Roof beams and vehicles

Abstract

This application relates to the field of vehicle equipment technology, and discloses a roof beam and a vehicle. The outer panel of the roof beam extends along a first direction, wherein the first direction is the width direction of the vehicle. The inner panel extends along the first direction, and is connected to the outer panel to form a cavity extending along the first direction. The inner panel faces inward relative to the outer panel. A blocking structure is disposed within the cavity, which blocks the airflow path within the cavity in the first direction. A counterweight structure is disposed outside the cavity, on the side of the inner panel facing away from the outer panel. The counterweight structure of the roof beam provided by this application offers better maintenance and replacement convenience, and improves the service life of the roof beam.

Description

Technical Field

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

[0002] In the automotive manufacturing industry, the roof crossbeam, as an important component of the vehicle body frame, directly affects the NVH (noise, vibration, and harshness) performance of the entire vehicle. In existing technologies, to suppress the roaring noise and vibration generated by the roof crossbeam during vehicle acceleration, counterweights are typically installed on the roof crossbeam to reduce vibration by increasing its weight.

[0003] However, the counterweight of the roof beam in the aforementioned related technologies cannot be replaced or maintained, which affects the service life of the roof beam. Utility Model Content

[0004] In view of this, the present application provides a roof beam and a vehicle to solve the technical problem in the above-mentioned related technologies that the counterweight of the roof beam cannot be replaced and maintained, which affects the service life of the roof beam.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] A first aspect of this application provides a roof crossbeam, which includes:

[0007] The outer panel extends along a first direction, wherein the first direction is the width direction of the vehicle;

[0008] An inner panel extends along the first direction, the inner panel is connected to the outer panel and forms a cavity extending along the first direction, the inner panel is positioned relative to the outer panel to face the interior of the vehicle;

[0009] A barrier structure is disposed within the cavity, the barrier structure being used to block the flow path of airflow within the cavity in the first direction;

[0010] A counterweight structure is disposed outside the cavity, and the counterweight structure is disposed on the side of the inner plate facing away from the outer plate.

[0011] This application provides a roof beam that forms a cavity structure extending along the width of the vehicle by connecting an outer panel and an inner panel, providing a physical basis for blocking airflow. The blocking structure is located inside the cavity, and its core function is to shorten the propagation distance of the airflow within the cavity by blocking the continuous flow path in the first direction (vehicle width direction), thereby reducing the roaring noise caused by airflow resonance. The counterweight structure is not located inside the cavity between the traditional inner and outer panels, but is arranged on the side of the inner panel facing away from the outer panel (i.e., outside the cavity). This design allows the counterweight structure to be detached from the enclosed space of the cavity, avoiding abnormal noise caused by collision with the inner wall of the cavity when the counterweight structure falls off, and also providing operational space for later maintenance. The synergistic effect of the blocking structure and the counterweight structure is reflected in the fact that the former optimizes the airflow path to reduce noise through physical isolation, while the latter achieves functional independence through external layout. Both together improve the NVH performance (noise, vibration, and acoustic roughness) of the roof beam.

[0012] In some embodiments of this application, the barrier structure is used to divide the cavity into at least two partition cavities arranged along the first direction.

[0013] In some embodiments of this application, the barrier structure is disposed in the central region of the cavity along the first direction.

[0014] In some embodiments of this application, the barrier structure is connected to the surface of the inner plate facing the interior of the cavity.

[0015] In some embodiments of this application, a first cutout is provided in the area corresponding to the barrier structure on the inner plate. The first cutout is used to allow welding equipment to pass through and weld the barrier structure to the outer plate.

[0016] In some embodiments of this application, the counterweight structure is disposed on the inner plate in the area corresponding to the barrier structure.

[0017] In some embodiments of this application, the counterweight structure has a second hollow portion;

[0018] The second cutout portion is provided corresponding to the first cutout portion, and the second cutout portion is used to allow welding equipment to pass through.

[0019] In some embodiments of this application, the inner plate has a plurality of spaced bosses on the surface facing the counterweight structure;

[0020] The boss is used to abut against the counterweight structure, and the area on the counterweight structure that does not correspond to the boss is spaced apart from the inner plate.

