Crossbeam assembly and vehicle

Abstract

The application discloses a crossbeam assembly and a vehicle. The crossbeam assembly comprises a crossbeam and a rocker. The crossbeam comprises a first crossbeam part, a second crossbeam part and a third crossbeam part. The second crossbeam part is located on both sides of the third crossbeam part and is connected with the third crossbeam part. The end of the second crossbeam part not connected with the third crossbeam part is connected with the first crossbeam part. The first crossbeam part and the second crossbeam part are symmetric about the center of the third crossbeam part. The thickness of the second crossbeam part is greater than the thickness of the third crossbeam part. The thickness of the third crossbeam part is greater than the thickness of the first crossbeam part. The two ends of the crossbeam are connected with the rocker. The rocker is connected with the first crossbeam part. The length extension direction of the rocker intersects with the length extension direction of the crossbeam. Through the above manner, the crash performance of the crossbeam assembly can be improved.

Description

Technical Field

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

[0002] In recent years, the increasing global focus on sustainable development and environmental protection has greatly promoted the vigorous development of the electric vehicle industry. With its significant advantages such as zero emissions, low energy consumption, and high efficiency, electric vehicles are gradually becoming an important direction for the transformation and upgrading of the automotive industry, and are showing enormous application potential in areas such as personal travel, public transportation, and logistics. In the complex system of an electric vehicle, the power battery undoubtedly plays the role of its "heart." It not only provides all the energy required to drive the vehicle, but its performance, safety, and reliability are directly related to the electric vehicle's range, operating efficiency, and most importantly, user safety. During its long-term research and development process, the applicant of this application discovered that in the event of a side collision or pole impact, the crossbeam can compress the power battery, posing a potential danger to the vehicle. Utility Model Content

[0003] The main technical problem addressed by this application is to provide a crossbeam assembly and a vehicle that can improve the collision performance of the crossbeam assembly.

[0004] To solve the above-mentioned technical problems, one technical solution adopted in this application is: providing a crossbeam assembly for installing a seat, comprising: a crossbeam including a first crossbeam portion, a second crossbeam portion, and a third crossbeam portion, wherein the second crossbeam portion is located on both sides of the third crossbeam portion and connected to the third crossbeam portion, and the ends of the second crossbeam portion not connected to the third crossbeam portion are all connected to the first crossbeam portion, the first crossbeam portion and the second crossbeam portion are both symmetrical about the center of the third crossbeam portion, the thickness of the second crossbeam portion is greater than the thickness of the third crossbeam portion, and the thickness of the third crossbeam portion is greater than the thickness of the first crossbeam portion; a sill, wherein both ends of the crossbeam are connected to the sill, and the sill is connected to the first crossbeam portion; wherein the length extension direction of the sill intersects the length extension direction of the crossbeam.

[0005] The second crossbeam portion includes a first sub-crossbeam portion and a second sub-crossbeam portion. One end of the first sub-crossbeam portion is connected to the first crossbeam portion, and the other end of the first sub-crossbeam portion is connected to the second sub-crossbeam portion. The second sub-crossbeam portion is connected to the third crossbeam portion, and the thickness of the first sub-crossbeam portion is less than the thickness of the second sub-crossbeam portion.

[0006] The beam assembly further includes: a first connector located on one side of the beam, covering the first beam portion and connected to the first beam portion; and a second connector located between the threshold and the first connector, connecting the first connector and the threshold.

[0007] Wherein, the first crossbeam portion, the second crossbeam portion, and the third crossbeam portion are of an integrally formed structure.

[0008] Wherein, the cross-section of the crossbeam perpendicular to the extending direction of the crossbeam is a U-shaped.

[0009] Wherein, the difference between the thickness of the first crossbeam portion and the thickness of the second crossbeam portion is greater than 0.3 mm.

[0010] Wherein, the thickness of the second crossbeam portion does not exceed 1.95 mm.

[0011] Wherein, the first crossbeam portion, the second crossbeam portion, and the third crossbeam portion are all of an equal-thickness structure.

[0012] Wherein, the thickness range of the first crossbeam portion is from 1.48 mm to 1.52 mm.

[0013] To solve the above technical problems, another technical solution adopted by this application is: to provide a vehicle, including the crossbeam assembly as described in any one of the above technical solutions.

