Longitudinal beams for vehicles and vehicles

Abstract

This application discloses a longitudinal beam for a vehicle and a vehicle, relating to the field of vehicle technology. The longitudinal beam for a vehicle includes: a longitudinal beam body extending along a first direction, the longitudinal beam body forming multiple induced bending structures, the first direction being perpendicular to a second direction. Along the second direction, one of any two adjacent induced bending structures is located on one side of the longitudinal beam body to bend the longitudinal beam body to the other side, and the other of any two adjacent induced bending structures is located on the other side of the longitudinal beam body to bend the longitudinal beam body to one side. According to the embodiments of this application, the longitudinal beam for a vehicle has a stable structure after an impact, and the longitudinal beam can bend and deform in a predetermined direction, which can reduce the probability of the longitudinal beam colliding with other structures of the vehicle, reduce the intrusion into the passenger compartment, improve vehicle reliability, and reduce personal injury or death during a vehicle impact.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a longitudinal beam for a vehicle and a vehicle having the longitudinal beam. Background Technology

[0002] In related technologies, longitudinal beams bend when a vehicle is impacted. The bending direction of existing longitudinal beams after impact is uncertain, and the bending structure of the longitudinal beams has poor stability. This may cause interference with other structures of the vehicle, which may result in the longitudinal beams being unable to effectively absorb collision energy, leading to a large intrusion into the passenger compartment, increasing the probability of personal injury and affecting the reliability of the vehicle. Utility Model Content

[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a longitudinal beam for a vehicle, wherein the longitudinal beam body structure is stable after impact, the longitudinal beam can be bent and deformed in a predetermined direction, which can reduce the probability of the longitudinal beam colliding with other structures of the vehicle, the longitudinal beam can effectively absorb collision energy, can reduce the intrusion into the passenger compartment, which is conducive to improving the reliability of the vehicle and reducing personal injury or death when the vehicle is hit.

[0004] This application also proposes a vehicle using the aforementioned longitudinal beams for vehicles.

[0005] In a first aspect, embodiments of this application provide a longitudinal beam for a vehicle, comprising: a longitudinal beam body extending along a first direction, the longitudinal beam body having a plurality of induced bending structures, the plurality of induced bending structures being arranged sequentially at intervals along the first direction for bending the longitudinal beam body along a second direction, the first direction and the second direction being perpendicular, along the second direction, one of any two adjacent induced bending structures being located on one side of the longitudinal beam body for bending the longitudinal beam body to the other side of the longitudinal beam body, and the other of any two adjacent induced bending structures being located on the other side of the longitudinal beam body for bending the longitudinal beam body to one side of the longitudinal beam body.

[0006] In the above technical solution, by setting multiple induced bending structures, it is beneficial to make the longitudinal beam body bend and deform in a preset direction, so that the longitudinal beam body structure is stable after impact, which can reduce the probability of the longitudinal beam colliding with other structures of the vehicle. The longitudinal beam can effectively absorb collision energy, reduce the intrusion into the passenger compartment, improve vehicle reliability, and reduce personnel casualties when the vehicle is hit.

[0007] In some embodiments, along a first direction, the longitudinal beam body has an inner end and an outer end, and a plurality of induced bending structures are configured such that, in the event of a head-on collision of the longitudinal beams, the longitudinal beam body at the induced bending structure closer to the outer end of any two adjacent induced bending structures bends before the longitudinal beam body at the induced bending structure closer to the inner end of the longitudinal beam.

[0008] In the above technical solution, by setting the longitudinal beam body at the induced bending structure near the outer end of the longitudinal beam to bend before the longitudinal beam body at the induced bending structure near the inner end of the longitudinal beam in the event of a head-on collision, the longitudinal beam body can achieve the effect of orderly collapse and graded energy absorption along the first direction during the collision. The longitudinal beam body can achieve controllable bending deformation during the collision, which can further stabilize the structure of the longitudinal beam body after the impact, further make the deformation of the longitudinal beam body consistent under various working conditions, further reduce the intrusion into the passenger compartment, reduce the collision energy release rate, reduce the probability of instantaneous overload of the longitudinal beam, and reduce the impact on other vehicle components.

[0009] In some embodiments, the longitudinal beam body has a plurality of induced bending grooves, the plurality of induced bending grooves are arranged sequentially at intervals along a first direction, and the plurality of induced bending grooves are recessed into the longitudinal beam body along a second direction and are constructed as induced bending structures.

[0010] In the above technical solution, by setting multiple induced bending grooves, multiple induced bending structures can be formed, thereby simplifying the induced bending structure and making it easier to form induced bending structures on the longitudinal beam body. This helps to reduce the manufacturing cost of the longitudinal beam body. Furthermore, it can also make the collision deformation of the longitudinal beam body occur at a preset position, which can further reduce the probability of structural failure of the longitudinal beam body and further stabilize the structure of the longitudinal beam body after impact.

[0011] In some embodiments, the longitudinal beam body has two longitudinal beam sidewalls, which are opposite to and spaced apart along a second direction, and a portion of a plurality of induced bending grooves is formed on one longitudinal beam sidewall, while another portion of the plurality of induced bending grooves is formed on the other longitudinal beam sidewall.

[0012] In the above technical solution, by setting a portion of multiple induced bending grooves to be formed on one longitudinal beam sidewall and another portion of multiple induced bending grooves to be formed on another longitudinal beam sidewall, it is possible to make a portion of multiple induced bending structures formed on one longitudinal beam sidewall and another portion of multiple induced bending structures formed on another longitudinal beam sidewall. This can further balance the force on the longitudinal beam body when it is impacted, further reduce stress concentration, further stabilize the structure of the longitudinal beam body after impact, and further ensure the consistency of the deformation of the longitudinal beam body under various working conditions.

[0013] In some embodiments, the induced bending groove extends along a third direction, and the first direction, the second direction, and the third direction are perpendicular to each other.

[0014] In the above technical solution, by setting an induced bending groove that extends along a third direction, the structural stability of the longitudinal beam body after impact can be further improved, the probability of the collision force being directly transmitted to the passenger compartment along the first direction can be reduced, and the intrusion into the passenger compartment can be further reduced.

[0015] In some embodiments, along a third direction, the two ends of the induced bending groove extend to the corresponding edge positions of the corresponding longitudinal beam sidewalls.

[0016] In the above technical solution, by setting the induced bending grooves to extend to the corresponding edge positions of the corresponding longitudinal beam sidewalls at both ends along the third direction, the processing difficulty of the longitudinal beam body can be reduced, the cost can be reduced, the longitudinal beam body can be bent and deformed better at the corresponding induced bending grooves, the probability of local stress concentration leading to longitudinal beam body fracture can be reduced, and the longitudinal beam body structure can be further stabilized after being impacted.

[0017] In some embodiments, at least one induced bending groove extends obliquely along a third direction, and / or at least one induced bending groove extends linearly along a third direction.

[0018] In the above technical solution, the longitudinal beam body can be further bent along a preset path during the collision, which further reduces the probability of the longitudinal beam body breaking due to stress concentration and helps to improve the stability of the longitudinal beam body during collision energy absorption.

[0019] In some embodiments, along a first direction, the longitudinal beam body has an inner end and an outer end, and the depth dimension of the induced bending groove closer to the outer end of the longitudinal beam in any two adjacent induced bending grooves is greater than the depth dimension of the induced bending groove closer to the inner end of the longitudinal beam.

[0020] In the above technical solution, by setting the depth dimension of the induced bending groove near the outer end of the longitudinal beam in any two adjacent induced bending grooves to be greater than the depth dimension of the induced bending groove near the inner end of the longitudinal beam, the effect of orderly bending deformation of the longitudinal beam body can be further achieved, the amount of intrusion into the passenger compartment can be further reduced, and the reliability of the vehicle can be further improved.

[0021] In some embodiments, the width of the induced bending groove closest to the inner end of the longitudinal beam along the first direction is smaller than the width of the other induced bending grooves along the first direction.

