Vehicle longitudinal beam structure and vehicle
By designing the vehicle's longitudinal beam structure and optimizing the force transmission path through sequentially arranged and connected longitudinal beam segments, the requirements for use after the increase in steer-by-wire and tire envelope were addressed, structural strength and collision performance were improved, and the vehicle was adapted to steer-by-wire functionality.
Patent Information
- Application Number
- CN202521633125.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-31
- Publication Date
- 2026-08-25
- Estimated Expiration
- 2035-07-31
AI Technical Summary
Traditional longitudinal beam structures cannot meet the usage requirements of steer-by-wire and increased tire envelope, and their collision performance is insufficient.
Design a vehicle longitudinal beam structure, including a first, second, and third longitudinal beam segments arranged in sequence, with the third longitudinal beam segment having the largest cross-sectional area, and the second longitudinal beam segment extending outward to avoid the tire envelope. The first, second, and third longitudinal beam segments are connected by welding or integral molding to optimize the force transmission path and absorb collision energy.
It improves the structural strength and collision performance of the longitudinal beam structure, adapts to the steer-by-wire function, reduces the probability of the longitudinal beam intruding into the passenger compartment, optimizes the force transmission path, and reduces the risk of bending and breakage.
Smart Images
Figure CN224676045U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicles, and in particular to a longitudinal beam structure for a vehicle and the vehicle itself. Background Technology
[0002] With the rapid development of intelligent driving and new energy vehicle technologies, innovation in vehicle chassis and body structure has become a key direction for improving vehicle performance, giving rise to the concept of "corner modules." In related technologies, corner modules improve vehicle performance through steer-by-wire, in-wheel motors, and integrated subframes. However, due to the elimination of traditional subframes and the increase in tire envelope, traditional longitudinal beam structures can no longer meet the demands of use. Utility Model Content
[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a longitudinal beam structure for a vehicle that has high structural strength, good collision performance, and can provide a large Y-axis space for tire envelope.
[0004] This utility model further proposes a vehicle.
[0005] The longitudinal beam structure of the vehicle according to this utility model includes: two longitudinal beam bodies, which are spaced apart along the width direction of the vehicle; each longitudinal beam body includes: a first longitudinal beam segment, a second longitudinal beam segment, and a third longitudinal beam segment, which are arranged sequentially along the length direction of the vehicle, with the first longitudinal beam segment located in front of the third longitudinal beam segment, and the cross-sectional area of the third longitudinal beam segment being larger than that of the first longitudinal beam segment; from one end of the second longitudinal beam segment near the first longitudinal beam segment to one end near the third longitudinal beam segment, the two second longitudinal beam segments extend in a direction away from each other.
[0006] According to the longitudinal beam structure of the vehicle of this utility model, by extending the two second longitudinal beam segments in a direction away from each other, the tire envelope can be avoided to adapt to the vehicle's steer-by-wire function. Moreover, by arranging the first, second, and third longitudinal beam segments in sequence, and making the cross-sectional area of the third longitudinal beam segment larger than that of the first longitudinal beam segment, the energy generated by a frontal collision can be reliably transmitted and absorbed, which is beneficial to improving the structural strength and collision performance of the longitudinal beam structure.
[0007] In some examples of this utility model, the longitudinal beam structure of the vehicle further includes: a fourth longitudinal beam segment, which is connected between the second longitudinal beam segment and the third longitudinal beam segment, and the cross-sectional area of the fourth longitudinal beam segment is smaller than the cross-sectional area of the third longitudinal beam segment and larger than the cross-sectional area of the first longitudinal beam segment.
[0008] In some examples of this utility model, the cross-sectional area of the second longitudinal beam segment is not less than the cross-sectional area of the first longitudinal beam segment.
[0009] In some examples of this utility model, the cross-sectional area of the fourth longitudinal beam segment is not less than the cross-sectional area of the second longitudinal beam segment.
[0010] In some examples of this utility model, the first longitudinal beam segment extends along the height direction of the vehicle, and the second longitudinal beam segment extends gradually upward from one end near the first longitudinal beam segment to one end near the third longitudinal beam segment.