[0021] In some embodiments of this application, multiple connectors are also included;

[0022] The connector is used to connect the counterweight structure to the platform of the boss facing the counterweight structure.

[0023] A second aspect of this application provides a vehicle including a vehicle body and a roof beam as described above. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of a vehicle roof crossbeam provided in an embodiment of this application;

[0025] Figure 2 This is a schematic diagram of an inner plate and a barrier structure provided in an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of an outer panel and barrier structure provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of an inner plate and counterweight structure provided in an embodiment of this application;

[0028] Figure 5 for Figure 4 Schematic diagram of the cross section at point AA;

[0029] Figure 6 for Figure 5 A schematic diagram of the local structure at point B.

[0030] Figure label:

[0031] 100. Outer panel;

[0032] 110. Cavity;

[0033] 200. Inner panel;

[0034] 210. First hollow section; 220. Boss;

[0035] 300. Barrier structure;

[0036] 400. Counterweight structure;

[0037] 410. Second hollow section;

[0038] 500. Connectors. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0040] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0041] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0042] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0043] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0044] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0045] The counterweight of the roof crossbeam in the aforementioned related technologies cannot be replaced or maintained, affecting the service life of the roof crossbeam. This problem arises because, in existing technologies, the roof crossbeam generally consists of an inner panel and an outer panel, which are connected to form a cavity. The counterweight is placed within this closed cavity, making the assembly process complex and restrictive. When the counterweight detaches or requires maintenance, the enclosed space of the cavity makes disassembly and replacement difficult for maintenance personnel, significantly increasing after-sales maintenance costs.

[0046] To address the aforementioned issues, this application provides a roof beam and vehicle. This technical solution utilizes an outer panel and an inner panel to form a cavity structure extending along the vehicle's width, providing a physical basis for blocking airflow. The blocking structure is located inside the cavity, its core function being to shorten the propagation distance of the airflow within the cavity by blocking its continuous flow path in the first direction (vehicle width direction), thereby reducing the roaring noise caused by airflow resonance. The counterweight structure is not located inside the cavity between the traditional inner and outer panels, but rather on the side of the inner panel facing away from the outer panel (i.e., outside the cavity). This design detaches the counterweight structure from the enclosed cavity space, preventing it from colliding with the cavity wall and causing abnormal noise when it falls off, and also providing operational space for later maintenance. The synergistic effect of the blocking structure and the counterweight structure is reflected in the former optimizing the airflow path through physical isolation to reduce noise, and the latter achieving functional independence through external layout. Both together improve the NVH performance (noise, vibration, and acoustic roughness) of the roof beam.

[0047] The roof beam and vehicle provided in this application are described below with reference to the accompanying drawings and specific embodiments.

[0048] Reference Figure 1 , Figure 2 and Figure 3 This application provides a roof beam, which may include an outer panel 100, an inner panel 200, a barrier structure 300, and a counterweight structure 400.

[0049] Outer panel 100 along the first direction (e.g.) Figure 1 The inner panel 200 extends along the X direction (in the vehicle's width direction). The inner panel 200 is connected to the outer panel 100 and forms a cavity 110 extending along the first direction. The inner panel 200 faces inward relative to the outer panel 100. A barrier structure 300 is disposed within the cavity 110 and is used to block the airflow path within the cavity 110 in the first direction. A counterweight structure 400 is disposed outside the cavity 110 and is located on the side of the inner panel 200 facing away from the outer panel 100.

[0050] The outer panel 100 can be understood as the main structural component forming the outer contour of the roof beam. Its design, extending along the width of the vehicle, ensures compatibility with the overall layout of the vehicle body. This can be achieved, for example, through stamping or welding. The inner panel 200, as a key component that cooperates with the outer panel 100 to form the cavity 110, primarily provides a closed space to accommodate the barrier structure 300. Simultaneously, it forms a stable beam structure through its connection with the outer panel 100. This connection can be achieved, for example, through spot welding, adhesive bonding, or other fixing methods.

[0051] The barrier structure 300 is installed in the cavity 110 mainly to change the flow characteristics of the airflow. It can be achieved in a variety of ways, such as by using a partition, a baffle, or a porous material. These structures can separate or guide the airflow in the width direction of the vehicle, thereby shortening the flow path of the airflow and reducing the occurrence of resonance.

