A cabin side beam and vehicle

Abstract

This application discloses a cabin side beam and a vehicle. The cabin side beam includes an inner side beam plate and an outer side beam plate, which are arranged opposite to each other in the width direction of the cabin side beam to form an energy-absorbing cavity. In the length direction of the cabin side beam, the inner side beam plate and / or the outer side beam plate include at least three progressively thicker portions arranged sequentially, with the thickness of the at least three progressively thicker portions increasing in the length direction. The width direction and the length direction intersect. Through this embodiment, the thickness of the cabin side beam varies in different regions along the length direction, and the at least three progressively thicker portions of the inner side beam plate and / or the outer side beam plate are arranged sequentially in the length direction, with the thickness of the at least three progressively thicker portions increasing. This can specifically improve the strength performance of different locations on the cabin side beam, effectively improving the collision performance of the cabin side beam and achieving the goal of lightweighting.

Description

Technical Field

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

[0002] As the market develops, the requirements for vehicle structural strength and collision performance are gradually increasing. To ensure the integrity of the overall vehicle body structure, engine compartment side beams are typically added to the vehicle to increase the transmission path of collision forces.

[0003] To meet the strength requirements of the engine compartment side beams, structures such as patch plates or hinge reinforcement plates are usually added to improve the strength performance of the engine compartment side beams. However, such a design is not conducive to vehicle lightweighting and the improvement in strength performance is limited. Utility Model Content

[0004] The main objective of this application is to provide a cabin side beam and vehicle, which aims to solve the aforementioned technical problems existing in the prior art.

[0005] To address the aforementioned problems, this application provides a cabin side beam comprising an inner side beam plate and an outer side beam plate, wherein the outer side beam plate and the inner side beam plate are disposed opposite to each other in the width direction of the cabin side beam and form an energy-absorbing cavity; wherein, in the length direction of the cabin side beam, the inner side beam plate and / or the outer side beam plate comprises at least three differential thickness portions disposed sequentially, and the thickness of the at least three differential thickness portions disposed sequentially in the length direction increases sequentially in the length direction; wherein, the width direction and the length direction are intersecting.

[0006] In some embodiments, at least three thickness differential sections of the inner plate of the side beam are arranged sequentially in the length direction as a first thickness differential section, a second thickness differential section, and a third thickness differential section of the inner plate. The dimensions of the first thickness differential section and the third thickness differential section of the inner plate are equal in the length direction, and the dimension of the second thickness differential section of the inner plate is greater than the dimensions of the first thickness differential section and the third thickness differential section of the inner plate in the length direction.

[0007] In some embodiments, the ratio of the dimensions of the first differential thickness section, the second differential thickness section, and the third differential thickness section of the inner panel in the length direction is 1:(1.1-1.3):1.

[0008] In some embodiments, at least three thickness differential sections of the outer plate of the edge beam are arranged sequentially in the length direction as a first thickness differential section, a second thickness differential section, and a third thickness differential section. The dimensions of the second thickness differential section and the third thickness differential section are equal in the length direction, and the dimension of the first thickness differential section is greater than the dimensions of the second thickness differential section and the third thickness differential section in the length direction.

[0009] In some embodiments, the ratio of the dimensions of the first differential thickness section, the second differential thickness section, and the third differential thickness section of the outer panel in the length direction is (1.1-1.3):1:1.

[0010] In some embodiments, the energy-absorbing cavity is divided into a front end portion, a middle portion and a rear end portion in the length direction, and the area of ​​the energy-absorbing cavity located in the middle portion has a larger dimension in the width direction than the energy-absorbing cavities located in the front end portion and the rear end portion.

[0011] In some embodiments, the dimension of the region of the energy absorption cavity located in the middle portion in the height direction is smaller than the dimension of the regions of the energy absorption cavity located in the front and rear portions in the height direction, wherein the height direction, width direction and length direction are arranged in pairs.

[0012] In some embodiments, each thickness difference portion of the inner plate of the side beam and one thickness difference portion of the outer plate of the side beam correspond in the width direction, and the connection between two adjacent thickness difference portions of the inner plate of the side beam and the connection between two adjacent thickness difference portions of the corresponding outer plate of the side beam are on the same plane.