[0011] In some examples of this utility model, the first longitudinal beam segment includes: a first outer plate and a first inner plate. The first outer plate has a first mounting member, and the first inner plate has a first mounting flange. The first mounting flange is connected to the first mounting member. The first mounting member is adapted to be connected to the energy-absorbing box of the vehicle and is located at the rear end of the first mounting member and connected to the first mounting member along the length direction of the vehicle. The first outer plate and the first inner plate together define a first cavity.
[0012] In some examples of this invention, the two third longitudinal beam segments extend toward each other from one end of the third longitudinal beam segment near the first longitudinal beam segment to the end away from the first longitudinal beam segment, and the third longitudinal beam segments are adapted to connect with the A-pillar of the vehicle.
[0013] In some examples of this utility model, the third longitudinal beam segment includes: a second outer plate and a second inner plate. The second inner plate has a second mounting flange, and the second outer plate has a third mounting flange. The second mounting flange is connected to the second outer plate and is adapted to be connected to the inner plate of the A-pillar. The third mounting flange is adapted to be connected to the outer plate of the A-pillar, and the second outer plate and the second inner plate together define a second cavity.
[0014] In some examples of this utility model, the longitudinal beam structure of the vehicle further includes: a mounting bracket, the mounting bracket being disposed on the longitudinal beam body, the mounting bracket having a mounting portion, the mounting portion being adapted to connect with the vehicle's components;
[0015] And / or, the first longitudinal beam segment, the second longitudinal beam segment, the third longitudinal beam segment, and the fourth longitudinal beam segment are integrally formed.
[0016] The vehicle according to this utility model includes: a longitudinal beam structure, an energy-absorbing box, and an A-pillar. The longitudinal beam structure is the same as the longitudinal beam structure of the aforementioned vehicle, and the longitudinal beam structure is connected between the energy-absorbing box and the A-pillar.
[0017] Additional aspects and advantages of this invention 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 the invention. Attached Figure Description
[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0019] Figure 1 This is a structural schematic diagram of the longitudinal beam body according to an embodiment of the present utility model;
[0020] Figure 2 This is a top view of the longitudinal beam body according to an embodiment of the present utility model;
[0021] Figure 3 This is a schematic diagram of the longitudinal beam body from another angle according to an embodiment of the present utility model;
[0022] Figure 4 yes Figure 3 A sectional view of aa;
[0023] Figure 5 yes Figure 3 A sectional view of bb;
[0024] Figure 6 yes Figure 3 A sectional view of cc;
[0025] Figure 7 This is an exploded view of the longitudinal beam body according to an embodiment of the present utility model.
[0026] Figure label:
[0027] Longitudinal body 200;
[0028] First longitudinal beam segment 21; first outer plate 211; first mounting component 2111; first inner plate 212; first mounting flange 2121; first cavity 213;
[0029] the second longitudinal beam section 22; the third outer plate 221; the third inner plate 222;
[0030] Third longitudinal beam segment 23; second outer plate 231; third mounting flange 2311; second inner plate 232; second mounting flange 2321; second cavity 233;
[0031] Fourth longitudinal beam segment 24; Fourth outer plate 241; Fourth inner plate 242; Fourth cavity 243;
[0032] Mounting bracket 25; mounting part 251. Detailed Implementation
[0033] The embodiments of this utility model 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 utility model, and should not be construed as limiting this utility model.
[0034] The following is for reference. Figures 1-7 The longitudinal beam structure of a vehicle according to an embodiment of the present invention is described.
[0035] like Figures 1-7 As shown, the longitudinal beam structure according to an embodiment of the present utility model includes: two longitudinal beam bodies 200.
[0036] Along the width direction of the vehicle (i.e.) Figure 1 The two longitudinal beam bodies 200 are spaced apart (as shown in the Y direction); the longitudinal beam body 200 includes: a first longitudinal beam segment 21, a second longitudinal beam segment 22, and a third longitudinal beam segment 23, along the length direction of the vehicle (i.e., Figure 1 (As shown in the X direction), the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 are arranged in sequence, with the first longitudinal beam segment 21 located in front of the third longitudinal beam segment 23, and the cross-sectional area of the third longitudinal beam segment 23 being larger than that of the first longitudinal beam segment 21; from the end of the second longitudinal beam segment 22 near the first longitudinal beam segment 21 to the end near the third longitudinal beam segment 23, the two second longitudinal beam segments 22 extend in a direction away from each other.