[0014] The beneficial effects of this application are: different from the prior art, in this application, one end of the second crossbeam portion is connected to the first crossbeam portion, the other end of the second crossbeam portion is connected to the third crossbeam portion, the first crossbeam portion and the second crossbeam portion are both centrosymmetric about the center of the third crossbeam portion, the thickness of the second crossbeam portion is greater than the thickness of the third crossbeam portion, and the thickness of the third crossbeam portion is greater than the thickness of the first crossbeam portion. On the one hand, when a pillar collision occurs to the vehicle, the collision energy is transmitted from the sill to the first crossbeam portion, and through the controllable deformation of the first crossbeam portion of the crossbeam and the sill, the collision energy is gradually dissipated, avoiding further squeezing of the second crossbeam portion and the third crossbeam portion, and enhancing the protection of the crossbeam assembly for the battery pack; on the other hand, this application sets the thickness of the third crossbeam portion to be less than the thickness of the second crossbeam portion, reducing the weight of the third crossbeam portion, thereby achieving weight reduction of the crossbeam and facilitating meeting the requirements of lightweight of the crossbeam assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of this application, the following will briefly introduce the drawings required for description in the embodiments. Obviously, the following drawings are only some embodiments of this application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings. Among them:

[0016] Figure 1 is a schematic structural diagram of an embodiment of the crossbeam assembly of this application;

[0017] Figure 2 is Figure 1Schematic diagram of the middle crossbeam;

[0018] Figure 3 yes Figure 1 Cross-sectional structural diagram of the middle crossbeam assembly;

[0019] Figure 4 yes Figure 1 A side view of the central crossbeam. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0021] See Figure 1 and Figure 2 The crossbeam assembly 1 includes a crossbeam 10 and a sill 20.

[0022] The crossbeam 10 includes a first crossbeam portion 110, a second crossbeam portion 120, and a third crossbeam portion 130. The second crossbeam portion 120 is located on both sides of the third crossbeam portion 130 and is connected to the third crossbeam portion 130. The ends of the second crossbeam portion 120 that are not connected to the third crossbeam portion 130 are connected to the first crossbeam portion 110. The first crossbeam portion 110 and the second crossbeam portion 120 are symmetrical about the center of the third crossbeam portion 130. The thickness of the second crossbeam portion 120 is greater than the thickness of the third crossbeam portion 130, and the thickness of the third crossbeam portion 130 is greater than the thickness of the first crossbeam portion 110. Both ends of the crossbeam 10 are connected to a threshold 20. Figure 1 Only one end of the crossbeam 10 is shown (with a threshold 20 connected to it). The threshold 20 is connected to the first crossbeam 110, and the length extension direction of the threshold 20 intersects the length extension direction of the crossbeam 10.

[0023] Specifically, the crossbeam 10 is used to mount the seat and provide support for it. The seat is placed on top of the crossbeam 10, and the battery is placed below it. Both ends of the crossbeam 10 are connected to the sill 20. One end of the second crossbeam portion 120 of the crossbeam 10 is connected to the first crossbeam portion 110, and the other end of the second crossbeam portion 120 is connected to the third crossbeam portion 130. In the prior art, when a vehicle experiences a pole collision, the sill 20 is deformed by pressure, which further compresses the crossbeam 10, causing the battery pack located below the crossbeam 10 to be compressed downwards by the crossbeam 10. Battery packs are prone to damage. In this application, because the thickness of the first crossbeam portion 110 connecting the crossbeam 10 to the sill 20 is smaller than the thickness of the second crossbeam portion 120 and the third crossbeam portion 130, the first crossbeam portion 110 is deformed by the pressure of the sill 20, thus dissipating the energy of the collision. The widths of the second crossbeam portion 120 and the third crossbeam portion 130 are both greater than the thickness of the first crossbeam portion 110, making the second crossbeam portion 120 and the third crossbeam portion 130 less prone to deformation, thereby protecting the battery pack below the crossbeam 10. In addition, the thickness of the third crossbeam portion 130 is less than the width of the second crossbeam portion 120, which helps to support the seat while reducing the weight of the crossbeam 10. In this application, the crossbeam 10 is provided with different thicknesses at different positions, so that the first crossbeam part 110 of the crossbeam 10 forms an energy absorption zone, the second crossbeam part 120 forms a primary load-bearing zone, and the third crossbeam part 130 forms a secondary load-bearing zone. Through a controllable deformation and energy absorption mechanism, the huge impact energy generated by the collision is gradually dissipated, thereby reducing the impact load on the battery pack.

