direction of the vehicle body, and each of the second main bodies being bent and connected to a second bend on both sides along the height direction; the outer panel of the second sheet is connected to each of the second bends, and the second main bodies, the two second bends connected to the second main bodies, and the outer panel of the second sheet enclose and form the second cavity.

[0015] Optionally, the inner panel of the second sheet material further includes a plurality of second flanges, and each of the plurality of second bends is bent and connected to a second flange at the end away from the second main body, and the outer panel of the second sheet material is connected to each of the second flanges.

[0016] Optionally, along the length of the vehicle body, the volume of the second cavity gradually increases from the front side to the rear side.

[0017] Secondly, embodiments of this application provide a vehicle including the front longitudinal beam assembly as described in the first aspect.

[0018] Optionally, it also includes a front bumper beam assembly, an A-pillar assembly, and a sill beam assembly, wherein the sill beam assembly is connected to the A-pillar assembly; the first cavity in the first plate area is connected to the front bumper beam assembly, one of the second cavities in the second plate area is connected to the A-pillar assembly, and the other second cavity in the second plate area is connected to the sill beam assembly; or

[0019] It also includes a front bumper beam assembly, an A-pillar assembly, a battery pack bracket assembly, and a sill beam assembly. The sill beam assembly is connected to the A-pillar assembly, and the battery pack bracket assembly is connected to the sill beam assembly. The first cavity in the first plate area is connected to the front bumper beam assembly, one of the second cavities in the second plate area is connected to the A-pillar assembly, and the other second cavity in the second plate area is connected to the sill beam assembly.

[0020] The front longitudinal beam assembly provided in this application has a material strength in the first plate region that is lower than that in the second plate region. This means the first plate region has a better deformation capacity than the second plate region. The first plate region can serve as a collision energy absorption and crushing area. When the vehicle body collides, it can primarily bear the collision deformation and absorb energy, absorbing a portion of the collision energy first. After the first plate region has completely absorbed the energy, the remaining collision energy is then transferred to the stronger second plate region, greatly improving the efficiency of energy absorption after a collision and achieving higher structural safety. Furthermore, by forming multiple second cavities in the second plate region, the force transmission path is increased, resulting in better collision force transmission for the overall front longitudinal beam assembly structure. This improves the stability of the front longitudinal beam assembly and increases its overall strength when the vehicle body encounters an impact, thereby protecting internal vehicle components. Attached Figure Description

[0021] Figure 1 This is a structural schematic diagram of the front longitudinal beam assembly provided in one embodiment of this application.

[0022] Figure 2 This is a schematic diagram of the structure of the inner plate of the front longitudinal beam assembly provided in one embodiment of this application.

[0023] Figure 3 This is a schematic diagram of the structure of the outer plate of the front longitudinal beam assembly provided in one embodiment of this application.

[0024] Figure 4 yes Figure 1 A cross-sectional view of plane AA.

[0025] Figure 5 yes Figure 1 A cross-sectional view of the BB plane.

[0026] Figure 6This is a partial structural schematic diagram of the vehicle body structure provided in one embodiment of this application, viewed from a top view.

[0027] Figure 7 This is a partial structural schematic diagram of the vehicle body structure provided in one embodiment of this application from a bottom-view perspective.

[0028] Figure 8 yes Figure 7 A bottom-view diagram.

[0029] Figure 9 yes Figure 7 Enlarged diagram of point C in the middle.

[0030] Figure 10 This is a partial structural schematic diagram of the vehicle body structure from a forward-looking perspective, provided in one embodiment of this application. Detailed Implementation

[0031] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0032] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0033] This application provides a front longitudinal beam assembly and a vehicle thereof. The front longitudinal beam assembly and vehicle of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0034] See Figure 1As shown in the illustration, this application provides a front longitudinal beam assembly 100, including a first plate region 10 and a second plate region 20, wherein the material strength of the first plate region 10 is less than that of the second plate region 20. The first plate region 10 and the second plate region 20 are arranged along the length of the vehicle body, with the first plate region 10 located closer to the front of the vehicle. A first cavity 11 is formed inside the first plate region 10, and at least two second cavities 21 are formed inside the second plate region 20. Each of the second cavities 21 is arranged along the height direction of the vehicle body, thereby forming a multi-cavity structure in the second plate region 20. In this embodiment, there are two second cavities 21.