[0037] Among them, along the width direction of the vehicle (i.e. Figure 1 As shown in the Y direction, that is, along the Y direction of the vehicle, two longitudinal beam bodies 200 are spaced apart. As some embodiments of this application, both longitudinal beam bodies 200 can form a stable triangular structure with other components to improve the structural strength of the longitudinal beam bodies 200, thereby improving the collision performance of the longitudinal beam structure.
[0038] The longitudinal beam body 200 includes a first longitudinal beam segment 21, a second longitudinal beam segment 22, and a third longitudinal beam segment 23, along the length direction of the vehicle (i.e., Figure 1 As shown in the X direction, that is, along the X direction of the vehicle, the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 are arranged sequentially, with the first longitudinal beam segment 21 located in front of the third longitudinal beam segment 23. In other words, along the length direction of the vehicle (i.e., along the X direction of the vehicle), the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 are arranged sequentially, with the first longitudinal beam segment 21 located in front of the third longitudinal beam segment 23. Figure 1 (As shown in the X direction), from the front to the rear of the vehicle, the first longitudinal beam segment 21 is located in front of the third longitudinal beam segment 23.
[0039] The second longitudinal beam segment 22 is connected between the first longitudinal beam segment 21 and the third longitudinal beam segment 23. In some embodiments of this application, the first longitudinal beam segment 21 and the second longitudinal beam segment 22 are connected by welding, and the second longitudinal beam segment 22 and the third longitudinal beam segment 23 are connected by welding. In some embodiments of this application, the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 are integrally formed.
[0040] The second longitudinal beam segment 22 has one end near the first longitudinal beam segment 21 and one end near the third longitudinal beam segment 23. From the end of the second longitudinal beam segment 22 near the first longitudinal beam segment 21 to the end of the second longitudinal beam segment 22 near the third longitudinal beam segment 23, the two second longitudinal beam segments 22 extend in a direction away from each other; in other words, along the length direction of the vehicle (i.e., along the length direction of the vehicle). Figure 1 (As shown in the X direction), from the front to the rear of the vehicle, both second longitudinal beam segments 22 extend outwards. The cross-sectional area of the third longitudinal beam segment 23 is larger than that of the first longitudinal beam segment 21.
[0041] It should be noted that by arranging the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 in sequence, and making the cross-sectional area of the third longitudinal beam segment 23 larger than that of the first longitudinal beam segment 21, when a frontal collision occurs, the force of the frontal collision will be transmitted along the force transmission path of the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23. This can absorb and decompose the energy generated by the collision, significantly reducing the probability of the longitudinal beam body 200 intruding into the passenger compartment. Furthermore, by extending the two second longitudinal beam segments 22 in a direction away from each other, the tire envelope can be avoided to adapt to the vehicle's steer-by-wire function. In addition, it can also facilitate the formation of a stable triangular structure with other components, which is beneficial to improving the structural strength and collision performance of the longitudinal beam structure.
[0042] Therefore, by extending the two second longitudinal beam segments 22 in a direction away from each other, the tire envelope can be avoided to accommodate the vehicle's steer-by-wire function. Furthermore, by arranging the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 in sequence, and making the cross-sectional area of the third longitudinal beam segment 23 larger than that of the first longitudinal beam segment 21, the energy generated by a frontal collision can be reliably transmitted and absorbed, which is beneficial to improving the structural strength and collision performance of the longitudinal beam structure.
[0043] In some embodiments of this utility model, such as Figures 3-7 As shown, the longitudinal beam structure of the vehicle also includes a fourth longitudinal beam segment 24, which is connected between the second longitudinal beam segment 22 and the third longitudinal beam segment 23. The cross-sectional area of the fourth longitudinal beam segment 24 is smaller than that of the third longitudinal beam segment 23 and larger than that of the first longitudinal beam segment 21.