[0013] In some embodiments, the thickness of the outer plate of the edge beam is greater than the thickness of the inner plate of the edge beam.

[0014] To address the aforementioned problems, this application provides a vehicle that includes the aforementioned cabin side beam.

[0015] Compared with the prior art, the cabin side beam provided in this application includes an inner side beam plate and an outer side beam plate, which are arranged opposite to each other in the width direction of the cabin side beam to form an energy-absorbing cavity. In the length direction of the cabin side beam, the inner side beam plate and / or the outer side beam plate include at least three progressively thicker portions arranged sequentially, with the thickness of these portions increasing progressively in the length direction. The width direction and the length direction intersect. Through this embodiment, the thickness of the cabin side beam varies in different regions along its length, and the at least three progressively thicker portions of the inner side beam plate and / or the outer side beam plate are arranged sequentially in the length direction, with the thickness of these portions increasing progressively. This can specifically improve the strength performance of different locations on the cabin side beam, effectively improving the collision performance of the cabin side beam and achieving weight reduction. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1This is a first-view structural schematic diagram of an embodiment of the cabin side beam provided in this application; Figure 2 yes Figure 1 A schematic diagram of a structural embodiment of the inner plate of the side beam shown; Figure 3 yes Figure 1 A structural schematic diagram of one embodiment of the outer plate of the edge beam is shown; Figure 4 yes Figure 1 The diagram shows a structural schematic of the cabin side beam from a second-view perspective. Figure 5 yes Figure 1 The diagram shows a third-view structural schematic of the cabin side beam.

[0018] Reference numerals: 10. Nacelle side beam; 11. Energy absorption cavity; 111. Front end section; 112. Middle section; 113. Rear end section; 12. Thickness difference section; 100. Inner plate of side beam; 110. First thickness difference section of inner plate; 120. Second thickness difference section of inner plate; 130. Outer plate of side beam; 200. First thickness difference section of outer plate; 210. Second thickness difference section of outer plate; 220. Third thickness difference section of outer plate; 230. Length direction X; Width direction Y; Height direction Z. Detailed Implementation

[0019] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0021] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly indicating the number, specific order, or primary and secondary relationship of the indicated technical features.

[0022] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0023] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0024] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0025] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application 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. Therefore, they should not be construed as limitations on the embodiments of this application.

[0026] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0027] As the market develops, the requirements for vehicle structural strength and collision performance are gradually increasing, but the structural strength and collision performance of vehicles in existing technologies still need to be improved.

[0028] To address the related technical problems, this application provides a vehicle including a cabin side beam. The two ends of the cabin side beam along its length can be connected to the front bumper and the A-pillar, respectively, thereby increasing the force transmission path during collisions and improving the vehicle's structural strength and collision performance. There can be two cabin side beams, spaced apart in the width direction. Each cabin side beam connects to the front bumper and an A-pillar, where the width direction can be understood as the left-right direction of the vehicle.

[0029] To further improve the vehicle's crash performance, the strength of the engine compartment side beams can be increased. This is usually achieved by adding patch panels or hinge reinforcement plates to the engine compartment side beams. However, this approach is not conducive to vehicle weight reduction and the improvement in strength is limited.

[0030] To address the related technical issues, this application also provides a cabin side beam, for details please refer to [link / reference needed]. Figure 1 , Figure 1 This is a first-view structural schematic diagram of an embodiment of the cabin side beam provided in this application.

[0031] The cabin side beam 10 includes an inner side beam plate 100 and an outer side beam plate 200. The outer side beam plate 200 and the inner side beam plate 100 are arranged opposite each other in the width direction Y of the cabin side beam 10 and form an energy absorption cavity 11. In the length direction X of the cabin side beam 10, the inner side beam plate 100 and / or the outer side beam plate 200 include at least three thickness difference portions 12 arranged sequentially. The thickness of the at least three thickness difference portions 12 arranged sequentially in the length direction X increases sequentially in the length direction X. The width direction Y and the length direction X are intersecting.