[0024] See Figure 2 The second crossbeam portion 120 includes a first sub-crossbeam portion 1210 and a second sub-crossbeam portion 1220. One end of the first sub-crossbeam portion 1210 is connected to the first crossbeam portion 110, and the other end of the first sub-crossbeam portion 1210 is connected to the second sub-crossbeam portion 1220. The second sub-crossbeam portion 1220 is connected to the third crossbeam portion 130. The thickness of the first sub-crossbeam portion 1210 is less than the thickness of the second sub-crossbeam portion 1220.

[0025] Specifically, the thickness of the first sub-crossbeam portion 1210 and the thickness of the second sub-crossbeam portion 1220 are both greater than the thickness of the first crossbeam portion 110, meaning the bending strength of the first sub-crossbeam portion 1210 and the bending strength of the second sub-crossbeam portion 1220 are greater than the bending strength of the first crossbeam portion 110. Similarly, the thickness of the first sub-crossbeam portion 1210 and the thickness of the second sub-crossbeam portion 1220 are both greater than the thickness of the third crossbeam portion 130, meaning the bending strength of the first sub-crossbeam portion 1210 and the bending strength of the second sub-crossbeam portion 1220 are greater than the bending strength of the third crossbeam portion 130. The bending strength is greater than that of the third crossbeam 130, and the thickness of the first sub-crossbeam 1210 is less than that of the second sub-crossbeam 1220. The bending strength of the first sub-crossbeam 1210 is less than that of the second sub-crossbeam 1220, so that the bending strength of the central region above the battery pack is greater than that of the two sides above the battery pack. The two sides of the crossbeam 10 can absorb more collision energy and reduce the deformation of the central region, so as to effectively protect the battery pack in the event of a collision.

[0026] In another embodiment, the thickness of the first sub-beam portion 1210 may also be greater than the thickness of the second sub-beam portion 1220.

[0027] See Figure 1 and Figure 3 The crossbeam assembly 1 also includes a first connector 30 and a second connector 40. The first connector 30 is located on one side of the crossbeam 10, covers the first crossbeam portion 110, and is connected to the first crossbeam portion 110. The second connector 40 is located between the sill 20 and the first connector 30, connecting the first connector 30 and the sill 20.

[0028] Specifically, the first connector 30 is located on the side of the crossbeam 10 away from the battery pack and covers the first crossbeam portion 110. One end of the first connector 30 is connected to the first crossbeam portion 110, and the other end is connected to the second connector 40. The second connector 40 is fixedly connected to the sill 20, thereby fixing the crossbeam 10 and the sill 20 together. The first connector 30 covers the first crossbeam portion 110, and the first connector 30 and the first crossbeam portion 110 can be fixedly connected by welding, increasing the connection strength between the first connector 30 and the crossbeam 10.

[0029] In one embodiment, the first connector 30 and the crossbeam 10, the first connector 30 and the second connector 40, and the second connector 40 and the threshold 20 can all be fixedly connected by welding, thereby increasing the connection strength between the threshold 20 and the crossbeam 10.

[0030] See Figure 2 The first crossbeam 110, the second crossbeam 120 and the third crossbeam 130 are integrally formed structures.

[0031] Specifically, the first crossbeam portion 110, the second crossbeam portion 120, and the third crossbeam portion 130 are of an integrally formed structure, making the crossbeam 10 a continuous and uninterrupted whole. Since the material is not interrupted, the stress distribution is more uniform and the anti-deformation ability is stronger. At the same time, due to the reduction in the use of connectors between the various parts of the crossbeam 10, the assembly process of the crossbeam 10 is simplified, and the reliability and durability of the crossbeam 10 are improved. The crossbeam 10 can be prepared by die-casting. Molten metal is quickly injected into the cavity of the metal mold under high pressure and rapidly cooled to form a crossbeam 10 with relatively high strength.

[0032] Refer to Figure 2 , in one embodiment, a first transition portion 140 is provided between the first crossbeam portion 110 and the second crossbeam portion 120. In the direction from the first crossbeam portion 110 to the second crossbeam portion 120, the thickness of the first transition portion 140 gradually increases. Further, the thickness of the first transition portion 140 increases uniformly.

[0033] Refer to Figure 2 , in one embodiment, a second transition portion 150 is provided between the second crossbeam portion 120 and the third crossbeam portion 130. In the direction from the second crossbeam portion 120 to the third crossbeam portion 130, the thickness of the second transition portion 150 gradually decreases. Further, the thickness of the second transition portion 150 decreases uniformly.