[0044] Among them, along the length direction of the vehicle (i.e. Figure 1(As shown in the X direction), the fourth longitudinal beam segment 24 is connected between the second longitudinal beam segment 22 and the third longitudinal beam segment 23. That is to say, the fourth longitudinal beam segment 24 is connected to the second longitudinal beam segment 22. The connection between the fourth longitudinal beam segment 24 and the second longitudinal beam segment 22 can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the fourth longitudinal beam segment 24 and the second longitudinal beam segment 22 are connected by welding.
[0045] The fourth longitudinal beam segment 24 is connected to the third longitudinal beam segment 23. The connection method between the fourth longitudinal beam segment 24 and the third longitudinal beam segment 23 can be, but is not limited to, welding or bolting. As some embodiments of this application, the fourth longitudinal beam segment 24 and the third longitudinal beam segment 23 are connected by welding. As some embodiments of this application, the fourth longitudinal beam segment 24, the third longitudinal beam segment 23, the second longitudinal beam segment 22, and the first longitudinal beam segment 21 are integrally formed.
[0046] like Figures 4-6 As shown, the cross-sectional area of the third longitudinal beam segment 23 is greater than that of the fourth longitudinal beam segment 24, and the cross-sectional area of the fourth longitudinal beam segment 24 is greater than that of the first longitudinal beam segment 21. In other words, the cross-sectional area of the third longitudinal beam segment 23 is greater than that of the fourth longitudinal beam segment 24, and the cross-sectional area of the fourth longitudinal beam segment 24 is greater than that of the first longitudinal beam segment 21. Furthermore, the cross-sectional area of the third longitudinal beam segment 23 is greater than that of the first longitudinal beam segment 21, meaning that the cross-sectional areas of the first longitudinal beam segment 21, the fourth longitudinal beam segment 24, and the third longitudinal beam segment 23 increase in a gradient.
[0047] This configuration optimizes the force transmission path of the longitudinal beam structure, enabling the energy generated by a frontal collision to be absorbed and transmitted in stages. It reduces the risk of stress concentration on the longitudinal beam body 200, which could lead to bending or breakage of the longitudinal beam body 200, thus allowing the collision force to be transmitted along the longitudinal beam body 200 and improving vehicle safety performance.
[0048] In some embodiments of this utility model, the cross-sectional area of the second longitudinal beam segment 22 is not less than the cross-sectional area of the first longitudinal beam segment 21. That is, the cross-sectional area of the second longitudinal beam segment 22 is greater than or equal to the cross-sectional area of the first longitudinal beam segment 21. As some embodiments of this application, the cross-sectional areas of the first longitudinal beam segment 21, the second longitudinal beam segment 22, the fourth longitudinal beam segment 24, and the third longitudinal beam segment 23 increase in a gradient.
[0049] This design optimizes the force transmission path of the longitudinal beam structure, enabling it to absorb and transmit energy generated by a frontal collision of a vehicle in stages, and significantly reducing the risk of stress concentration on the longitudinal beam body 200, which could lead to bending or breakage of the longitudinal beam body 200.
[0050] In some embodiments of this utility model, the cross-sectional area of the fourth longitudinal beam segment 24 is not less than the cross-sectional area of the second longitudinal beam segment 22. That is, the cross-sectional area of the fourth longitudinal beam segment 24 is greater than or equal to the cross-sectional area of the second longitudinal beam segment 22. As some embodiments of this application, the cross-sectional area of the fourth longitudinal beam segment 24 is greater than the cross-sectional area of the first longitudinal beam segment 21. The cross-sectional areas of the first longitudinal beam segment 21, the second longitudinal beam segment 22, the fourth longitudinal beam segment 24, and the third longitudinal beam segment 23 increase in a gradient.
[0051] As some embodiments of this application, the cross-sectional area of the first longitudinal beam segment 21 is smaller than the cross-sectional area of the second longitudinal beam segment 22, the cross-sectional area of the fourth longitudinal beam segment 24 is smaller than the cross-sectional area of the third longitudinal beam segment 23, and the cross-sectional area of the fourth longitudinal beam segment 24 is equal to the cross-sectional area of the second longitudinal beam segment 22.