[0032] The inner side beam 100 and the outer side beam 200 are arranged opposite each other in the width direction Y, forming an energy-absorbing cavity 11, which can give the engine compartment side beam 10 better structural strength. The inner side beam 100 and / or the outer side beam 200 include at least three thickness differential portions 12 arranged sequentially in the length direction X, where the length direction X can be understood as the front-rear direction of the vehicle. The thickness of the at least three thickness differential portions 12 of the inner side beam 100 and / or the outer side beam 200 increases sequentially in the length direction X, that is, the at least three thickness differential portions 12 of the inner side beam 100 and / or the outer side beam 200 are arranged sequentially in the length direction X, and the thickness of the at least three thickness differential portions 12 arranged sequentially increases sequentially. As an example, only the inner plate 100 of the edge beam includes at least three thickness differential portions 12, which are sequentially arranged in the length direction X, and the thickness of the at least three thickness differential portions 12 sequentially arranged in the length direction X increases sequentially in the length direction X. As another example, only the outer plate 200 of the edge beam includes at least three thickness differential portions 12, which are sequentially arranged in the length direction X, and the thickness of the at least three thickness differential portions 12 sequentially arranged in the length direction X increases sequentially in the length direction X. As yet another example, both the inner plate 100 and the outer plate 200 of the edge beam include at least three thickness differential portions 12 sequentially arranged in the length direction X, which are sequentially arranged in the length direction X, and the thickness of the at least three thickness differential portions 12 of the inner plate 100 increases sequentially in the length direction X. At least three differential thickness portions 12 of the outer plate 200 of the edge beam are also arranged sequentially in the length direction X, and the thickness of the at least three differential thickness portions 12 of the outer plate 200 of the edge beam increases sequentially in the length direction X.

[0033] In this embodiment, the number of thickness difference portions 12 of the inner plate 100 and / or the outer plate 200 of the side beam can be three, four or more, respectively. The specific number can be adjusted according to the actual situation, and this application does not limit it.

[0034] Through the above embodiments, the thickness of the cabin side beam 10 varies in different regions along the length direction X, and at least three thickness difference portions 12 of the inner plate 100 and / or outer plate 200 of the side beam are arranged sequentially along the length direction X. The thickness of the at least three thickness difference portions 12 arranged sequentially increases sequentially, which can specifically improve the strength performance of the cabin side beam 10 at different locations. This can effectively improve the collision performance of the cabin side beam 10 and achieve the goal of lightweighting.

[0035] In some embodiments, the thickness of at least three differential thickness portions 12 may increase sequentially from one end near the front bumper to the end near the A-pillar. As an example, the increase in the thickness of the at least three differential thickness portions 12 of the inner side beam 100 and / or outer side beam 200 in the length direction X may be gradual; that is, the at least three differential thickness portions 12 of the inner side beam 100 and / or outer side beam 200 are arranged sequentially in the length direction X, the thickness of the at least three differential thickness portions 12 increases sequentially, and the thickness of each differential thickness portion 12 also increases in the length direction X. This improves the stiffness of the cabin side beam 10, makes the stiffness change of the cabin side beam 10 smoother, reduces stress concentration, and improves force transmission. As another example, the thickness increase of at least three thickness differential portions 12 of the inner plate 100 and / or outer plate 200 in the length direction X can be uniform. That is, the thickness of at least three thickness differential portions 12 sequentially arranged in the length direction X of the inner plate 100 and / or outer plate 200 increases sequentially, and the thickness of each thickness differential portion 12 is uniform along the length direction X. This allows the cabin side beam 10 to achieve the purpose of stiffness gradient variation and optimized force transmission effect. In this embodiment, the inner plate 100 and outer plate 200 can be integrally formed, specifically by hydroforming or roll forming. Alternatively, they can be segmented, specifically by laser welding.