[0034] Refer to Figure 2 , in one embodiment, a third transition portion 160 is provided between the first sub-crossbeam portion 1210 and the second sub-crossbeam portion 1220. In the direction from the first sub-crossbeam portion 1210 to the second sub-crossbeam portion 1220, the thickness of the third transition portion 160 gradually increases. Further, the thickness of the third transition portion 160 increases uniformly.

[0035] Refer to Figure 4 , the cross-section of the crossbeam 10 perpendicular to the extension direction of the crossbeam 10 is a U-shaped.

[0036] Specifically, the cross-section of the crossbeam 10 perpendicular to the extension direction of the crossbeam 10 is a U-shaped, which can effectively improve the bending and torsional stiffness of the crossbeam 10. When bearing the weight of the seat and passengers, this structure enables the crossbeam 10 to remain stable, not easily deformed or twisted, providing safe and reliable support for passengers.

[0037] In other embodiments, the cross-section of the crossbeam 10 perpendicular to the extension direction of the crossbeam 10 can also be a straight shape or a wavy shape. The cross-section of the crossbeam 10 being a straight shape is convenient for manufacturing and connection, with relatively low cost, but the bending and torsional stiffness are relatively weak. The cross-section of the crossbeam 10 can be optimized by weighing strength, stiffness, cost, weight, and processing convenience according to specific application scenarios to meet different design requirements and performance goals.

[0038] In one embodiment, the difference between the thickness of the first crossbeam portion 110 and the thickness of the second crossbeam portion 120 is greater than 0.3 mm.

[0039] Specifically, the thickness of the first crossbeam portion 110 is less than the thickness of the second crossbeam portion 120, and the difference between the thickness of the second crossbeam portion 120 and the thickness of the first crossbeam portion 110 is greater than 0.3 mm. For example, in one application scenario, the thickness of the first crossbeam portion 110 is 1.5 mm and the thickness of the second crossbeam portion 120 is 1.8 mm. In another application scenario, the thickness of the first crossbeam portion 110 is 1.5 mm and the thickness of the second crossbeam portion 120 is 1.9 mm. The difference between the thickness of the second crossbeam portion 120 and the thickness of the first crossbeam portion 110 is greater than 0.3 mm, which makes the bending strength of the second crossbeam portion 120 greater than that of the first crossbeam portion 110. After the sill 20 is impacted, the first crossbeam portion 110 absorbs the impact energy to prevent the sill 20 from breaking, while the second crossbeam portion 120 has sufficient bending strength to prevent it from damaging the battery pack.

[0040] In one embodiment, the difference between the thickness of the first crossbeam portion 110 and the thickness of the first sub-crossbeam portion 1210 is greater than 0.3 mm, and the difference between the thickness of the first crossbeam portion 110 and the thickness of the second sub-crossbeam portion 1220 is greater than 0.4 mm, thereby improving the protection of the battery pack and reducing the possibility of the threshold 20 breaking.

[0041] In one embodiment, the thickness of the second crossbeam portion 120 does not exceed 1.95 mm.

[0042] Specifically, the thickness of the second crossbeam 120 is 1.85 mm, 1.9 mm, or 1.95 mm, and the thickness of the second crossbeam 120 does not exceed 1.95 mm. This can improve the strength of the second crossbeam 120 while avoiding excessive weight.

[0043] Furthermore, in one embodiment, the thickness of the second crossbeam portion 120 ranges from 1.83 mm to 1.95 mm. The thickness of the second crossbeam portion 120 can be 1.83 mm, 1.85 mm, 1.87 mm, 1.9 mm, 1.93 mm, or 1.95 mm. Within this range, the strength of the second crossbeam portion 120 can be improved, making the sill 20 less prone to deformation upon impact. It should be noted that this application does not limit the specific value of the thickness of the second crossbeam portion 120.

[0044] In one embodiment, the first crossbeam portion 110, the second crossbeam portion 120, and the third crossbeam portion 130 are all of equal thickness. That is, in the direction of the extension of the crossbeam 10, the thickness of each part of the first crossbeam portion 110 is the same, the thickness of each part of the second crossbeam portion 120 is the same, and the thickness of each part of the third crossbeam portion 130 is the same. However, the thicknesses of the first crossbeam portion 110, the second crossbeam portion 120, and the third crossbeam portion 130 are not the same. The uniform thickness of the first crossbeam portion 110, the second crossbeam portion 120, and the third crossbeam portion 130 facilitates the use of standardized molds and tools for preparation. At the same time, it makes the mechanical properties of the entire structure of the crossbeam 10 more stable and facilitates quality control.