[0052] This design optimizes the force transmission path of the longitudinal beam structure, enabling it to absorb and transmit energy generated by a frontal collision of a vehicle in stages, and significantly reducing the risk of stress concentration on the longitudinal beam body 200, which could lead to bending or breakage of the longitudinal beam body 200.
[0053] In some embodiments of this utility model, such as Figure 1 and Figure 3 As shown, the first longitudinal beam segment 21 extends along the height direction of the vehicle, and the second longitudinal beam segment 22 extends from one end near the first longitudinal beam segment 21 to one end near the third longitudinal beam segment 23, with the second longitudinal beam segment 22 gradually extending upward.
[0054] Among them, the first longitudinal beam segment 21 is along the height direction of the vehicle (i.e. Figure 1 The Z-direction shown is extended, and the height direction of the vehicle is the Z-direction of the vehicle.
[0055] Along the height direction of the vehicle (i.e.) Figure 1 (As shown in the Z direction), the second longitudinal beam segment 22 has one end close to the first longitudinal beam segment 21 and one end close to the third longitudinal beam segment 23. From the end of the second longitudinal beam segment 22 close to the first longitudinal beam segment 21 to the end of the second longitudinal beam segment 22 close to the third longitudinal beam segment 23, the second longitudinal beam segment 22 gradually extends upward.
[0056] This configuration allows the rear end of the longitudinal beam structure to connect to a higher part of the vehicle body (such as the upper side of the A-pillar), enabling the force of a frontal collision to be transmitted along the extension direction of the first longitudinal beam segment 21 and the second longitudinal beam segment 22 to the third longitudinal beam segment 23, and then to the higher part of the vehicle body. This significantly optimizes the force transmission path of the longitudinal beam structure. This configuration also allows the longitudinal beam structure to avoid the tire, reducing the risk of the longitudinal beam structure interfering with the tire.
[0057] In some embodiments of this utility model, such as Figure 4 and Figure 7As shown, the first longitudinal beam segment 21 includes: a first outer plate 211 and a first inner plate 212. The first outer plate 211 has a first mounting member 2111, and the first inner plate 212 has a first mounting flange 2121. The first mounting flange 2121 is connected to the first mounting member 2111. The first mounting member 2111 is adapted to be connected to the energy-absorbing box of the vehicle and is along the length direction of the vehicle (i.e., along the length direction of the vehicle). Figure 1 (in the X direction shown), the first mounting flange 2121 is located at the rear end of the first mounting member 2111 and is connected to the first mounting member 2111. The first outer plate 211 and the first inner plate 212 together define the first cavity 213.
[0058] The first longitudinal beam segment 21 includes a first outer plate 211 and a first inner plate 212, which are connected together. The connection method between the first outer plate 211 and the first inner plate 212 can be, but is not limited to, welding or bolting. As some embodiments of this application, the first outer plate 211 and the first inner plate 212 are connected by bolts. The first outer plate 211 has a first mounting member 2111, and the first inner plate 212 has a first mounting flange 2121.
[0059] The first mounting component 2111 can be connected to the energy-absorbing box of the vehicle. The connection method between the first mounting component 2111 and the energy-absorbing box can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the first mounting component 2111 and the energy-absorbing box are connected by bolt connection.
[0060] And along the length of the vehicle (i.e. Figure 1 As shown in the X direction), the first mounting flange 2121 is located at the rear end of the first mounting member 2111, that is, along the length direction of the vehicle (i.e., Figure 1 (As shown in the X direction), from the front to the rear of the vehicle, the first mounting flange 2121 is located at the rear end of the first mounting member 2111 and is connected to the first mounting member 2111. The first outer plate 211 and the first inner plate 212 together define the first cavity 213.