[0052] The counterweight structure 400 is a component used to adjust the overall mass distribution of the roof beam. It can be made of metal blocks, composite material blocks, or other materials with appropriate density and mass. The design of placing the counterweight structure 400 outside the cavity 110 provides greater operability. For example, it can be connected to the inner panel 200 via bolts, clips, or magnetic attraction. This arrangement avoids the counterweight structure 400 colliding with the inner wall of the cavity 110 and causing abnormal noise when it falls off, and also facilitates future replacement and maintenance.

[0053] This application provides a roof beam, which forms a cavity 110 extending along the vehicle width direction through the outer panel 100 and the inner panel 200, providing a physical basis for blocking airflow. The blocking structure 300 is disposed inside the cavity 110, and its core function is to shorten the propagation distance of the airflow within the cavity 110 by blocking the continuous flow path of the airflow in the first direction (vehicle width direction), thereby reducing the roaring sound caused by airflow resonance. The counterweight structure 400 is not disposed inside the cavity 110 between the traditional inner and outer panels 100, but is arranged on the side of the inner panel 200 facing away from the outer panel 100 (i.e., outside the cavity 110). This design allows the counterweight structure 400 to detach from the enclosed space of the cavity 110, avoiding abnormal noise caused by the counterweight structure 400 colliding with the inner wall of the cavity 110 when it falls off, and also providing operable space for later maintenance.

[0054] The synergistic effect of the barrier structure 300 and the counterweight structure 400 is reflected in the fact that the former optimizes the airflow path to reduce noise through physical isolation, while the latter achieves functional independence through external layout. Together, they improve the NVH (Noise, Vibration and Harshness) performance of the roof beam.

[0055] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, the barrier structure 300 is used to divide the cavity 110 into at least two partition cavities arranged along a first direction.

[0056] The partition cavity refers to the division of the originally continuous cavity 110 into multiple independent cavities by the barrier structure 300. This can be achieved by setting one or more barrier plates within the cavity 110. The purpose of this design is to effectively reduce the continuous flow of air within the cavity by increasing the complexity of the airflow propagation path, thereby suppressing the generation of roaring noise.

[0057] This technical solution achieves a stepped blocking of the airflow propagation path by dividing the originally continuous cavity 110 into multiple independent partition cavities. Specifically, when the airflow enters the cavity 110 along the width of the vehicle, it first encounters the blocking structure 300 of the first partition cavity, at which point the airflow energy is partially consumed and its direction changes; subsequently, when it enters the second partition cavity, the airflow velocity further decreases and the turbulence intensifies. This staged damping effect significantly shortens the effective propagation distance.

[0058] Compared to a single-cavity structure, dual-cavity or multi-cavity designs achieve a cumulative noise reduction effect by increasing the number of isolation stages. Simultaneously, the differentiated distribution of pressure gradients between the isolation cavities disrupts the continuity of the original airflow, thus more effectively suppressing resonant roaring at specific frequencies. This segmented structure also provides a modular design basis for subsequent acoustic optimization, allowing for the setting of differentiated isolation parameters for different frequency bands of noise.

[0059] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, the barrier structure 300 is disposed in the central region of the cavity 110 along the first direction.

[0060] Specifically, the barrier structure 300 refers to a functional component used to block airflow inside the cavity 110, which can be implemented using components with sufficient strength and stability, such as metal partitions or composite material partitions.

[0061] The barrier structure 300 is precisely positioned at the geometric center of the cavity 110 along the vehicle width direction, ensuring that the lengths of the two partition cavities formed by the separation are consistent in the first direction. This symmetrical design balances the flow characteristics of the airflow on both sides of the cavity 110. When the airflow enters from both ends of the cavity 110, its flow path length in the two partition cavities is equal, and the flow resistance tends to be uniform.