[0035] With the above configuration, the material strength of the first plate region 10 in the front longitudinal beam assembly 100 provided in this application is less than that of the second plate region 20. This means that the deformation capacity of the first plate region 10 is superior to that of the second plate region 20. The first plate region 10 can serve as a collision energy absorption and crushing area. When a collision occurs, it can primarily bear the collision deformation and absorb energy, absorbing a portion of the collision energy first. After the first plate region 10 has completely crushed and absorbed the energy, the remaining collision energy is then transferred to the stronger second plate region 20, greatly improving the efficiency of energy absorption after a collision, enhancing buffering performance, and achieving higher structural safety. Furthermore, the formation of the cavity structure of the first cavity 11 and the second cavity 21 provides the front longitudinal beam assembly with impact buffering force, further increasing the overall strength of the front longitudinal beam assembly while dispersing and transmitting impact force. By forming multiple second cavities 21 in the second plate region 20, each second cavity 21 can serve as a force transmission path, increasing the total force transmission path of the front longitudinal beam assembly. This results in the overall front longitudinal beam assembly 100 structure having superior collision force transmission, enabling more direct and efficient transfer of collision energy to other structural components of the vehicle body. This improves the stability of the front longitudinal beam assembly 100 and increases its strength during a collision, enhancing the vehicle's NVH performance and protecting internal components. The increased collision force transmission path also allows for effective structural weight reduction.

[0036] In some alternative embodiments, along the length of the vehicle body, the volume of the second cavity 21 gradually increases from the front to the rear. It is understood that the width and height of the second cavity 21 gradually increase from the front to the rear, resulting in a three-dimensional cone shape. The larger the volume of the second cavity 21, the stronger its ability to withstand external impact.

[0037] In some alternative embodiments, the front longitudinal beam assembly 100 includes: an inner front longitudinal beam plate 30 and an outer front longitudinal beam plate 40 connected to the inner front longitudinal beam plate 30, the inner front longitudinal beam plate 30 and the outer front longitudinal beam plate 40 being arranged along the width direction of the vehicle body. Optionally, the inner front longitudinal beam plate 30 and the outer front longitudinal beam plate 40 are welded together.

[0038] See Figure 2 As shown, the front longitudinal beam inner plate 30 includes a first inner plate 31 and a second inner plate 32 welded together. The material strength of the first inner plate 31 is less than that of the second inner plate 32. The first inner plate 31 and the second inner plate 32 are arranged along the length of the vehicle body, with the first inner plate 31 closer to the front of the vehicle.

[0039] See Figure 3 As shown, the front longitudinal beam outer plate 40 includes a first outer plate 41 and a second outer plate 42 welded together. The material strength of the first outer plate 41 is less than that of the second outer plate 42. The first outer plate 41 and the second outer plate 42 are arranged along the length of the vehicle body, with the first outer plate 41 closer to the front of the vehicle.

[0040] Combination Figures 1 to 3 As shown, the inner plate 31 and the outer plate 41 of the first sheet metal are connected to form the first sheet metal region 10, and the inner plate 32 and the outer plate 42 of the second sheet metal are connected to form the second sheet metal region 20, such that the first sheet metal region 10 and the second sheet metal region 20 are welded together. Optionally, the inner plate 31 and the outer plate 41 of the first sheet metal are welded together, and the inner plate 32 and the outer plate 42 of the second sheet metal are welded together. The inner plate 31 and the outer plate 41 of the first sheet metal form the first cavity 11. The inner plate 32 and the outer plate 42 of the second sheet metal form the second cavities 21. It should be noted that welding is a metal joining technique, mainly used to overlap the edges of metal sheets, heat them to their melting point and apply appropriate pressure to fuse the metal together, forming a single piece of metal sheet.