[0061] This arrangement allows the energy-absorbing box, the first mounting component 2111, and the first mounting flange 2121 to be arranged sequentially, resulting in high structural strength. Furthermore, it ensures that the energy generated by a frontal collision is reliably transferred to the first longitudinal beam segment 21 after being absorbed by the energy-absorbing box. In addition, by having the first outer panel 211 and the first inner panel 212 jointly define the first cavity 213, the first longitudinal beam segment 21 can collapse and absorb energy during a collision, thereby improving the safety of the passenger compartment.
[0062] In some embodiments of this utility model, such as Figure 1 , Figure 2 and Figure 7As shown, from the end of the third longitudinal beam segment 23 closest to the first longitudinal beam segment 21 to the end furthest from the first longitudinal beam segment 21, the two third longitudinal beam segments 23 extend toward each other, and the third longitudinal beam segments 23 are adapted to connect with the A-pillar of the vehicle.
[0063] The third longitudinal beam segment 23 has one end close to the first longitudinal beam segment 21 and one end away from the first longitudinal beam segment 21. From the end of the third longitudinal beam segment 23 close to the first longitudinal beam segment 21 to the end of the third longitudinal beam segment 23 away from the first longitudinal beam segment 21, the two third longitudinal beam segments 23 extend toward each other. Both third longitudinal beam segments 23 extend toward the inside of the vehicle. In other words, the two third longitudinal beam segments 23 converge toward the inside of the vehicle.
[0064] The third longitudinal beam segment 23 can be connected to the A-pillar of the vehicle. The connection method between the third longitudinal beam segment 23 and the A-pillar can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the third longitudinal beam segment 23 is connected to the A-pillar by bolt connection.
[0065] This configuration allows the second longitudinal beam segment 22 to extend outwards to a greater extent. Then, by extending the two third longitudinal beam segments 23 towards each other so that the rear end of the longitudinal beam structure is connected to the A-pillar, the tire envelope can be effectively avoided. Furthermore, by connecting the third longitudinal beam segment 23 to the vehicle's A-pillar, when the vehicle is involved in a frontal collision, the energy transmitted to the third longitudinal beam segment 23 can be transferred to the vehicle's A-pillar. The force transmission path is reasonable and the force transmission is smooth, which is beneficial to improving the vehicle's frontal collision performance.
[0066] In some embodiments of this utility model, such as Figure 6 and Figure 7 As shown, the third longitudinal beam segment 23 includes: a second outer plate 231 and a second inner plate 232. The second inner plate 232 has a second mounting flange 2321, and the second outer plate 231 has a third mounting flange 2311. The second mounting flange 2321 is connected to the second outer plate 231 and is adapted to be connected to the inner plate of the A-pillar. The third mounting flange 2311 is adapted to be connected to the outer plate of the A-pillar. The second outer plate 231 and the second inner plate 232 together define the second cavity 233.
[0067] The third longitudinal beam segment 23 includes a second outer plate 231 and a second inner plate 232. The second outer plate 231 and the second inner plate 232 are connected. The connection method of the second outer plate 231 and the second inner plate 232 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the second outer plate 231 and the second inner plate 232 are connected by bolt connection.
[0068] The second outer panel 231 has a third mounting flange 2311, and the second inner panel 232 has a second mounting flange 2321.
[0069] The second mounting flange 2321 is connected to the second outer plate 231. The connection between the second mounting flange 2321 and the second outer plate 231 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of this application, the second mounting flange 2321 and the second outer plate 231 are connected by bolt connection.
[0070] Furthermore, the second mounting flange 2321 can be connected to the inner panel of the A-pillar. The connection between the second mounting flange 2321 and the inner panel of the A-pillar can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the second mounting flange 2321 is connected to the inner panel of the A-pillar by bolting.
[0071] The third mounting flange 2311 can be connected to the outer panel of the A-pillar. The connection between the third mounting flange 2311 and the outer panel of the A-pillar can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the third mounting flange 2311 is connected to the outer panel of the A-pillar by bolting. The second outer panel 231 and the second inner panel 232 together define the second cavity 233.