[0062] This technical solution arranges the barrier structure 300 at the geometric center of the cavity 110 along the vehicle width direction, ensuring that the lengths of the two partitioned cavities formed are consistent in the first direction. This symmetrical design balances the flow characteristics of airflow on both sides of the cavity 110. When airflow enters from both ends of the cavity 110, its flow path length within the two partitioned cavities is equal, and the flow resistance tends to be uniform, thereby avoiding airflow velocity gradients and pressure fluctuations caused by differences in cavity length. This uniform airflow distribution effectively reduces energy concentration when airflow passes through the cavity 110, reduces vibration excitation caused by uneven airflow disturbance, and ultimately improves the stability of suppressing roaring noise.

[0063] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, the barrier structure 300 is connected to the surface of the inner plate 200 facing the interior of the cavity 110.

[0064] The barrier structure 300 and the inner panel 200 facing the interior of the cavity 110 can be connected by welding or riveting. Welding refers to the process of fixing the barrier structure 300 to the inner panel 200 through heat fusion or other physical methods. Its purpose is to ensure the connection strength between the barrier structure 300 and the inner panel 200, preventing detachment due to vibration or external forces during vehicle operation. The welding position is chosen on the side of the inner panel 200 facing the cavity 110, which facilitates operation and avoids interference with the installation space of the external counterweight structure 400 in the cavity 110.

[0065] By employing a welding connection, the barrier structure 300 is directly fixed to the surface of the inner plate 200 facing the interior of the cavity 110. This technical feature effectively enhances the connection strength between the barrier structure 300 and the inner plate 200. The non-removable nature of the welding process ensures that the barrier structure 300 is not prone to displacement or detachment during long-term use, thereby maintaining its continuous blocking effect on the airflow path and avoiding the noise problem caused by loose connections. Simultaneously, the welding position is chosen on the side of the inner plate 200 facing the cavity 110, ensuring the accessibility of the welding operation and avoiding interference with the installation space of the external counterweight structure 400 of the cavity 110, further simplifying the complexity of the overall structural design.

[0066] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, a first cutout portion 210 is provided on the inner plate 200 in the area corresponding to the barrier structure 300. The first cutout portion 210 is used to allow welding equipment to pass through and weld the barrier structure 300 to the outer plate 100.

[0067] The first perforated section 210 refers to a perforated structure set in a specific area of ​​the inner plate 200, which can be circular, square, or other shapes adapted to the operating space requirements of the welding equipment. The size of the perforated structure must meet the operating requirements of the welding equipment, while also taking into account the overall structural strength of the inner plate 200. Its purpose is to provide a physical channel for welding operations and ensure that the barrier structure 300 and the outer plate 100 can form an effective welded connection.

[0068] This design provides a physical channel for welding operations by creating a perforated structure in a specific area of ​​the inner plate 200. Specifically, the opening position of the first perforation 210 corresponds spatially to the barrier structure 300, allowing the welding equipment to extend from the outside of the inner plate 200 into the cavity 110. This design enables welding operations to enter the cavity 110 from the side of the inner plate 200, transforming the previously inaccessible inner surface of the outer plate 100 into a weldable area. The size and shape of the perforation must meet the operating space requirements of the welding equipment while maintaining the structural strength of the inner plate 200. This feature preserves the stability of the welding between the barrier structure 300 and the outer plate 100, avoids compromising the overall seal of the cavity 110, and provides a removable path for subsequent maintenance. This physical channel arrangement essentially spatially decouples the accessibility of the welding process from the structural functional requirements, achieving a synergistic design of functional and process features.

[0069] Reference Figure 1 , Figure 4 and Figure 5 In some embodiments, the counterweight structure 400 is disposed on the inner plate 200 in the area corresponding to the barrier structure 300.

[0070] The counterweight structure 400, through its rationally designed shape and mass distribution, can effectively improve the vibration characteristics of the roof beam. The corresponding area on the inner panel 200 refers to a specific area on the inner panel 200 that forms a spatial matching relationship with the barrier structure 300. This area is usually located directly below or near the barrier structure 300 to achieve a balance between functionality and manufacturability.

[0071] This technical solution establishes a spatial correspondence between the counterweight structure 400 and the barrier structure 300. This layout spatially matches the center of mass of the counterweight structure 400 with the mechanical support point of the barrier structure 300, ensuring vibration damping while avoiding stress concentration caused by structural misalignment. This positional correspondence essentially integrates the functional structure (barrier structure 300) and the mass compensation structure (counterweight structure 400) through their respective process paths, satisfying both welding accessibility requirements and improving maintenance convenience.