[0041] Understandably, the material strength of the inner panel 31 of the first plate is less than that of the inner panel 32 of the second plate, and the material strength of the outer panel 41 of the first plate is less than that of the outer panel 42 of the second plate. That is, the material deformation capacity of the inner panel 31 and the outer panel 41 of the first plate is better than that of the inner panel 32 and the outer panel 42 of the second plate. This allows the first plate area 10, formed by connecting the inner panel 31 and the outer panel 41 of the first plate, to serve as a collision energy absorption and crushing area. When the vehicle body collides, it can mainly bear the collision deformation and absorb energy, first absorbing a portion of the collision energy. After the first plate area 10 has crushed and absorbed the energy, the remaining collision energy is then transferred to the second plate area 20, which has higher strength and is formed by connecting the inner panel 32 and the outer panel 42 of the second plate. This greatly improves the efficiency of energy absorption after the collision and achieves higher structural safety.

[0042] Furthermore, a first seam line 33 is provided between the first inner plate 31 and the second inner plate 32, and a second seam line 43 is provided between the first outer plate 41 and the second outer plate 42, with the second seam line 43 corresponding to the first seam line 33. This ensures that the first inner plate 31 and the first outer plate 41, located on the same side as the first seam line 33 and the second seam line 43, experience uniform stress, as do the second inner plate 32 and the second outer plate 42, also on the same side. This results in uniform stress distribution across the first plate region 10 and the second plate region 20, improving the overall stability of the front longitudinal beam assembly.

[0043] See Figure 4 As shown, in some optional embodiments, the first inner plate 31 includes a first main body 311 and two first bent portions 312, which are respectively bent and connected to both sides of the first main body 311 along the vehicle height direction. The first outer plate 41 is connected to the two first bent portions 312, and the first main body 311, the two first bent portions 312, and the first outer plate 41 enclose the first cavity 11. Optionally, the bending angles between the first main body 311 and the two first bent portions 312 can be the same or different. The first outer plate 41 is welded to the two first bent portions 312. Optionally, the cross-section of the first cavity 11 is U-shaped.

[0044] See Figure 5As shown, in some optional embodiments, the second inner plate 32 may include at least two second main body portions 321 and a plurality of second bending portions 322. Each second main body portion 321 is arranged along the height direction of the vehicle body, and each second main body portion 321 is bent and connected to a second bending portion 322 on both sides along the height direction. The second outer plate 42 is connected to each of the second bending portions 322, and the second main body portion 321, the two second bending portions 322 connected to the second main body portion 321, and the second outer plate 42 enclose to form the second cavity 21. Optionally, the bending angle between the second main body portion 321 and the corresponding two second bending portions 322 may be the same or different. The second outer plate 42 is welded to each of the second bending portions 322. Optionally, the cross-section of the second cavity 21 is U-shaped.

[0045] Furthermore, the inner panel 31 of the first sheet material also includes two first flanged portions 313. Each of the two first bent portions 312, located away from the first main body portion 311, is bent and connected to a first flanged portion 313. The outer panel 41 of the first sheet material is connected to the two first flanged portions 313, allowing for better connection and fit between the outer panel 41 and the inner panel 31. Optionally, the outer panel 41 of the first sheet material is welded to the first flanged portions 313. The extension direction of the first flanged portions 313 after bending the first bent portions 312 can be consistent with the extension direction of the outer panel 41, thereby allowing for better welding and fit between the first flanged portions 313 and the outer panel 41. Alternatively, the outer panel 41 of the first sheet material can form a flange consistent with the extension direction of the first flanged portions 313, and this flange is welded to the first flanged portions 313, allowing for better welding and fit between the first flanged portions 313 and the outer panel 41.