[0072] As some embodiments of this application, the second longitudinal beam segment 22 includes a third outer plate 221 and a third inner plate 222, and the fourth longitudinal beam segment 24 includes a fourth outer plate 241 and a fourth inner plate 242. The third outer plate 221 and the third inner plate 222 can define a third cavity, and the fourth outer plate 241 and the fourth inner plate 242 can define a fourth cavity 243. The third cavity and the fourth cavity 243 are connected and disposed in communication. Furthermore, the third cavity is connected between the fourth cavity 243 and the first cavity 213, and the fourth cavity 243 is connected between the third cavity and the second cavity 233. That is to say, the first cavity 213, the third cavity, the fourth cavity 243, and the second cavity 233 are sequentially connected and disposed in communication.
[0073] As some embodiments of this application, the second mounting flange 2321 can be sandwiched between the inner panel of the A-pillar and the second outer panel 231.
[0074] This configuration can improve the connection strength between the third longitudinal beam segment 23 and the A-pillar, which is beneficial to improving the collision performance of the longitudinal beam structure. Furthermore, by having the second outer plate 231 and the second inner plate 232 jointly define the second cavity 233, the third longitudinal beam segment 23 can collapse and absorb energy during a collision. In addition, by connecting the second mounting flange 2321 to both the inner plate and the second outer plate 231 of the A-pillar, a stable and reliable structure can be formed, which is beneficial to improving the reliability of the longitudinal beam structure.
[0075] In some embodiments of this utility model, such as Figure 1 and Figure 7As shown, the longitudinal beam structure of the vehicle also includes: a mounting bracket 25, which is disposed on the longitudinal beam body 200 and has a mounting part 251 adapted to be connected to the vehicle's components.
[0076] The vehicle's longitudinal beam structure also includes a mounting bracket 25, which is disposed on the longitudinal beam body 200. The mounting bracket 25 can be connected to the longitudinal beam body 200 by, but is not limited to, welding or bolting. As some embodiments of this application, the mounting bracket 25 is connected to the longitudinal beam body 200 by welding. The mounting bracket 25 has a mounting portion 251, which can be connected to vehicle components. The mounting portion 251 can be, but is not limited to, a hole, and the vehicle components can be, but are not limited to, fenders.
[0077] This arrangement increases the number of mounting points for vehicle components by increasing the longitudinal beam structure, thus reducing the difficulty of arranging vehicle components.
[0078] In some embodiments of this utility model, the first longitudinal beam segment 21, the second longitudinal beam segment 22, the third longitudinal beam segment 23, and the fourth longitudinal beam segment 24 are integrally formed. This can improve the structural strength of the first longitudinal beam segment 21, the second longitudinal beam segment 22, the third longitudinal beam segment 23, and the fourth longitudinal beam segment 24, reduce the probability of separation of the first longitudinal beam segment 21, the second longitudinal beam segment 22, the third longitudinal beam segment 23, and the fourth longitudinal beam segment 24, and facilitate manufacturing.
[0079] The vehicle according to an embodiment of the present invention includes: a longitudinal beam structure, an energy-absorbing box, and an A-pillar. The longitudinal beam structure is the same as the longitudinal beam structure of the vehicle described above, and the longitudinal beam structure is connected between the energy-absorbing box and the A-pillar.
[0080] The longitudinal beam structure connects the energy-absorbing box and the A-pillar. Specifically, the longitudinal beam structure is connected to the energy-absorbing box via the first longitudinal beam segment 21 and to the A-pillar via the third longitudinal beam segment 23. This arrangement allows the energy-absorbing box, longitudinal beam structure, and A-pillar to form a force transmission path. When a frontal collision occurs, a portion of the force is first absorbed by the energy-absorbing box, and then transmitted along the energy-absorbing box to the longitudinal beam structure. The longitudinal beam structure can collapse to absorb energy and transmit the remaining collision force to the vehicle's A-pillar, effectively absorbing and decomposing the energy generated by the collision.
[0081] Therefore, by extending the two second longitudinal beam segments 22 in a direction away from each other, the tire envelope can be avoided to accommodate the vehicle's steer-by-wire function. Furthermore, by arranging the first longitudinal beam segment 21, the second longitudinal beam segment 22, and the third longitudinal beam segment 23 in sequence, and making the cross-sectional area of the third longitudinal beam segment 23 larger than that of the first longitudinal beam segment 21, the energy generated by a frontal collision can be reliably transmitted and absorbed, which is beneficial to improving the structural strength and collision performance of the longitudinal beam structure.