[0072] Reference Figure 1 , Figure 4and Figure 5 In some embodiments, the counterweight structure 400 has a second hollow portion 410, which is provided corresponding to the first hollow portion 210. The second hollow portion 410 is used to allow welding equipment to pass through.

[0073] The second perforated portion 410 refers to a through area formed on the counterweight structure 400, which can be implemented using a circular, square, or other suitable perforated structure. In practical applications, the position and size of the second perforated portion 410 need to be precisely matched with the first perforated portion 210 on the inner plate 200 to ensure that the welding equipment can pass smoothly through and reach the target welding area. Its purpose is to solve the problem of welding path obstruction caused by the counterweight structure 400 by providing a channel through the counterweight structure 400, while maintaining the functional integrity of the counterweight structure 400.

[0074] This solution creates a welding channel penetrating the counterweight structure 400 by setting a second hollow portion 410 on the counterweight structure 400, corresponding to the first hollow portion 210 of the inner plate 200. Specifically, the position and size of the second hollow portion 410 are precisely matched with the first hollow portion 210, allowing the welding equipment to pass sequentially through the second hollow portion 410 of the counterweight structure 400 and the first hollow portion 210 of the inner plate 200, ultimately reaching the welding area inside the cavity 110 that contacts the outer plate 100. This corresponding double hollow structure ensures the effective installation of the counterweight structure 400 on the inner plate 200 while maintaining the connectivity of the original welding path, allowing the welding operation between the barrier structure 300 and the outer plate 100 to be completed without disassembling the counterweight structure 400.

[0075] The second perforated section 410 is positioned directly relative to the installation area of ​​the barrier structure 300 within the cavity 110, ensuring that the welding equipment can accurately reach the welding interface between the barrier structure 300 and the outer plate 100, thereby avoiding welding blind spots caused by the counterweight structure 400. This design maintains the vibration damping function of the counterweight structure 400 while overcoming the technical obstacle of a closed welding path, achieving simultaneous optimization of structural function and process feasibility.

[0076] Reference Figure 1 , Figure 4 , Figure 5 and Figure 6 In some embodiments, the inner plate 200 has a plurality of spaced bosses 220 on the surface facing the counterweight structure 400. The bosses 220 are used to abut against the counterweight structure 400, and the areas on the counterweight structure 400 that do not correspond to the bosses 220 are spaced apart from the inner plate 200.

[0077] The boss 220 refers to a support structure with a certain height formed on the surface of the inner plate 200, which can be formed by stamping, welding of additional blocks, or injection molding. The purpose of introducing the boss 220 is to replace traditional surface contact with a discrete contact method, thereby reducing the risk of vibration transmission and friction noise caused by large-area contact. The spacing setting refers to the formation of a specific gap between the counterweight structure 400 and the inner plate 200. This gap can be achieved by precisely controlling the height of the boss 220, and its purpose is to provide assembly allowance and block the direct transmission path of vibration energy.

[0078] This solution involves setting spaced protrusions 220 on the surface of the inner plate 200, ensuring that the counterweight structure 400 only contacts and supports the protrusions 220 at specific locations. By limiting the number and distribution of contact points, the spaced protrusions 220 transform the originally continuous surface contact into discrete point contact, significantly reducing the contact area ratio while maintaining the structural load-bearing capacity.

[0079] The contact between the boss 220 and the counterweight structure 400 ensures the stability of critical stress-bearing components, while the spacing of the uncorresponding areas creates a physical isolation space between them. This space not only blocks the direct transmission path of vibration energy but also accommodates deformation allowances caused by assembly errors or thermal expansion. This structural design, through the reconstruction of the contact pattern, maintains the functional integrity of the counterweight structure 400, effectively suppresses frictional noise caused by excessively large contact surfaces, and provides spatial convenience for disassembly operations during subsequent maintenance.

[0080] Reference Figure 1 , Figure 4 , Figure 5 and Figure 6 In some embodiments, the roof beam may also include a plurality of connectors 500 for connecting the counterweight structure 400 to the platform of the boss 220 facing the counterweight structure 400.