[0046] The second inner panel 32 also includes a plurality of second flanges 323. Each of the plurality of second bends 322, located away from the second main body 321, is bent and connected to a second flange 323. The second outer panel 42 is connected to each of the second flanges 323. This allows for better connection and fit between the second outer panel 42 and the second inner panel 32. Optionally, the second outer panel 42 is welded to the second flanges 323. The extension direction of the second flanges 323 and the second bends 322 after bending can be consistent with the extension direction of the second outer panel 42, thereby improving the weld fit between the second flanges 323 and the second outer panel 42. Alternatively, the second outer panel 42 can form a flange consistent with the extension direction of the second flanges 323, and the flange is welded to the second flanges 323, further improving the weld fit between the second flanges 323 and the second outer panel 42.

[0047] See Figure 1 , Figures 6 to 8 As shown, this application also provides a vehicle including the front longitudinal beam assembly 100 of the above embodiments and implementations. The vehicle provided in this application uses the above-mentioned front longitudinal beam assembly 100, and the first plate area 10 can serve as a collision energy absorption and crushing area (e.g., Figure 6 As shown in the dashed box, when the vehicle body is involved in a collision, it can mainly bear the energy absorption of the collision deformation. It first absorbs a portion of the collision energy. After the first plate area 10 collapses and absorbs the energy, the remaining collision energy is transferred to the second plate area 20, which has higher strength. This greatly improves the efficiency of energy absorption after the collision and achieves higher structural safety.

[0048] Furthermore, the cavity structure of the first cavity 11 and the second cavity 21 provides impact buffering force for the front longitudinal beam assembly, further increasing the strength of the entire front longitudinal beam assembly while dispersing and transmitting impact force. By forming multiple second cavities 21 in the second plate area 20, each second cavity 21 can serve as a force transmission path, increasing the total force transmission paths of the front longitudinal beam assembly. This results in the overall front longitudinal beam assembly 100 structure having better collision force transmission, improving the stability of the front longitudinal beam assembly 100, and increasing the strength of the entire front longitudinal beam assembly 100 when the vehicle body encounters an impact, thereby protecting the internal components of the vehicle body.

[0049] See Figure 1 , Figures 6 to 8 As shown, in some optional embodiments, the vehicle may further include a front bumper beam assembly 200, an A-pillar assembly 300, and a sill beam assembly 400, the sill beam assembly 400 being connected to the A-pillar assembly 300. Optionally, the vehicle may be an electric vehicle, and may further include a battery pack bracket assembly 500 connected to the sill beam assembly 400.

[0050] The first cavity 11 of the first plate area 10 of the front longitudinal beam assembly 100 is connected to the front bumper beam assembly 200. One of the second cavities 21 of the second plate area 20 of the front longitudinal beam assembly 100 is connected to the A-pillar assembly 300, and the other second cavity 21 of the second plate area 20 is connected to the sill beam assembly 400. Optionally, see Figure 9 and Figure 10 As shown, the front longitudinal beam inner plate 30 of the front longitudinal beam assembly 100 and the sill beam assembly 400 can be connected by bolts, and the front longitudinal beam outer plate 40 and the sill beam assembly 400 can be connected by bolts.

[0051] Combination Figure 1 , Figure 6 and Figure 7As shown, taking the second cavity 21 as an example, when the vehicle body collides, the front anti-collision beam assembly 200 first collapses and deforms to absorb part of the collision energy. The remaining collision energy, during its passage through the front longitudinal beam assembly 100, undergoes further crushing and deformation in the first plate area 10 of the front longitudinal beam assembly 100 to absorb energy. After the first plate area 10 collapses and absorbs energy, the remaining collision energy is then transferred to the stronger second plate area 20. Among them, a portion of the collision energy is transferred to the A-pillar assembly 300 through the upper second cavity 21 in force transmission path 1, and a portion of the collision energy is transferred to the sill beam assembly 400 through the lower second cavity 21 in force transmission path 2. The remaining collision energy is then transferred backward through the front longitudinal beam assembly 100 along the overall extension direction of the front longitudinal beam assembly 100 in force transmission path 3, and then further transferred to the left and right structural components through the battery pack bracket assembly 500 in force transmission paths 4 and 5 respectively.