[0082] Additional aspects and advantages of this invention 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 the invention.
[0083] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0084] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.
[0085] In the description of this utility model, "multiple" means two or more.
[0086] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.
[0087] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.
[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0089] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A longitudinal beam structure for a vehicle, characterized in that, include: Two longitudinal beam bodies are spaced apart along the width direction of the vehicle; The longitudinal beam body includes: a first longitudinal beam segment, a second longitudinal beam segment, and a third longitudinal beam segment. Along the length direction of the vehicle, the first longitudinal beam segment, the second longitudinal beam segment, and the third longitudinal beam segment are arranged in sequence, and the first longitudinal beam segment is located in front of the third longitudinal beam segment. The cross-sectional area of the third longitudinal beam segment is larger than that of the first longitudinal beam segment. From one end of the second longitudinal beam segment near the first longitudinal beam segment to one end near the third longitudinal beam segment, the two second longitudinal beam segments extend in a direction away from each other.
2. The longitudinal beam structure of the vehicle according to claim 1, characterized in that, Also includes: The fourth longitudinal beam segment is connected between the second longitudinal beam segment and the third longitudinal beam segment. The cross-sectional area of the fourth longitudinal beam segment is smaller than that of the third longitudinal beam segment but larger than that of the first longitudinal beam segment.
3. The longitudinal beam structure of the vehicle according to claim 2, characterized in that, The cross-sectional area of the second longitudinal beam segment is not less than the cross-sectional area of the first longitudinal beam segment.
4. The longitudinal beam structure of the vehicle according to claim 2, characterized in that, The cross-sectional area of the fourth longitudinal beam segment is not less than the cross-sectional area of the second longitudinal beam segment.
5. The longitudinal beam structure of the vehicle according to claim 1, characterized in that, The first longitudinal beam segment extends along the height direction of the vehicle, and the second longitudinal beam segment extends from one end near the first longitudinal beam segment to one end near the third longitudinal beam segment, with the second longitudinal beam segment gradually extending upward.
6. The longitudinal beam structure of the vehicle according to claim 1, characterized in that, The first longitudinal beam segment includes: a first outer plate and a first inner plate. The first outer plate has a first mounting member, and the first inner plate has a first mounting flange. The first mounting flange is connected to the first mounting member. The first mounting member is adapted to be connected to the energy-absorbing box of the vehicle and is located at the rear end of the first mounting member and connected to the first mounting member along the length direction of the vehicle. The first outer plate and the first inner plate together define a first cavity.
7. The longitudinal beam structure of the vehicle according to claim 1, characterized in that, From one end of the third longitudinal beam segment near the first longitudinal beam segment to the end away from the first longitudinal beam segment, the two third longitudinal beam segments extend toward each other, and the third longitudinal beam segments are adapted to connect to the A-pillar of the vehicle.
8. The longitudinal beam structure of the vehicle according to claim 7, characterized in that, The third longitudinal beam segment includes: a second outer plate and a second inner plate. The second inner plate has a second mounting flange, and the second outer plate has a third mounting flange. The second mounting flange is connected to the second outer plate and is adapted to be connected to the inner plate of the A-pillar. The third mounting flange is adapted to be connected to the outer plate of the A-pillar, and the second outer plate and the second inner plate together define a second cavity.
9. The longitudinal beam structure of the vehicle according to claim 2, characterized in that, Also includes: The mounting bracket is disposed on the longitudinal beam body and has a mounting part adapted to be connected to the vehicle components. And / or, the first longitudinal beam segment, the second longitudinal beam segment, the third longitudinal beam segment, and the fourth longitudinal beam segment are integrally formed.
10. A vehicle, characterized in that, include: The vehicle has a longitudinal beam structure, an energy-absorbing box, and an A-pillar. The longitudinal beam structure is the same as that of any one of claims 1-9, and the longitudinal beam structure is connected between the energy-absorbing box and the A-pillar.