[0022] In the above technical solution, by setting the width of the induced bending groove closest to the inner end of the longitudinal beam along the first direction to be smaller than the width of other induced bending grooves along the first direction, the deformation of the longitudinal beam body at the induced bending structure closest to the inner end of the longitudinal beam can be small or almost non-deformed, which can further reduce the collision force transmitted to the passenger compartment or key components, and help to further improve the reliability of the vehicle.

[0023] In some embodiments, the longitudinal beam for a vehicle further includes a reinforcing structure disposed within the longitudinal beam body and located between the two longitudinal beam sidewalls, and the reinforcing structure is fixed to the two longitudinal beam sidewalls.

[0024] In the above technical solution, the reinforcing structure serves to support the longitudinal beam body, enhancing its structural strength and improving its load-bearing capacity, thereby increasing the vehicle's impact resistance. Furthermore, by changing the shape and placement of the reinforcing structure, the longitudinal beam can be adapted to different vehicle models, further shortening the development cycle and reducing development costs.

[0025] In some embodiments, at least one longitudinal beam sidewall is formed with a welding hole, and the reinforcing structure is opposite to the welding hole in a second direction.

[0026] In the above technical solution, by setting welding holes, the welding connection between the reinforcing structure and the corresponding longitudinal beam sidewall can be realized, which facilitates the fixed connection between the reinforcing structure and the corresponding longitudinal beam sidewall and can improve the firmness of the connection between the reinforcing structure and the corresponding longitudinal beam sidewall.

[0027] In some embodiments, the reinforcing structure includes: a first reinforcing part, a second reinforcing part, and a third reinforcing part. Along a second direction, the second reinforcing part is located on the same side of the first reinforcing part and the third reinforcing part. The first reinforcing part and the third reinforcing part are opposite to each other and spaced apart. The second reinforcing part is connected between the first reinforcing part and the third reinforcing part. The second reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side. The first reinforcing part and the third reinforcing part are both fixedly connected to the longitudinal beam sidewall on the corresponding side.

[0028] In the above technical solution, the reinforcing structure can be supported between the side walls of the two longitudinal beams, which can further increase the load-bearing capacity of the longitudinal beams and further improve the structural strength of the longitudinal beams.

[0029] In some embodiments, the reinforcing structure includes a fourth reinforcing part, a fifth reinforcing part, and a sixth reinforcing part. The fourth reinforcing part and the sixth reinforcing part are opposite to each other and spaced apart along a second direction. The fifth reinforcing part is connected between the fourth reinforcing part and the sixth reinforcing part. The fourth reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side, and the sixth reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side.

[0030] In the above technical solution, the reinforcing structure can be supported between the side walls of the two longitudinal beams. This reinforcing structure can further increase the load-bearing capacity of the longitudinal beams and improve their structural strength. By adjusting the shape, thickness, and material strength grade of the reinforcing structure, its structural strength can be altered, allowing it to be used in vehicles of different weights.

[0031] In some embodiments, the longitudinal beam body defines an installation space that is adjacent to the end of the longitudinal beam body along a first direction, and the installation space is used to install the energy-absorbing structure of the vehicle.

[0032] In the above technical solution, the energy-absorbing structure can work together with the longitudinal beam to achieve the energy-absorbing effect, further dissipating collision energy and improving energy absorption efficiency. This further reduces the collision force transmitted to the passenger compartment, thus further protecting the safety of the occupants. Furthermore, the energy-absorbing structure can be inserted into the longitudinal beam, making the structure of the longitudinal beam and the energy-absorbing structure compact and saving interior space.

[0033] Secondly, embodiments of this application also provide a vehicle, including the longitudinal beams for vehicles described in the above embodiments.

[0034] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0035] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0036] Figure 1 A schematic diagram of a vehicle provided for some embodiments of this application;

[0037] Figure 2 A schematic diagram of a longitudinal beam installed in a vehicle, provided for some embodiments of this application;

[0038] Figure 3 A schematic diagram of a longitudinal beam provided for some embodiments of this application;

[0039] Figure 4 Exploded views of the longitudinal beams provided in some embodiments of this application;

[0040] Figure 5 A side view of a longitudinal beam provided for some embodiments of this application;

[0041] Figure 6 A schematic diagram showing the longitudinal beam bending at multiple induced bending structures, provided in some embodiments of this application;

[0042] Figure 7Another side view of the longitudinal beam provided in some embodiments of this application;

[0043] Figure 8 for Figure 7 Sectional view at point AA;

[0044] Figure 9 Another side view of the longitudinal beam provided in some embodiments of this application;

[0045] Figure 10 for Figure 9 Sectional view at point BB;

[0046] Figure 11 Another side view of the longitudinal beam provided in some embodiments of this application;

[0047] Figure 12 for Figure 11 Sectional view at point CC.

[0048] Figure label:

[0049] Vehicle 1,

[0050] Longitudinal beam 100,

[0051] Longitudinal beam body 10, inner end of longitudinal beam 11, outer end of longitudinal beam 12, side wall of longitudinal beam 13, welding hole 131, induced bending groove 14, collapse space 15, first induced bending structure 161, second induced bending structure 162, third induced bending structure 163, extension area 17.

[0052] Reinforcing structure 20, welding area 21, first reinforcing part 22, first plate 221, first flange 222, second reinforcing part 23, second plate 231, third reinforcing part 24, third plate 241, second flange 242, fourth reinforcing part 25, fourth plate 251, fifth reinforcing part 26, fifth plate 261, sixth reinforcing part 27, sixth plate 271.

[0053] Energy-absorbing structure 200. Detailed Implementation

[0054] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0055] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0056] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having" and any variations thereof in the description, claims and foregoing drawings of this application are intended to cover non-exclusive inclusion.

[0057] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0058] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0059] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0060] In this application, "multiple" refers to two or more.

[0061] Longitudinal beams play a vital role in vehicle load-bearing. As a core component of the vehicle body frame, they can bear the vehicle's own weight, load, and impact forces. They can transfer impact forces to other parts of the vehicle body and absorb impact energy through deformation after a collision, reducing compression of the passenger compartment and protecting the occupants.

[0062] A vehicle may include multiple longitudinal beams. Along the length of the vehicle, the longitudinal beams may be located at the front and rear ends of the vehicle. The longitudinal beam located at the front of the vehicle may be constructed as the front longitudinal beam, and the longitudinal beam located at the rear of the vehicle may be constructed as the rear longitudinal beam. There may be two front longitudinal beams, which may be arranged opposite to each other and spaced apart along the width direction of the vehicle. There may also be two rear longitudinal beams, which may be arranged opposite to each other and spaced apart along the width direction of the vehicle.

[0063] In related technologies, longitudinal beams bend when a vehicle is impacted. The bending direction of existing longitudinal beams after impact is uncertain, and the bending structure of the longitudinal beams has poor stability. This may cause interference with other structures of the vehicle, which may result in the longitudinal beams being unable to effectively absorb collision energy, leading to a large intrusion into the passenger compartment, increasing the probability of personal injury and affecting the reliability of the vehicle.

[0064] Based on the above considerations, in order to solve the problem of poor structural stability when existing longitudinal beams bend, an extended study was conducted to design a longitudinal beam for vehicles. The longitudinal beam may include: a longitudinal beam body, which extends along a first direction and has multiple induced bending structures. The multiple induced bending structures are arranged sequentially and at intervals along the first direction to bend the longitudinal beam body along a second direction. The first direction and the second direction are perpendicular. Along the second direction, one of any two adjacent induced bending structures is located on one side of the longitudinal beam body to bend the longitudinal beam body to the other side, and the other of any two adjacent induced bending structures is located on the other side of the longitudinal beam body to bend the longitudinal beam body to one side.

[0065] In the longitudinal beams of vehicles with this structure, multiple induced bending structures are set up to facilitate the bending and deformation of the longitudinal beam body in a predetermined direction, thereby stabilizing the longitudinal beam body structure after an impact. This reduces the probability of the longitudinal beam colliding with other structures of the vehicle, effectively absorbs collision energy, reduces intrusion into the passenger compartment, improves vehicle reliability, and helps reduce casualties when the vehicle is hit.