[0045] In other embodiments, the first crossbeam portion 110 has a uniform thickness structure, while the second crossbeam portion 120 and the third crossbeam portion 130 have unequal thickness structures. That is, the thicknesses of different parts of the second crossbeam portion 120 and the third crossbeam portion 130 are not all the same. Alternatively, the second crossbeam portion 120 has a uniform thickness structure, while the first crossbeam portion 110 and the third crossbeam portion 130 have unequal thickness structures. It is also possible that the third crossbeam portion 130 has a uniform thickness structure, while the first crossbeam portion 110 and the second crossbeam portion 120 have unequal thickness structures. This facilitates the application of the crossbeam 10 in various different vehicle platforms or scenarios.

[0046] In one embodiment, the thickness of the first crossbeam portion 110 ranges from 1.48 mm to 1.52 mm.

[0047] Specifically, the thickness of the first crossbeam portion 110 can be 1.48 mm, 1.49 mm, 1.50 mm, 1.51 mm, or 1.52 mm. The thickness of the first crossbeam portion 110 being within the range of 1.48 mm to 1.52 mm allows it to absorb impact energy and prevent the sill 20 from breaking. It should be noted that this application does not impose any specific numerical limit on the thickness of the first crossbeam portion 110.

[0048] In other embodiments, the thickness of the first crossbeam portion 110 may also be greater than 1.52 mm, for example, the thickness of the first crossbeam portion 110 is 1.53 mm.

[0049] This application also protects a vehicle that includes a crossbeam assembly 1 as described in any of the above claims. The vehicle includes gasoline-powered vehicles, electric vehicles, hybrid vehicles, and hydrogen fuel cell vehicles, and also includes sedans, SUVs, and commercial vehicles, etc. It should be noted that this application does not limit the type of vehicle. The specific structure of the crossbeam assembly 1 is as described above and will not be repeated here.

[0050] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A beam assembly, characterized in that, For installing a seat, comprising: A crossbeam, including a first crossbeam portion, a second crossbeam portion and a third crossbeam portion. The second crossbeam portion is located on both sides of the third crossbeam portion and is connected to the third crossbeam portion. The first crossbeam portion is connected to the ends of the second crossbeam portion that are not connected to the third crossbeam portion. The first crossbeam portion and the second crossbeam portion are both centrosymmetric about the center of the third crossbeam portion. The thickness of the second crossbeam portion is greater than the thickness of the third crossbeam portion, and the thickness of the third crossbeam portion is greater than the thickness of the first crossbeam portion; Thresholds, both ends of the crossbeam are connected with the thresholds, and the thresholds are connected with the first crossbeam portion; wherein, the length extension direction of the thresholds intersects with the length extension direction of the crossbeam.

2. The beam assembly according to claim 1, characterized in that, The second crossbeam portion includes a first sub-crossbeam portion and a second sub-crossbeam portion. One end of the first sub-crossbeam portion is connected to the first crossbeam portion, the other end of the first sub-crossbeam portion is connected to the second sub-crossbeam portion, and the second sub-crossbeam portion is connected to the third crossbeam portion. The thickness of the first sub-crossbeam portion is less than the thickness of the second sub-crossbeam portion.

3. The beam assembly according to claim 1, characterized in that, The crossbeam assembly further includes: A first connecting member, located on one side of the crossbeam, covering the first crossbeam portion and connected to the first crossbeam portion; A second connecting member, located between the threshold and the first connecting member, connecting the first connecting member and the threshold.

4. The beam assembly according to claim 1, characterized in that, The first crossbeam portion, the second crossbeam portion and the third crossbeam portion are of an integrally formed structure.

5. The beam assembly according to claim 1, characterized in that, The cross-section of the crossbeam along the direction perpendicular to the extension direction of the crossbeam is a U-shape.

6. The beam assembly according to claim 1, characterized in that, The difference between the thickness of the first crossbeam portion and the thickness of the second crossbeam portion is greater than 0.3 mm.

7. The beam assembly according to claim 1, characterized in that, The thickness of the second crossbeam portion does not exceed 1.95 mm.

8. The beam assembly according to claim 1, characterized in that, The first crossbeam portion, the second crossbeam portion and the third crossbeam portion are all of an equal-thickness structure.

9. The beam assembly according to claim 1, characterized in that, The thickness range of the first crossbeam portion is 1.48 mm to 1.52 mm.

10. A vehicle, characterized in that, Comprising the crossbeam assembly according to any one of claims 1 to 9.

Images