[0036] Therefore, the thickness of at least three differential thickness portions 12 of the inner panel 100 and / or outer panel 200 of the side beam increases sequentially from the end near the front bumper to the end near the A-pillar. In the event of a collision, this allows for the absorption of more collision energy through orderly folding and deformation, helping to guide and control deformation, achieving efficient energy absorption, and reducing the risk of collision force being transmitted to the cabin. The relatively thicker thickness of the side beam 10 near the A-pillar increases the stiffness and strength of the side beam 10 near the A-pillar, reducing the risk of deformation and collision force intrusion into the cabin during a collision.

[0037] See Figure 2 , Figure 2 yes Figure 1 A schematic diagram of one embodiment of the inner plate of the side beam is shown.

[0038] In some embodiments, at least three thickness difference portions 12 of the inner plate 100 of the side beam are respectively arranged in the length direction X as a first thickness difference segment 110, a second thickness difference segment 120, and a third thickness difference segment 130. The dimensions of the first thickness difference segment 110 and the third thickness difference segment 130 in the length direction X are equal, and the dimension of the second thickness difference segment 120 in the length direction X is greater than the dimensions of the first thickness difference segment 110 and the third thickness difference segment 130 in the length direction X.

[0039] Taking three thickness-difference sections 12 in the inner plate 100 of the side beam as an example, the three thickness-difference sections 12 of the inner plate 100 in the length direction X are, in sequence, the first thickness-difference section 110, the second thickness-difference section 120, and the third thickness-difference section 130. The first thickness-difference section 110 is close to the front bumper, the third thickness-difference section 130 is close to the A-pillar, and the second thickness-difference section 120 is located between the first thickness-difference section 110 and the third thickness-difference section 130. The thickness of the first thickness-difference section 110, the second thickness-difference section 120, and the third thickness-difference section 130 gradually increases. Furthermore, the dimensions of the first thickness-difference section 110 and the third thickness-difference section 130 in the length direction X are equal, while the dimension of the second thickness-difference section 120 in the length direction X is greater than that of the first thickness-difference section 110 and the third thickness-difference section 130 in the length direction X. Therefore, the thickness of each segment of the inner plate 100 of the side beam increases sequentially, and the length of the segment located in the middle of the inner plate 100 of the side beam is greater than the length of the segments at both ends. This allows the second differential thickness segment 120 of the inner plate to serve as the main force transmission segment, which is beneficial for the transition of stiffness changes, reduces stress concentration, and thus improves collision performance.

[0040] Furthermore, the vehicle provided in this application may include a shock absorber tower and a cabin longitudinal beam. The cabin side beam 10 is connected to the cabin longitudinal beam via the shock absorber tower to increase the force transmission path. Specifically, one end of the shock absorber tower is connected to the cabin longitudinal beam, and the other end of the shock absorber tower is connected to the second differential thickness section 120 of the inner panel, thereby supporting the shock absorber tower between the cabin longitudinal beam and the second differential thickness section 120 of the inner panel. As a result, the dimension of the second differential thickness section 120 of the inner panel in the length direction X is larger than the dimensions of the first differential thickness section 110 and the third differential thickness section 130 of the inner panel in the length direction X, which can also increase the connection area between the cabin side beam 10 and the shock absorber tower, increase the load-bearing stiffness at the connection with the shock absorber tower, and further improve the collision performance.

[0041] In some embodiments, the ratio of the dimensions of the first thickness difference segment 110, the second thickness difference segment 120, and the third thickness difference segment 130 of the inner plate in the length direction X is 1:(1.1-1.3):1.

[0042] If the ratio of the second thickness difference section 120 of the inner plate to the first thickness difference section 110 and the third thickness difference section 130 of the inner plate is less than the above ratio, it may lead to more concentrated stress, lower force transmission efficiency, and insufficient stable base area provided for the shock absorber tower, thus resulting in lower collision performance. If the ratio of the second thickness difference section 120 of the inner plate to the first thickness difference section 110 and the third thickness difference section 130 of the inner plate is greater than the above ratio, it may result in a smaller relative size of the first thickness difference section 110 of the inner plate, which may reduce the energy absorption effect of the energy absorption cavity 11 at the corresponding position of the first thickness difference section 110 of the inner plate, and is also not conducive to achieving lightweight design. Therefore, the ratio of the dimensions of the first differential thickness section 110, the second differential thickness section 120, and the third differential thickness section 130 of the inner plate in the length direction X is within the above-mentioned range. This allows the shock absorber tower to have sufficient support area and enables the area of ​​the first differential thickness section 110 of the inner plate corresponding to the energy absorption cavity 11 to serve as the main energy absorption area, the area of ​​the second differential thickness section 120 of the inner plate corresponding to the energy absorption cavity 11 to serve as the stiffness transition area, and the area of ​​the third differential thickness section 130 of the inner plate corresponding to the energy absorption cavity 11 to serve as the support rigidity area. The first differential thickness section 110, the second differential thickness section 120, and the third differential thickness section 130 of the inner plate have a suitable distribution ratio, so that the cabin side beam 10 achieves a balance between collision performance and lightweighting.