[0066] According to some embodiments of this application, such as Figures 1-12 As shown, this application embodiment provides a longitudinal beam 100 for a vehicle 1. The longitudinal beam 100 may include: a longitudinal beam body 10, which extends along a first direction and has a plurality of induced bending structures 16. The plurality of induced bending structures 16 are arranged sequentially at intervals along the first direction to bend the longitudinal beam body 10 along a second direction. The first direction and the second direction are perpendicular. Along the second direction, one of any two adjacent induced bending structures 16 is located on one side of the longitudinal beam body 10 to bend the longitudinal beam body 10 to the other side of the longitudinal beam body 10, and the other of any two adjacent induced bending structures 16 is located on the other side of the longitudinal beam body 10 to bend the longitudinal beam body 10 to one side of the longitudinal beam body 10.

[0067] Among them, the longitudinal beam body 10 can extend along the first direction, when the longitudinal beam 100 is as follows: Figure 2 When setting the direction, the first direction can be... Figure 2 In the X-direction, the first direction can be parallel to the length direction of vehicle 1. The longitudinal beam body 10 can form multiple induced bending structures 16. The induced bending structures 16 can be constructed as weak areas of the longitudinal beam body 10. By locally weakening the longitudinal beam body 10, in the event of a collision, the bending deformation of the longitudinal beam body 10 can be concentrated at the location of the induced bending structures 16. When vehicle 1 is impacted, the longitudinal beam body 10 can preferentially fold and deform at the induced bending structures 16, thereby reducing the transmission of collision force to the passenger compartment.

[0068] Multiple induced bending structures 16 can be arranged sequentially along a first direction, and the multiple induced bending structures 16 can be spaced apart sequentially along the first direction. In the event of a collision with the longitudinal beam body 10, the longitudinal beam body 10 can be bent along a second direction. The first direction and the second direction are perpendicular, and the second direction can be parallel to the width direction of the vehicle 1, or the second direction can be parallel to the height direction of the vehicle 1. When the longitudinal beam 100 is as follows... Figure 2 When the direction is set, and the second direction is parallel to the width direction of vehicle 1, the second direction can be... Figure 2 In the Y direction, when the longitudinal beam is 100... Figure 3 When the direction is set, and the second direction is parallel to the height direction of vehicle 1, the second direction can be... Figure 3 The Z-direction. This application uses the example of the second direction being parallel to the width direction of vehicle 1 for illustration.

[0069] Along the second direction, any two adjacent induced bending structures 16 can be located on opposite sides of the longitudinal beam body 10, and one of any two adjacent induced bending structures 16 can be located on one side of the longitudinal beam body 10, thereby allowing the longitudinal beam body 10 to bend to the other side, that is, the longitudinal beam body 10 can bend in a direction away from the corresponding induced bending structure 16 along the second direction. The other of any two adjacent induced bending structures 16 can be located on the other side of the longitudinal beam body 10, thereby allowing the longitudinal beam body 10 to bend to one side, that is, the longitudinal beam body 10 can bend in a direction away from the corresponding induced bending structure 16 along the second direction. By setting multiple induced bending structures 16 staggered sequentially along the first direction, it is beneficial to ensure that the longitudinal beam body 10 is subjected to balanced force when impacted, reducing stress concentration, and facilitating bending deformation of the longitudinal beam body 10 in a predetermined direction. This ensures structural stability of the longitudinal beam body 10 after impact and allows for consistent deformation of the longitudinal beam body 10 under various working conditions. Furthermore, by flexibly adjusting the setting position of multiple induced bending structures 16 along the first direction, the longitudinal beam body 10 can be adapted to different vehicle models, which can shorten the development cycle of the longitudinal beam 100 and reduce the development cost of the longitudinal beam 100.

[0070] like Figure 2 As shown, when the longitudinal beam 100 is constructed as a front longitudinal beam, taking the left longitudinal beam as an example, when the induced bending structure 16 is located on the left side of the corresponding longitudinal beam 100, the longitudinal beam body 10 at the corresponding induced bending structure 16 can be bent toward the right side of the longitudinal beam 100. When the induced bending structure 16 is located on the right side of the corresponding longitudinal beam 100, the longitudinal beam body 10 at the corresponding induced bending structure 16 can be bent toward the left side of the longitudinal beam 100.

[0071] In the above technical solution, by setting multiple induced bending structures 16, it is beneficial to make the longitudinal beam body 10 bend and deform in a preset direction, so that the longitudinal beam body 10 is stable after being impacted. This can reduce the probability of the longitudinal beam 100 colliding with other structures of the vehicle 1. The longitudinal beam 100 can effectively absorb collision energy, reduce the amount of intrusion into the passenger compartment, improve the reliability of the vehicle 1, and reduce personnel casualties when the vehicle 1 is impacted.

[0072] As an example, such as Figure 6 As shown, if there are three induced bending structures 16, then when the longitudinal beam 10 is impacted, the longitudinal beam body 10 can be constructed as a "W" shape when all the longitudinal beam bodies 10 at the multiple induced bending structures 16 of the longitudinal beam body 10 bend.

[0073] In some embodiments, such as Figure 3As shown, along the first direction, the longitudinal beam body 10 has an inner end 11 and an outer end 12. A plurality of induced bending structures 16 are configured such that, in the event of a head-on collision between the longitudinal beams 100, the longitudinal beam body 10 at the induced bending structure 16 closer to the outer end 12 of any two adjacent induced bending structures 16 bends before the longitudinal beam body 10 at the induced bending structure 16 closer to the inner end 11 of the longitudinal beam.

[0074] In this configuration, along the first direction, the longitudinal beam body 10 may have an inner end 11 and an outer end 12. It should be noted that the end of the longitudinal beam body 10 closer to the interior of the vehicle 1 is the inner end, and the end closer to the exterior of the vehicle 1 is the outer end. The inner end 11 is closer to the passenger compartment. As an example, when the longitudinal beam body 10 is located at the front of the vehicle 1 to form a front longitudinal beam, the outer end 12 is the end of the longitudinal beam body 10 along the first direction closer to the front of the vehicle, and the inner end 11 is the end of the longitudinal beam body 10 along the first direction closer to the rear of the vehicle. As another example, when the longitudinal beam body 10 is located at the rear of the vehicle 1 to form a rear longitudinal beam, the outer end 12 is the end of the longitudinal beam body 10 along the first direction closer to the rear of the vehicle, and the inner end 11 is the end of the longitudinal beam body 10 along the first direction closer to the front of the vehicle.

[0075] In the event of a head-on collision with the longitudinal beam 100, the longitudinal beam body 10 at the induced bending structure 16 closer to the outer end 12 of any two adjacent induced bending structures 16 bends before the longitudinal beam body 10 at the induced bending structure 16 closer to the inner end 11 of the longitudinal beam. That is, from the outer end 12 to the inner end 11 of the longitudinal beam, the longitudinal beam bodies 10 at multiple induced bending structures 16 can bend sequentially according to the arrangement order along the first direction. During the collision, the longitudinal beam body 10 can achieve the effect of orderly collapse and graded energy absorption along the first direction. The longitudinal beam body 10 can achieve controllable bending deformation during the collision, which can further stabilize the structure of the longitudinal beam body 10 after the impact and further ensure the consistency of the deformation of the longitudinal beam body 10 under various working conditions. In the event of a head-on collision with the longitudinal beam 100, the longitudinal beam body 10 at the induced bending structure 16 closest to the outer end 12 of the longitudinal beam among the multiple induced bending structures 16 bends first, which can dissipate most of the collision energy near the outer end 12 of the longitudinal beam and prolong the time it takes for the collision force to be transmitted to the inner end 11 of the longitudinal beam. The longitudinal beam body 10 at the induced bending structure 16 closest to the inner end 11 of the longitudinal beam among the multiple induced bending structures 16 bends later, which can reduce the collision force transmitted towards the inner end 11 of the longitudinal beam, reduce the distance the longitudinal beam 100 moves toward the passenger compartment, and further reduce the intrusion into the passenger compartment, which is conducive to further reducing the casualties when the vehicle 1 is hit.