[0081] Specifically, connector 500 refers to the component used to achieve the mechanical connection between counterweight structure 400 and boss 220, which can be achieved using a detachable connection structure such as bolts, pins, or clips. In practical applications, connector 500 replaces the traditional surface contact connection with a precise point connection method. The purpose is to ensure structural strength while reducing the contact area that may generate friction noise.

[0082] The connector 500 forms a detachable mechanical connection between the counterweight structure 400 and the platform of the boss 220. Compared with simple surface contact, this connection method not only maintains the noise reduction advantage of the boss 220 by reducing the contact area, but also strengthens the stability of the vibration transmission path through rigid connection, so that the vibration energy of the counterweight structure 400 can be more effectively constrained in the predetermined path.

[0083] The detachable nature of connector 500 provides convenience for later maintenance. When the counterweight structure 400 needs to be replaced, it can be quickly separated by simply disassembling connector 500, avoiding the disassembly difficulties caused by traditional welding or overall bonding methods.

[0084] The way the connector 500 and the boss 220 are connected uses precise point connections instead of traditional large-area contact. This not only ensures structural strength but also reduces the contact area that may cause friction noise. This discrete connection layout can also effectively block the continuous propagation path of vibration waves.

[0085] refer to Figure 1 This application provides a vehicle that may include a vehicle body and the aforementioned roof beam.

[0086] The outer panel 100 and inner panel 200 of the roof beam form a cavity 110 extending along the width of the vehicle. A blocking structure 300 obstructs the airflow path within the cavity 110, shortening the airflow passage distance and thus reducing noise. A counterweight structure 400 is positioned on the side of the inner panel 200 facing away from the cavity 110, detaching it from the interior space of the cavity 110 to prevent abnormal noise caused by the counterweight structure 400 falling off, and also facilitating future replacement and maintenance.

[0087] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0088] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on 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 roof header, characterized in that include: The outer panel (100) extends along a first direction, wherein the first direction is the width direction of the vehicle; An inner panel (200) extends along the first direction, the inner panel (200) is connected to the outer panel (100) and forms a cavity (110) extending along the first direction, the inner panel (200) is oriented towards the interior of the vehicle relative to the outer panel (100); A barrier structure (300) is disposed in the cavity (110), the barrier structure (300) being used to block the flow path of airflow in the cavity (110) in the first direction; A counterweight structure (400) is disposed outside the cavity (110), and the counterweight structure (400) is disposed on the side of the inner plate (200) facing away from the outer plate (100).

2. The roof header of claim 1, wherein, The barrier structure (300) is used to divide the cavity (110) into at least two partition cavities arranged along the first direction.

3. The roof header of claim 1, wherein, The barrier structure (300) is disposed in the central region of the cavity (110) along the first direction.

4. The roof header of claim 1, wherein, The barrier structure (300) is connected to the surface of the inner plate (200) facing the interior of the cavity (110).

5. The roof header of claim 4, wherein, The inner plate (200) has a first cutout (210) in the area corresponding to the barrier structure (300). The first cutout (210) is used to allow welding equipment to pass through and weld the barrier structure (300) to the outer plate (100).

6. The roof header of claim 5, wherein, The counterweight structure (400) is disposed on the inner plate (200) in the area corresponding to the barrier structure (300).

7. The roof header of claim 6, wherein, The counterweight structure (400) has a second hollow section (410); The second cutout portion (410) is provided corresponding to the first cutout portion (210), and the second cutout portion (410) is used to allow welding equipment to pass through.

8. The roof header of claim 1, wherein, The inner plate (200) has a plurality of spaced bosses (220) on the surface facing the counterweight structure (400); The boss (220) is used to abut against the counterweight structure (400), and the area on the counterweight structure (400) that does not correspond to the boss (220) is spaced apart from the inner plate (200).

9. The roof header of claim 8, wherein, It also includes multiple connectors (500); The connector (500) is used to connect the counterweight structure (400) to the platform of the boss (220) facing the counterweight structure (400).

10. A vehicle, characterized in that, Includes the vehicle body and the roof beam as described in any one of claims 1 to 9.

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