[0043] In this embodiment, the ratio of the first thickness difference segment 110, the second thickness difference segment 120, and the third thickness difference segment 130 of the inner plate can be 1:1.1:1, 1:1.2:1, 1:1.3:1, or any range of any two of the above ratios, such as 1:(1.1-1.2):1, 1:(1.2-1.3):1, etc.

[0044] See Figure 3 , Figure 3 yes Figure 1 The diagram shows a structural schematic of one embodiment of the outer plate of the side beam.

[0045] In some embodiments, at least three thickness difference portions 12 of the outer plate 200 of the side beam are respectively arranged in the length direction X as a first thickness difference segment 210, a second thickness difference segment 220, and a third thickness difference segment 230. The second thickness difference segment 220 and the third thickness difference segment 230 are equal in size in the length direction X, and the first thickness difference segment 210 is larger in size in the length direction X than the second thickness difference segment 220 and the third thickness difference segment 230.

[0046] Taking three differential thickness sections 12 of the outer plate 200 of the side beam as an example, the differential thickness sections 12 of the outer plate 200 are arranged sequentially in the length direction X as a first differential thickness section 210, a second differential thickness section 220, and a third differential thickness section 230. The first differential thickness section 210 is close to the front bumper, the third differential thickness section 230 is close to the A-pillar, and the second differential thickness section 220 is located between the first differential thickness section 210 and the third differential thickness section 230. The dimensions of the second differential thickness section 220 and the third differential thickness section 230 in the length direction X can be equal, but the dimension of the first differential thickness section 210 in the length direction X is greater than the dimensions of the second differential thickness section 220 and the third differential thickness section 230 in the length direction X. Therefore, the thicknesses of the first differential thickness section 210, the second differential thickness section 220, and the third differential thickness section 230 of the outer panel increase sequentially, and the length of the first differential thickness section 210 is greater than the lengths of the second and third differential thickness sections 220 and 230. The relatively longer first differential thickness section 210 provides a longer and more suitable initial energy absorption zone, thereby enhancing the absorption of collision energy and improving collision performance. The second and third differential thickness sections 220 and 230 are of equal length, and their functional requirements are similar; setting them to be of equal length is beneficial for achieving lightweight design.

[0047] Furthermore, the inner plate 100 and outer plate 200 of the side beam can work together. The second differential thickness section 120 of the inner plate is longer than the first differential thickness section 110 and the third differential thickness section 130, thereby improving the structural load-bearing capacity and force transmission of the inner plate 100, providing a stable connection base for the shock absorber tower, and serving as the main structure for force transmission. The first differential thickness section 210 of the outer plate is longer than the second differential thickness section 220 and the third differential thickness section 230, and the first differential thickness section 210 of the outer plate 200 has a guiding function and improves initial energy absorption. The inner plate 100 and outer plate 200 can each optimize the core function of the cabin side beam 10. The relevant dimensions of each segment of the inner plate 100 and the outer plate 200 do not need to be compromised, allowing the inner plate 100 and outer plate 200 to jointly construct an efficient, safe, and lightweight collision protection system.

[0048] In some embodiments, the ratio of the dimensions of the first thickness difference segment 210, the second thickness difference segment 220, and the third thickness difference segment 230 of the outer plate in the length direction X is (1.1-1.3):1:1.