[0076] The inner end 11 of the longitudinal beam is located at the end of the longitudinal beam body 10 closest to the passenger compartment. If the longitudinal beam body 10 near the induced bending structure 16 at the inner end 11 bends prematurely, it will cause the longitudinal beam 100 to rapidly compress the passenger compartment. Furthermore, if all the longitudinal beam bodies 10 at the induced bending structures 16 bend simultaneously, the collision force may surge instantaneously, exceeding the load-bearing limit of the longitudinal beam body 10 material, causing the longitudinal beam body 10 to tear directly. By setting the longitudinal beam body 10 near the outer end 12 of any two adjacent induced bending structures 16 to bend before the longitudinal beam body 10 near the inner end 11, the intrusion into the passenger compartment can be further reduced, the collision energy release rate can be reduced, the probability of instantaneous overload of the longitudinal beam 100 can be reduced, and the impact on other components of the vehicle 1 can be reduced.

[0077] In the above technical solution, by setting the longitudinal beam body 10 at the induced bending structure 16 near the outer end 12 of the longitudinal beam 100 to bend before the longitudinal beam body 10 at the induced bending structure 16 near the inner end 11 of the longitudinal beam 100 in the event of a head-on collision, the longitudinal beam body 10 can achieve the effect of orderly collapse and graded energy absorption along the first direction during the collision. The longitudinal beam body 10 can achieve controllable bending deformation during the collision, which can further stabilize the structure of the longitudinal beam body 10 after the impact, further make the deformation of the longitudinal beam body 10 consistent under various working conditions, further reduce the intrusion into the passenger compartment, reduce the collision energy release rate, reduce the probability of instantaneous overload of the longitudinal beam 100, and reduce the impact on other components of the vehicle 1.

[0078] As an example, in the event of a head-on collision with the longitudinal beam 100, in the initial stage of the collision, the longitudinal beam body 10 at the induced bending structure 16 closest to the outer end 12 of the longitudinal beam in any two adjacent induced bending structures 16 bends first. The deformation of the longitudinal beam body 10 can absorb the initial energy. As the collision force gradually increases, the longitudinal beam bodies 10 at multiple induced bending structures 16 can bend sequentially according to the arrangement order along the first direction, and the longitudinal beam bodies 10 gradually absorb the collision energy.

[0079] As an example, such as Figure 5 and Figure 6As shown, if there are three induced bending structures 16, the three induced bending structures 16 can be referred to as the first induced bending structure 161, the second induced bending structure 162, and the third induced bending structure 163. The first induced bending structure 161, the second induced bending structure 162, and the third induced bending structure 163 can be arranged sequentially along the first direction. In the case of a head-on collision of the longitudinal beam 100, from the outer end 12 of the longitudinal beam to the inner end 11 of the longitudinal beam, the longitudinal beam body 10 at the first induced bending structure 161, the longitudinal beam body 10 at the second induced bending structure 162, and the longitudinal beam body 10 at the third induced bending structure 163 bend sequentially. The longitudinal beam body 10 can be constructed as a "W" shape.

[0080] When vehicle 1 is subjected to a low-speed collision, only the longitudinal beam body 10 at the longitudinal beam outer end 12 of the multiple induced bending structures 16 may deform. When vehicle 1 is subjected to a high-speed collision, the longitudinal beam body 10 at the multiple induced bending structures 16 bends sequentially from the longitudinal beam outer end 12 to the longitudinal beam inner end 11.

[0081] In some embodiments, such as Figure 5 and Figure 6 As shown, the longitudinal beam body 10 has a plurality of induced bending grooves 14, which are arranged sequentially at intervals along the first direction. The plurality of induced bending grooves 14 are recessed into the longitudinal beam body 10 along the second direction and are constructed as induced bending structures 16.

[0082] The longitudinal beam body 10 can have multiple induced bending grooves 14. These grooves can create weak areas by locally weakening the cross-sectional strength of the longitudinal beam body 10 (e.g., reducing the thickness of the longitudinal beam body 10 along the second direction or changing the cross-sectional shape of the longitudinal beam body 10). The induced bending grooves 14 can be constructed as induced bending structures 16, making the induced bending structures 16 simple and easy to form on the longitudinal beam body 10, thus reducing the manufacturing cost of the longitudinal beam body 10. By pre-setting weak areas, the longitudinal beam body 10 can be bent and deformed along a preset direction. The multiple induced bending grooves 14 can be arranged sequentially at intervals along the first direction, and all of the multiple induced bending grooves 14 can be recessed into the longitudinal beam body 10 along the second direction. At the recesses where the induced bending grooves 14 are provided, the material stress concentration effect of the longitudinal beam body 10 is significant, and the impact force will cause the longitudinal beam body 10 to "actively bend" at the recesses. When vehicle 1 is impacted, the longitudinal beam body 10 will preferentially deform at the induced bending groove 14, further causing the collision deformation of the longitudinal beam body 10 to occur at a preset position, which can further reduce the probability of structural failure of the longitudinal beam body 10 and further stabilize the structure of the longitudinal beam body 10 after impact.

[0083] In the above technical solution, by setting multiple induced bending grooves 14, multiple induced bending structures 16 can be formed, thereby simplifying the induced bending structure 16 and making it easier to form the induced bending structure 16 on the longitudinal beam body 10. This helps to reduce the manufacturing cost of the longitudinal beam body 10. Furthermore, it can also make the collision deformation of the longitudinal beam body 10 occur at a preset position, which can further reduce the probability of structural failure of the longitudinal beam body 10 and further stabilize the structure of the longitudinal beam body 10 after being impacted.

[0084] In some embodiments, such as Figure 5 and Figure 8 As shown, the longitudinal beam body 10 has two longitudinal beam sidewalls 13, which are opposite to each other and spaced apart along the second direction. A portion of the plurality of induced bending grooves 14 is formed on one longitudinal beam sidewall 13, and another portion of the plurality of induced bending grooves 14 is formed on the other longitudinal beam sidewall 13.

[0085] The longitudinal beam body 10 may have two longitudinal beam sidewalls 13. The two longitudinal beam sidewalls 13 may be arranged opposite to each other and spaced apart along the second direction, so that a collapse space 15 is formed between the two longitudinal beam sidewalls 13. When the longitudinal beam body 10 is deformed by impact, the longitudinal beam body 10 may collapse into the collapse space 15 to absorb energy. A portion of the multiple induced bending grooves 14 is formed on one longitudinal beam sidewall 13, and another portion of the multiple induced bending grooves 14 is formed on another longitudinal beam sidewall 13. Each induced bending groove 14 can be constructed as an induced bending structure 16, thereby forming a portion of the multiple induced bending structures 16 on one longitudinal beam sidewall 13 and another portion of the multiple induced bending structures 16 on another longitudinal beam sidewall 13. Furthermore, one of any two adjacent induced bending structures 16 is located on one side of the longitudinal beam body 10 along the second direction, and the other of any two adjacent induced bending structures 16 is located on the other side of the longitudinal beam body 10 along the second direction. This can further balance the force on the longitudinal beam body 10 when it is impacted, further reduce stress concentration, further stabilize the structure of the longitudinal beam body 10 after impact, and further ensure that the deformation of the longitudinal beam body 10 is consistent under various working conditions.

[0086] In the above technical solution, by setting a portion of the multiple induced bending grooves 14 to be formed on one longitudinal beam sidewall 13 and another portion of the multiple induced bending grooves 14 to be formed on another longitudinal beam sidewall 13, a portion of the multiple induced bending structures 16 to be formed on one longitudinal beam sidewall 13 and another portion of the multiple induced bending structures 16 to be formed on another longitudinal beam sidewall 13 can be further made to balance the force on the longitudinal beam body 10 when it is impacted, can further reduce stress concentration, can further stabilize the structure of the longitudinal beam body 10 after impact, and can further make the deformation of the longitudinal beam body 10 consistent under various working conditions.