[0052] Among them, the collision energy transmitted to the sill beam assembly 400 through force transmission path 2 can be further transmitted to the battery pack bracket assembly 500. By having the battery pack bracket assembly 500 and the sill beam assembly 400 bear the force together, the collision can be further buffered.

[0053] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A front longitudinal beam assembly, characterized in that, include: The first plate area and the second plate area are arranged along the length of the vehicle body, with the first plate area being less materially strong than the second plate area. A first cavity is formed inside the first plate area, and at least two second cavities are formed inside the second plate area, with each second cavity arranged along the height direction of the vehicle body.

2. The front longitudinal beam assembly according to claim 1, characterized in that, include: The front longitudinal beam inner plate and the front longitudinal beam outer plate connected to the front longitudinal beam inner plate are arranged along the width direction of the vehicle body; The front longitudinal beam inner plate includes a first inner plate and a second inner plate that are welded together. The material strength of the first inner plate is less than that of the second inner plate. The first inner plate and the second inner plate are arranged along the length of the vehicle body, with the first inner plate closer to the front of the vehicle. The front longitudinal beam outer plate includes a first plate outer plate and a second plate outer plate that are welded together. The material strength of the first plate outer plate is less than that of the second plate outer plate. The first plate outer plate and the second plate outer plate are arranged along the length of the vehicle body, with the first plate outer plate closer to the front of the vehicle. The inner panel and the outer panel of the first material are connected to form the first material area, and the inner panel and the outer panel of the first material enclose the first cavity; the inner panel and the outer panel of the second material are connected to form the second material area, and the inner panel and the outer panel of the second material enclose each of the second cavities.

3. The front longitudinal beam assembly according to claim 2, characterized in that, There is a first seam line between the inner panel of the first board and the inner panel of the second board, and there is a second seam line between the outer panel of the first board and the outer panel of the second board, with the second seam line corresponding to the position of the first seam line.

4. The front longitudinal beam assembly according to claim 2, characterized in that, The first inner plate includes a first main body and two first bends, which are respectively bent and connected to both sides of the first main body along the height direction of the vehicle body; the first outer plate is connected to the two first bends, and the first main body, the two first bends and the first outer plate together form the first cavity.

5. The front longitudinal beam assembly according to claim 4, characterized in that, The inner panel of the first sheet also includes two first flanges, and each of the two first bends is bent and connected to a first flange at the end away from the first main body. The outer panel of the first sheet is connected to the two first flanges.

6. The front longitudinal beam assembly according to claim 2, characterized in that, The second inner plate includes at least two second main bodies and a plurality of second bending parts. Each second main body is arranged along the height direction of the vehicle body, and each second main body is bent and connected to a second bending part on both sides along the height direction. The second outer plate is connected to each of the second bending parts, and the second main body, the two second bending parts connected to the second main body, and the second outer plate form the second cavity.

7. The front longitudinal beam assembly according to claim 6, characterized in that, The inner panel of the second sheet also includes a plurality of second flanges, and each of the plurality of second bends is bent and connected to a second flange at the end away from the second main body, and the outer panel of the second sheet is connected to each of the second flanges.

8. The front longitudinal beam assembly according to claim 1, characterized in that, Along the length of the vehicle body, the volume of the second cavity gradually increases from the front side to the rear side.

9. A vehicle, characterized in that, Includes the front longitudinal beam assembly as described in any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that, It also includes a front bumper beam assembly, an A-pillar assembly, and a sill beam assembly, the sill beam assembly being connected to the A-pillar assembly; the first cavity in the first plate area is connected to the front bumper beam assembly, one of the second cavities in the second plate area is connected to the A-pillar assembly, and the other second cavity in the second plate area is connected to the sill beam assembly; or It also includes a front bumper beam assembly, an A-pillar assembly, a battery pack bracket assembly, and a sill beam assembly. The sill beam assembly is connected to the A-pillar assembly, and the battery pack bracket assembly is connected to the sill beam assembly. The first cavity in the first plate area is connected to the front bumper beam assembly, one of the second cavities in the second plate area is connected to the A-pillar assembly, and the other second cavity in the second plate area is connected to the sill beam assembly.

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