[0049] If the ratio of the first differential thickness section 210 of the outer panel to the second differential thickness section 220 and the third differential thickness section 230 is less than the aforementioned ratio, the first differential thickness section 210 will have a relatively small dimension in the length direction X, which may lead to insufficient energy absorption and reduced collision energy absorption. If the ratio of the first differential thickness section 210 to the second differential thickness section 220 and the third differential thickness section 230 is greater than the aforementioned ratio, it may increase unnecessary weight and increase the stiffness of the cabin side beam 10 in the area corresponding to the first differential thickness section 210 of the outer panel, affecting energy absorption efficiency and reducing collision performance. Therefore, a ratio of the first differential thickness section 210 to the second differential thickness section 220 and the third differential thickness section 230 within the aforementioned range provides both better collision performance and meets the goal of lightweight design.

[0050] In this embodiment, the ratio of the first thickness difference segment 210, the second thickness difference segment 220, and the third thickness difference segment 230 of the outer panel can be 1.1:1:1, 1.2:1:1, 1.3:1:1, or any range of any two of the above ratios, such as (1.1-1.2):1:1, (1.2-1.3):1:1, etc.

[0051] See Figure 4 , Figure 4 yes Figure 1 The diagram shows a second-view structural schematic of the cabin side beam.

[0052] In some embodiments, the energy absorption cavity 11 is divided into a front end portion 111, a middle portion 112 and a rear end portion 113 in the length direction X. The size of the region of the energy absorption cavity 11 located in the middle portion 112 in the width direction Y is greater than the size of the regions of the energy absorption cavity 11 located in the front end portion 111 and the rear end portion 113 in the width direction Y.

[0053] The inner plate 100 of the side beam can have an "L"-shaped cross-section, and the outer plate 200 of the side beam can have an inverted "L"-shaped cross-section. The inner plate 100 and the outer plate 200 are arranged opposite to each other and connected in the width direction Y, thereby forming an energy-absorbing cavity 11 extending in the length direction X. This cavity has better structural strength and can provide a suitable connection surface for the damping tower. The energy-absorbing cavity 11 is divided into a front end portion 111, a middle portion 112, and a rear end portion 113. The front end portion 111 is close to the front bumper, and the rear end portion 113 is close to the A-pillar. The dimension of the energy-absorbing cavity 11 located in the middle portion 112 in the width direction Y is larger than the dimension of the energy-absorbing cavity 11 located in the width direction Y at both ends. Therefore, the area of ​​the energy-absorbing cavity 11 located at the front end 111 has a smaller dimension in the width direction Y, making it easier to buckle and achieve efficient initial energy absorption. The area of ​​the energy-absorbing cavity 11 located in the middle part 112 has a larger dimension in the width direction Y, which can increase the stiffness of the corresponding area and allow the collision energy to be dispersed more effectively. The area of ​​the energy-absorbing cavity 11 located at the rear end 113 has a smaller dimension in the width direction Y, but a larger thickness. Under the premise of ensuring strength requirements, it is more conducive to matching and connecting with structures such as A-pillars, thereby optimizing the transmission path and energy absorption sequence of the collision force and improving collision performance.

[0054] In this embodiment, the connection between the front end portion 111 and the middle portion 112 and the connection between the middle portion 112 and the rear end portion 113 of the energy absorption cavity 11 in the length direction X can be smoothly arranged, thereby reducing stress and having better structural strength.

[0055] Understandably, the middle portion 112 of the energy-absorbing cavity 11 is not limited to its central position in the length direction X of the cabin side beam 10, and the size ratio of the area of ​​the middle portion 112 of the energy-absorbing cavity 11 in the length direction X can be adjusted according to the actual situation.

[0056] In some embodiments, the cabin side beam 10 may have a certain curvature, with the center of curvature located on the side closest to another cabin side beam 10. That is, the cabin side beam 10 may be bent outwards. Thus, in the event of a collision, the cabin side beam 10 may bend outwards, thereby reducing the risk of collision force intruding into the cabin.

[0057] See Figure 5 , Figure 5 yes Figure 1 The diagram shows a third-view structural schematic of the cabin side beam.