[0087] In some embodiments, such as Figure 4 As shown, the induced bending groove 14 extends along a third direction, and the first direction, the second direction and the third direction are perpendicular to each other.

[0088] The induced bending groove 14 extends along a third direction, with the first, second, and third directions perpendicular to each other, meaning the extension direction of the induced bending groove 14 is perpendicular to the bending direction of the longitudinal beam body 10. When the second direction is parallel to the width direction of the vehicle 1, and the third direction is parallel to the height direction of the vehicle 1, the longitudinal beam body 10 can bend towards the width direction of the vehicle 1. When the second direction is parallel to the height direction of the vehicle 1, and the third direction is parallel to the width direction of the vehicle 1, the longitudinal beam body 10 can bend towards the height direction of the vehicle 1. The induced bending groove 14 extending along the third direction forms stress concentration areas on both sides of the induced bending groove 14 along the third direction. The energy generated during a collision can be quickly released through the bending of the longitudinal beam body 10 at the induced bending groove 14, reducing the probability of stress diffusion to other areas of the longitudinal beam body 10, thereby improving the energy absorption effect, further improving the structural stability of the longitudinal beam body 10 after an impact, reducing the probability of the collision force being directly transmitted to the passenger compartment along the first direction, and further reducing the intrusion into the passenger compartment.

[0089] In the above technical solution, by setting the induced bending groove 14 to extend along the third direction, the structural stability of the longitudinal beam body 10 after being impacted can be further improved, the probability of the collision force being directly transmitted to the passenger compartment along the first direction can be reduced, and the intrusion into the passenger compartment can be further reduced.

[0090] In some embodiments, such as Figure 4 As shown, along the third direction, the two ends of the induced bending groove 14 extend to the corresponding edge positions of the corresponding longitudinal beam sidewall 13.

[0091] The induced bending groove 14 extends along a third direction, with its two ends extending to the corresponding edges of the corresponding longitudinal beam sidewall 13, allowing it to penetrate the longitudinal beam sidewall 13 along the third direction. When the longitudinal beam body 10 bends along the second direction, the induced bending groove 14 causes all structures along the third direction of the corresponding longitudinal beam sidewall 13 with the induced bending groove 14 to bend and deform. This better facilitates bending deformation of the longitudinal beam body 10 at the corresponding induced bending groove 14, reducing the probability of fracture due to local stress concentration and further stabilizing the structure of the longitudinal beam body 10 after impact. Furthermore, the fact that the two ends of the induced bending groove 14 extend to the corresponding edges of the corresponding longitudinal beam sidewall 13 reduces the processing difficulty of the longitudinal beam body 10 and lowers costs.

[0092] In the above technical solution, by setting the induced bending groove 14 to extend to the corresponding edge position of the corresponding longitudinal beam sidewall 13 at both ends along the third direction, the processing difficulty of the longitudinal beam body 10 can be reduced, the cost can be reduced, the longitudinal beam body 10 can be bent and deformed better at the corresponding induced bending groove 14, the probability of local stress concentration causing the longitudinal beam body 10 to break can be reduced, and the structure of the longitudinal beam body 10 after being impacted can be further stabilized.

[0093] In some embodiments, at least one induced bending groove 14 extends obliquely along a third direction, and / or at least one induced bending groove 14 extends linearly along a third direction.

[0094] At least one induced bending groove 14 extends obliquely along a third direction, or at least one induced bending groove 14 extends linearly along a third direction, or at least one induced bending groove 14 extends obliquely along a third direction and at least one induced bending groove 14 extends linearly along a third direction. The induced bending groove 14 can be constructed as a straight groove, and the third direction can be parallel to the width direction of the vehicle 1, or the third direction can be parallel to the height direction of the vehicle 1. When the induced bending groove 14 extends obliquely along a third direction, the induced bending groove 14 forms an angle with the third direction; when the induced bending groove 14 extends linearly along a third direction, the induced bending groove 14 is parallel to the third direction.

[0095] The induced bending groove 14, which extends obliquely or linearly along the third direction, can penetrate the corresponding longitudinal beam sidewall 13. This can further cause the longitudinal beam body 10 to bend along a preset path during collision, thereby further reducing the probability of the longitudinal beam body 10 breaking due to stress concentration and improving the stability of the longitudinal beam body 10 during collision energy absorption.

[0096] In the above technical solution, the longitudinal beam body 10 can be further bent along a preset path during the collision, which further reduces the probability of the longitudinal beam body 10 breaking due to stress concentration and is conducive to improving the stability of the longitudinal beam body 10 during collision energy absorption.

[0097] In some embodiments, along a first direction, the longitudinal beam body 10 has an inner end 11 and an outer end 12, and the depth dimension of the induced bending groove 14 near the outer end 12 of any two adjacent induced bending grooves 14 is greater than the depth dimension of the induced bending groove 14 near the inner end 11 of the longitudinal beam.

[0098] Along the first direction, the longitudinal beam body 10 may have an inner end 11 and an outer end 12. It should be noted that the side of the longitudinal beam body 10 closer to the interior of the vehicle 1 is the inner end, and the side of the longitudinal beam body 10 closer to the exterior of the vehicle 1 is the outer end. The inner end 11 is closer to the passenger compartment. The longitudinal cross-sectional area of ​​the longitudinal beam body 10 at the induced bending groove 14 with a larger depth dimension along the second direction is smaller, which can make the longitudinal beam body 10 preferentially bend and deform at the corresponding induced bending groove 14. The depth dimension along the second direction of the induced bending groove 14 near the outer end 12 of the longitudinal beam in any two adjacent induced bending grooves 14 can be greater than the depth dimension along the second direction of the induced bending groove 14 near the inner end 11 of the longitudinal beam. The longitudinal beam body 10 at the induced bending groove 14 near the outer end 12 of the longitudinal beam in any two adjacent induced bending grooves 14 preferentially bends and absorbs most of the collision energy. That is, the longitudinal beam body 10 located at the induced bending structure 16 near the outer end 12 of the longitudinal beam in the multiple induced bending structures 16 can absorb most of the collision energy in the early stage of the collision, which can reduce the collision force transmitted to the inner end 11 of the longitudinal beam, further reduce the collision force transmitted to the passenger compartment, and further reduce the intrusion into the passenger compartment.

[0099] In any two adjacent induced bending grooves 14, the depth dimension of the induced bending groove 14 near the outer end 12 of the longitudinal beam is greater than the depth dimension of the induced bending groove 14 near the inner end 11 of the longitudinal beam. In any two adjacent induced bending grooves 14, the longitudinal cross-sectional area of ​​the longitudinal beam body 10 at the induced bending groove 14 near the outer end 12 of the longitudinal beam is smaller than the longitudinal cross-sectional area of ​​the longitudinal beam body 10 at the induced bending groove 14 near the inner end 11 of the longitudinal beam. In any two adjacent induced bending grooves 14, the longitudinal beam body 10 at the induced bending groove 14 near the outer end 12 of the longitudinal beam bends first, and then the longitudinal beam body 10 at the induced bending groove 14 near the inner end 11 of the longitudinal beam bends, and so on. This can further achieve the effect of orderly bending deformation of the longitudinal beam body 10, further reduce the intrusion into the passenger compartment, and further improve the reliability of vehicle 1.

[0100] As an example, such as Figure 6As shown, there can be three induced bending structures 16. These three induced bending structures 16 can be referred to as the first induced bending structure 161, the second induced bending structure 162, and the third induced bending structure 163. The depth dimension of the longitudinal beam body 10 along the second direction at the first induced bending structure 161 is greater than the depth dimension of the longitudinal beam body 10 along the second direction at the second induced bending structure 162, and the depth dimension of the longitudinal beam body 10 along the second direction at the second induced bending structure 162 is greater than the depth dimension of the longitudinal beam body 10 along the second direction at the third induced bending structure 163. When the longitudinal beam 100 is in a head-on collision, the longitudinal beam body 10 at the first induced bending structure 161 starts to bend first, then the longitudinal beam body 10 at the second induced bending structure 162 starts to bend, and finally the longitudinal beam body 10 at the third induced bending structure 163 bends. This is beneficial to achieving the effect of sequential bending of the longitudinal beam body 10 at the three induced bending structures 16 from the outer end 12 to the inner end 11 of the longitudinal beam.

[0101] In the above technical solution, by setting the depth dimension of the induced bending groove 14 near the outer end 12 of the longitudinal beam to be greater than the depth dimension of the induced bending groove 14 near the inner end 11 of the longitudinal beam, the effect of orderly bending deformation of the longitudinal beam body 10 can be further achieved, the amount of intrusion into the passenger compartment can be further reduced, and the reliability of the vehicle 1 can be further improved.

[0102] In some embodiments, the width dimension of the induced bending groove 14 closest to the inner end 11 of the longitudinal beam along the first direction is smaller than the width dimension of the other induced bending grooves 14 along the first direction.

[0103] By reducing the width of the induced bending groove 14 closest to the inner end 11 of the longitudinal beam along the first direction, the local stiffness of the corresponding longitudinal beam body 10 can be improved. Since the width of the induced bending groove 14 closest to the inner end 11 of the longitudinal beam along the first direction is smaller than the width of other induced bending grooves 14 along the first direction, the stiffness of the longitudinal beam body 10 at the induced bending groove 14 closest to the inner end 11 of the longitudinal beam is greater than the stiffness of the longitudinal beam body 10 at other induced bending grooves 14. When collision energy is transmitted along the first direction, the collision energy can be fully consumed at other induced bending grooves 14 with larger widths along the first direction. When the collision energy is transmitted to the induced bending groove 14 closest to the inner end 11 of the longitudinal beam, the corresponding longitudinal beam body 10 has high stiffness, and the deformation of the longitudinal beam body 10 at the induced bending structure 16 closest to the inner end 11 of the longitudinal beam is small or almost non-deformed. This can further reduce the collision force transmitted to the passenger compartment or critical components, which is beneficial to further improving the reliability of the vehicle 1.

[0104] In the above technical solution, by setting the width dimension of the induced bending groove 14 closest to the inner end 11 of the longitudinal beam along the first direction to be smaller than the width dimension of other induced bending grooves 14 along the first direction, the deformation of the longitudinal beam body 10 at the induced bending structure 16 closest to the inner end 11 of the longitudinal beam can be small or almost non-deformed, which can further reduce the collision force transmitted to the passenger compartment or key components, and is conducive to further improving the reliability of the vehicle 1.

[0105] In some embodiments, such as Figure 4 , Figure 7 , Figure 10 and Figure 12 As shown, the longitudinal beam 100 for vehicle 1 may further include: a reinforcing structure 20, which is disposed within the longitudinal beam body 10 and located between the two longitudinal beam sidewalls 13, and the reinforcing structure 20 is fixed to the two longitudinal beam sidewalls 13.

[0106] The two longitudinal beam sidewalls 13 can be arranged opposite each other and spaced apart along the second direction. A reinforcing structure 20 can be located within the longitudinal beam body 10, between the two longitudinal beam sidewalls 13. One longitudinal beam sidewall 13, the reinforcing structure 20, and the other longitudinal beam sidewall 13 can be arranged sequentially along the second direction. The reinforcing structure 20 can be fixed to the two longitudinal beam sidewalls 13 by welding, bolting, or other methods. The reinforcing structure 20 connects the two longitudinal beam sidewalls 13, reducing stress concentration in the longitudinal beam 100. The reinforcing structure 20 supports the longitudinal beam body 10, allowing the longitudinal beam 100 to have a larger cross-sectional force, enhancing its structural strength, load-bearing capacity, and impact resistance. Furthermore, by changing the shape and position of the reinforcing structure 20, the longitudinal beam 100 can be adapted to different vehicle models, further shortening its development cycle and reducing its development cost.

[0107] In the above technical solution, the reinforcing structure 20 can support the longitudinal beam body 10, enhance the structural strength of the longitudinal beam 100, improve its load-bearing capacity, and enhance the impact resistance of the vehicle 1. Furthermore, by changing the shape and location of the reinforcing structure 20, the longitudinal beam 100 can be adapted to different vehicle models, further shortening its development cycle and reducing its development cost.

[0108] In some embodiments, such as Figure 8 As shown, at least one longitudinal beam sidewall 13 has a welding hole 131 formed therein, and the reinforcing structure 20 is opposite to the welding hole 131 along the second direction.

[0109] At least one longitudinal beam sidewall 13 may have a welding hole 131, and the reinforcing structure 20 may be welded to at least one longitudinal beam sidewall 13. This application describes an example where two longitudinal beam sidewalls 13 each have a welding hole 131, and the reinforcing structure 20 is welded to both longitudinal beam sidewalls 13. The reinforcing structure 20 may be arranged opposite to the welding hole 131 along a second direction. The reinforcing structure 20 may have a welding area 21 corresponding to the welding hole 131. The welding point between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13 may be located at the welding area 21, and the welding hole 131 may expose the corresponding welding area 21. The reinforcing structure 20 is disposed within the longitudinal beam body 10, and the welding connection between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13 can be achieved through the welding hole 131. As an example, there can be multiple welding holes 131, which can be arranged sequentially along the first direction. The reinforcing structure 20 and the corresponding longitudinal beam sidewall 13 can form multiple welding points, which can improve the connection strength between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13, and further improve the integrity and structural strength of the longitudinal beam 100.

[0110] In the above technical solution, by setting welding holes 131, the welding connection between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13 can be realized, which facilitates the fixed connection between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13 and can improve the firmness of the connection between the reinforcing structure 20 and the corresponding longitudinal beam sidewall 13.

[0111] In some embodiments, such as Figure 7 and Figure 8 As shown, the reinforcing structure 20 may include: a first reinforcing part 22, a second reinforcing part 23 and a third reinforcing part 24. Along the second direction, the second reinforcing part 23 is located on the same side of the first reinforcing part 22 and the third reinforcing part 24. The first reinforcing part 22 and the third reinforcing part 24 are opposite to each other and spaced apart. The second reinforcing part 23 is connected between the first reinforcing part 22 and the third reinforcing part 24. The second reinforcing part 23 is fixedly connected to the longitudinal beam sidewall 13 on the corresponding side. The first reinforcing part 22 and the third reinforcing part 24 are both fixedly connected to the longitudinal beam sidewall 13 on the corresponding side.

[0112] The first reinforcing part 22, the second reinforcing part 23, and the third reinforcing part 24 can be welded together, and can be integrally formed. Along the second direction, the second reinforcing part 23 can be located on the same side of the first reinforcing part 22 and the third reinforcing part 24. Both the first reinforcing part 22 and the third reinforcing part 24 can be fixedly connected to the corresponding longitudinal beam sidewall 13, and can be welded to the same longitudinal beam sidewall 13. The second reinforcing part 23 can be fixedly connected to the corresponding longitudinal beam sidewall 13, and can also be welded to another longitudinal beam sidewall 13. The first reinforcing part 22 and the third reinforcing part 24 can be arranged opposite to each other and spaced apart along a third direction, and the second reinforcing part 23 can be connected between the first reinforcing part 22 and the third reinforcing part 24. As an example, the reinforcing structure 20 can be constructed in a "U" shape. The reinforcing structure 20 can be supported between the two longitudinal beam sidewalls 13. The reinforcing structure 20 can further increase the load-bearing capacity of the longitudinal beam 100 and further improve the structural strength of the longitudinal beam 100.

[0113] As an example, such as Figure 8 As shown, the first reinforcing part 22 may include a first plate 221 and a first flange 222, the second reinforcing part 23 may include a second plate 231, and the third reinforcing part 24 may include a third plate 241 and a second flange 242. The first flange 222 may be welded to the corresponding longitudinal beam sidewall 13, and the second flange 242 may be welded to the corresponding longitudinal beam sidewall 13, thereby achieving the effect that both the first reinforcing part 22 and the second reinforcing part 23 are fixedly connected to the corresponding longitudinal beam sidewall 13. An included angle may be formed between the first plate 221 and the second plate 231, which may be a right angle or an obtuse angle. An included angle may also be formed between the third plate 241 and the second plate 231, which may be a right angle or an obtuse angle. The first plate 221 and the third plate 241 may be located on the same side of the second plate 231 along the second direction, and the first plate 221 and the third plate 241 may be located on opposite sides of the second plate 231 along the third direction.

[0114] In the above technical solution, the reinforcing structure 20 can be supported between the two longitudinal beam sidewalls 13. The reinforcing structure 20 can further increase the load-bearing capacity of the longitudinal beam 100 and further improve the structural strength of the longitudinal beam 100.

[0115] In some embodiments, such as Figures 9-12As shown, the reinforcing structure 20 may include: a fourth reinforcing part 25, a fifth reinforcing part 26 and a sixth reinforcing part 27. The fourth reinforcing part 25 and the sixth reinforcing part 27 are opposite to each other and spaced apart along the second direction. The fifth reinforcing part 26 is connected between the fourth reinforcing part 25 and the sixth reinforcing part 27. The fourth reinforcing part 25 is fixedly connected to the longitudinal beam sidewall 13 on the corresponding side, and the sixth reinforcing part 27 is fixedly connected to the longitudinal beam sidewall 13 on the corresponding side.

[0116] The fourth reinforcing part 25, the fifth reinforcing part 26, and the sixth reinforcing part 27 can be welded together, and can be integrally formed. The fourth reinforcing part 25 and the sixth reinforcing part 27 can be arranged opposite to each other and spaced apart along the second direction, and can be located on both sides of the fifth reinforcing part 26 along the second direction. The fourth reinforcing part 25, the fifth reinforcing part 26, and the sixth reinforcing part 27 can be arranged sequentially along the second direction, and the fifth reinforcing part 26 can be connected between the fourth reinforcing part 25 and the sixth reinforcing part 27. The fourth reinforcing part 25 can be fixedly connected to the longitudinal beam sidewall 13 on the corresponding side, and can also be welded to the longitudinal beam sidewall 13 on the corresponding side. The sixth reinforcing part 27 can be fixedly connected to the longitudinal beam sidewall 13 on the corresponding side, and can also be welded to the longitudinal beam sidewall 13 on the corresponding side. The reinforcing structure 20 can be supported between the two longitudinal beam sidewalls 13, further increasing the load-bearing capacity of the longitudinal beam 100 and improving its structural strength. By adjusting the shape, thickness, and material strength grade of the reinforcing structure 20, its structural strength can be altered, allowing it to be used in vehicles of different weights.

[0117] As an example, such as Figure 10 and Figure 12 As shown, the fourth reinforcing part 25 may include a fourth plate 251, the fifth reinforcing part 26 may include a fifth plate 261, and the sixth reinforcing part 27 may include a sixth plate 271. The fifth plate 261 may extend along the second direction. The fourth plate 251 may be welded to the corresponding side wall of the longitudinal beam 13, and the sixth plate 271 may be welded to the corresponding side wall of the longitudinal beam 13. The fourth plate 251 may form an angle with the fifth plate 261, which may be a right angle or a similar right angle. The sixth plate 271 may form an angle with the fifth plate 261, which may be a right angle or a similar right angle. The fifth plate 261 is connected between the fourth plate 251 and the sixth plate 271. The fourth plate 251 and the sixth plate 271 may be located on both sides of the fifth plate 261 along the second direction.

[0118] As an example, such as Figure 10As shown, when the fourth reinforcing part 25 and the sixth reinforcing part 27 are located on the same side of the fifth reinforcing part 26 along a third direction, the reinforcing structure 20 can be constructed in a "U" shape. As another example, such as... Figure 12 As shown, when the fourth reinforcing part 25 and the sixth reinforcing part 27 are located on both sides of the fifth reinforcing part 26 along the third direction, the reinforcing structure 20 can be constructed as a "Z" shape.

[0119] In the above technical solution, the reinforcing structure 20 can be supported between the side walls 13 of the two longitudinal beams. The reinforcing structure 20 can further increase the load-bearing capacity of the longitudinal beam 100 and further improve the structural strength of the longitudinal beam 100. By adjusting the shape, thickness, and material strength grade of the reinforcing structure 20, the structural strength of the reinforcing structure 20 can be changed, so that the reinforcing structure 20 can be used for vehicles of different weights.

[0120] In some embodiments, such as Figure 2 As shown, the longitudinal beam body 10 defines an installation space. Along the first direction, the installation space is adjacent to the end of the longitudinal beam body 10. The installation space is used to install the energy-absorbing structure 200 of the vehicle 1.

[0121] The longitudinal beam body 10 defines an installation space that can communicate with the crumple zone 15 and can be adjacent to either the outer end 12 or the inner end 11 of the longitudinal beam body 10. The installation space can be used to install the energy-absorbing structure 200 of the vehicle 1. The energy-absorbing structure 200 can be inserted into the longitudinal beam body 10, allowing for a compact structure between the longitudinal beam 10 and the energy-absorbing structure 200, thus saving interior space. When the vehicle 1 is impacted, the energy-absorbing structure 200 can crumple and absorb energy. The energy-absorbing structure 200, together with the longitudinal beam body 10, achieves the energy-absorbing effect, further dissipating collision energy and improving energy absorption efficiency. This further reduces the collision force transmitted to the passenger compartment, further protecting the safety of the occupants.

[0122] As an example, when the longitudinal beam 100 is constructed as a front longitudinal beam and the energy-absorbing structure 200 is adjacent to the outer end 12 of the longitudinal beam body 10, the energy-absorbing structure 200 can be constructed as an energy-absorbing box. When the vehicle 1 is impacted, the energy-absorbing box first collapses to absorb energy, reducing the impact force transmitted to the longitudinal beam body 10, and thus reducing the impact force transmitted to the passenger compartment. When the energy-absorbing structure 200 is adjacent to the inner end 11 of the longitudinal beam body 10, the energy-absorbing structure 200 can be constructed as a cast aluminum front panel. The longitudinal beam body 10 can form an extension area 17. The extension area 17 can be provided on one of the longitudinal beam sidewalls 13. The extension area 17 can be provided on the side of the corresponding longitudinal beam sidewall 13 away from the outer end of the longitudinal beam along the length direction of the corresponding longitudinal beam sidewall 13. The cast aluminum front panel can be connected to the extension area 17 by bolts, so that the local stiffness at the connection between the cast aluminum front panel and the longitudinal beam body 10 is large, and there is a large stiffness difference with the induced bending groove 14 closest to the inner end 11 of the longitudinal beam, so that the longitudinal beam body 10 at the induced bending groove 14 closest to the inner end 11 of the longitudinal beam can be bent.

[0123] In the above technical solution, the energy-absorbing structure 200 can work together with the longitudinal beam body 10 to achieve the energy-absorbing effect, further dissipating collision energy and improving energy absorption efficiency. This further reduces the collision force transmitted to the passenger compartment, thus further protecting the safety of the occupants. Furthermore, the energy-absorbing structure 200 can be inserted into the longitudinal beam body 10, making the structure of the longitudinal beam 100 and the energy-absorbing structure 200 compact and saving interior space.

[0124] According to some embodiments of this application, this application also provides a vehicle 1, including a longitudinal beam 100 for the vehicle 1 according to any of the above embodiments.

[0125] In the above technical solution, the use of the longitudinal beam 100 in the above embodiment can improve the impact resistance of vehicle 1 and improve the reliability of vehicle 1.

[0126] According to some embodiments of this application, the longitudinal beam 100 includes a longitudinal beam body 10 and a reinforcing structure 20. The longitudinal beam body 10 extends along a first direction, which is parallel to the length direction of the vehicle 1. The longitudinal beam body 10 includes two longitudinal beam sidewalls 13, which are opposite to each other and spaced apart along a second direction, which is parallel to the width direction of the vehicle 1. The longitudinal beam body 10 is formed with an inducing bending groove 14, which is recessed into the longitudinal beam body 10 along the second direction and extends along a third direction. Each of the inducing bending grooves 14 can be constructed as an inducing bending structure 16, which is parallel to the height direction of the vehicle 1. The first direction, the second direction, and the third direction are perpendicular to each other. The two ends of the inducing bending groove 14 along the third direction extend to the corresponding edge positions of the corresponding longitudinal beam sidewalls 13.

[0127] There are three induced bending grooves 14, meaning there are three induced bending structures 16. These three induced bending structures 16 are arranged sequentially and at intervals along the first direction to bend the longitudinal beam body 10 along the second direction. Along the second direction, one of any two adjacent induced bending structures 16 is located on one side of the longitudinal beam body 10 to bend the longitudinal beam body 10 to the other side, and the other of any two adjacent induced bending structures 16 is located on the other side of the longitudinal beam body 10 to bend the longitudinal beam body 10 to one side. When the longitudinal beam 100 is impacted, and all the longitudinal beam bodies 10 at the multiple induced bending structures 16 bend, the longitudinal beam body 10 can be constructed in a "W" shape.

[0128] Along the first direction, the longitudinal beam body 10 has an inner end 11 and an outer end 12. In the event of a head-on collision, the longitudinal beam body 10 at the induced bending structure 16 closest to the outer end 12 of any two adjacent induced bending structures 16 bends before the longitudinal beam body 10 at the induced bending structure 16 closest to the inner end 11. The depth dimension of the induced bending groove 14 closest to the outer end 12 along the second direction is greater than the depth dimension of the induced bending groove 14 closest to the inner end 11 along the second direction. The width dimension of the induced bending groove 14 closest to the inner end 11 along the first direction is smaller than the width dimension of the other induced bending grooves 14 along the first direction. From the outer end 12 to the inner end 11, the longitudinal beam bodies 10 at the three induced bending structures 16 bend sequentially.

[0129] A reinforcing structure 20 is disposed within the longitudinal beam body 10 and located between the two longitudinal beam sidewalls 13. The reinforcing structure 20 is fixed to the two longitudinal beam sidewalls 13 by welding. Both longitudinal beam sidewalls 13 are provided with welding holes 131. The reinforcing structure 20 and the welding holes 131 are arranged opposite to each other along the second direction. The reinforcing structure 20 includes a first reinforcing part 22, a second reinforcing part 23, and a third reinforcing part 24. Along the second direction, the second reinforcing part 23 is located on the same side of the first reinforcing part 22 and the third reinforcing part 24. The first reinforcing part 22 and the third reinforcing part 24 are opposite to each other and spaced apart along the third direction. The second reinforcing part 23 is connected between the first reinforcing part 22 and the third reinforcing part 24. The second reinforcing part 23 is fixedly connected to the longitudinal beam sidewall 13 on the corresponding side. The first reinforcing part 22 and the third reinforcing part 24 are both fixedly connected to the longitudinal beam sidewall 13 on the corresponding side. The reinforcing structure 20 is constructed in a "U" shape. The longitudinal beam body 10 also defines an installation space. Along the first direction, the installation space is adjacent to the end of the longitudinal beam body 10. The installation space is used to install the energy-absorbing structure 200 of the vehicle 1. The energy-absorbing structure 200 can work together with the longitudinal beam body 10 to achieve the energy-absorbing effect.

[0130] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0131] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A longitudinal beam for a vehicle, characterized in that, include: A longitudinal beam body extends along a first direction and has multiple induced bending structures. The multiple induced bending structures are arranged sequentially at intervals along the first direction to bend the longitudinal beam body along a second direction. The first direction and the second direction are perpendicular. Along the second direction, one of any two adjacent induced bending structures is located on one side of the longitudinal beam body to bend the longitudinal beam body to the other side of the longitudinal beam body, and the other of any two adjacent induced bending structures is located on the other side of the longitudinal beam body to bend the longitudinal beam body to the first side of the longitudinal beam body.

2. The rail for a vehicle according to claim 1, characterized by, Along the first direction, the longitudinal beam body has an inner end and an outer end, and the plurality of the induced bending structures are configured such that, in the event of a head-on collision of the longitudinal beam, the longitudinal beam body at the induced bending structure closer to the outer end of the longitudinal beam bends before the longitudinal beam body at the induced bending structure closer to the inner end of the longitudinal beam.

3. The rail for a vehicle according to claim 1, characterized by, The longitudinal beam body has a plurality of induced bending grooves, which are arranged sequentially at intervals along the first direction, and the plurality of induced bending grooves are recessed into the longitudinal beam body along the second direction and are constructed as the induced bending structure.

4. The longitudinal beam for a vehicle according to claim 3, characterized in that, The longitudinal beam body has two longitudinal beam sidewalls, which are opposite to each other and spaced apart along the second direction. A portion of the plurality of induced bending grooves is formed on one of the longitudinal beam sidewalls, and another portion of the plurality of induced bending grooves is formed on the other longitudinal beam sidewall.

5. The longitudinal beam for a vehicle according to claim 4, characterized in that, The induced bending groove extends along a third direction, and the first direction, the second direction, and the third direction are perpendicular to each other.

6. The longitudinal beam for a vehicle according to claim 5, characterized in that, Along the third direction, the two ends of the induced bending groove extend to the corresponding edge positions of the corresponding longitudinal beam sidewall.

7. The longitudinal beam for a vehicle according to claim 5, characterized in that, At least one of the induced bending grooves extends obliquely along the third direction; and / or At least one of the induced bending grooves extends in a straight line along the third direction.

8. The longitudinal beam for a vehicle according to any one of claims 3-7, characterized in that, Along the first direction, the longitudinal beam body has an inner end and an outer end, and the depth dimension of the induced bending groove near the outer end of the longitudinal beam in any two adjacent induced bending grooves is greater than the depth dimension of the induced bending groove near the inner end of the longitudinal beam.

9. The longitudinal beam for a vehicle according to claim 8, characterized in that, The width of the induced bending groove closest to the inner end of the longitudinal beam along the first direction is smaller than the width of the other induced bending grooves along the first direction.

10. The longitudinal beam for a vehicle according to any one of claims 4-7, characterized in that, Also includes: A reinforcing structure is provided within the longitudinal beam body and located between the two longitudinal beam sidewalls, and the reinforcing structure is fixed to the two longitudinal beam sidewalls.

11. The longitudinal beam for a vehicle according to claim 10, characterized in that, At least one of the longitudinal beam sidewalls has a welding hole formed therein, and the reinforcing structure is opposite to the welding hole along the second direction.

12. The longitudinal beam for a vehicle according to claim 10, characterized in that, The reinforcing structure includes a first reinforcing part, a second reinforcing part, and a third reinforcing part. Along the second direction, the second reinforcing part is located on the same side of the first reinforcing part and the third reinforcing part. The first reinforcing part and the third reinforcing part are opposite to each other and spaced apart. The second reinforcing part is connected between the first reinforcing part and the third reinforcing part. The second reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side. The first reinforcing part and the third reinforcing part are both fixedly connected to the longitudinal beam sidewall on the corresponding side.

13. The longitudinal beam for a vehicle according to claim 10, characterized in that, The reinforcing structure includes a fourth reinforcing part, a fifth reinforcing part, and a sixth reinforcing part. The fourth reinforcing part and the sixth reinforcing part are opposite to each other and spaced apart along the second direction. The fifth reinforcing part is connected between the fourth reinforcing part and the sixth reinforcing part. The fourth reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side. The sixth reinforcing part is fixedly connected to the longitudinal beam sidewall on the corresponding side.

14. The longitudinal beam for a vehicle according to any one of claims 1-7, characterized in that, The longitudinal beam body defines an installation space, which is adjacent to the end of the longitudinal beam body along the first direction. The installation space is used to install the energy-absorbing structure of the vehicle.

15. A vehicle, characterized in that, Includes the longitudinal beams for vehicles according to any one of claims 1-14.

Images