[0058] In some embodiments, the dimension of the region of the energy-absorbing cavity 11 located in the middle portion 112 in the height direction Z is smaller than the dimension of the region of the energy-absorbing cavity 11 located in the front portion 111 and the rear portion 113 in the height direction Z, wherein the height direction Z, the width direction Y and the length direction X are arranged to intersect each other.

[0059] The height direction Z can be understood as the vehicle's height direction. The dimension of the energy-absorbing cavity 11 located in the middle portion 112 in the height direction Z is smaller than that of the portions located at both ends in the height direction Z, allowing for more space in the engine compartment to accommodate other components. Furthermore, the front portion 111 of the energy-absorbing cavity 11 can be made tall and narrow, the middle portion 112 low and wide, and the rear portion 113 tall, narrow, and thick. This allows the engine compartment side beam 10 to be designed in the front portion 111 for easier buckling in the length direction X. When the impact force is transmitted to the middle portion 112, the change in cross-section optimizes the transmission of the impact force. When the impact force continues to be transmitted to the rear portion 113, it can be transmitted to the A-pillar or other structures more efficiently. Therefore, the dimension of the energy-absorbing cavity 11 located in the middle portion 112 in the height direction Z is smaller than that of the energy-absorbing cavity 11 located in the front portion 111 and the rear portion 113 in the height direction Z, effectively improving collision performance.

[0060] In some embodiments, each thickness difference portion 12 of the inner plate 100 of the side beam and a thickness difference portion 12 of the outer plate 200 of the side beam correspond to each other in the width direction Y, and the connection between two adjacent thickness difference portions 12 of the inner plate 100 of the side beam and the connection between two adjacent thickness difference portions 12 of the corresponding outer plate 200 of the side beam are on the same plane.

[0061] The inner plate 100 of the edge beam has at least three thickness differentials 12, and the outer plate 200 of the edge beam also has at least three thickness differentials 12. The at least three thickness differentials 12 of the inner plate 100 and the outer plate 200 are arranged sequentially in the length direction X, respectively. Each thickness differential 12 of the inner plate 100 and each thickness differential 12 of the outer plate 200 are correspondingly arranged in the width direction Y. The connection between two adjacent thickness differentials 12 of the inner plate 100 and the connection between two adjacent thickness differentials 12 of the corresponding outer plate 200 are on the same plane.

[0062] For example, the number of thickness difference sections 12 in both the inner plate 100 and the outer plate 200 of the edge beam can be three. The three thickness difference sections 12 of the inner plate 100 are the first thickness difference section 110, the second thickness difference section 120, and the third thickness difference section 130 of the inner plate. The three thickness difference sections 12 of the outer plate 200 are the first thickness difference section 210, the second thickness difference section 220, and the third thickness difference section 230 of the outer plate. The first thickness difference section 110 of the inner plate and the first thickness difference section 210 of the outer plate correspond to each other in the width direction Y, the second thickness difference section 120 of the inner plate and the second thickness difference section 220 of the outer plate correspond to each other in the width direction Y, and the third thickness difference section 130 of the inner plate and the third thickness difference section 230 of the outer plate correspond to each other in the width direction Y. The plane containing the connection between the first differential thickness section 110 and the second differential thickness section 120 of the inner plate is the same as the plane containing the connection between the first differential thickness section 210 and the second differential thickness section 220 of the outer plate. Similarly, the plane containing the connection between the second differential thickness section 120 and the third differential thickness section 130 of the inner plate is the same as the plane containing the connection between the second differential thickness section 220 and the third differential thickness section 230 of the outer plate. Therefore, each segment of the inner plate 100 and each segment of the outer plate 200 of the edge beam correspond to each other, and the connection points between two adjacent segments of the inner plate 100 and the corresponding adjacent segments of the outer plate 200 also correspond to each other. This improves the matching degree between the inner plate 100 and the outer plate 200 of the edge beam, enhances the force transmission effect between them, and thus improves collision performance.

[0063] In some embodiments, the thickness of the outer plate 200 of the side beam is greater than the thickness of the inner plate 100 of the side beam.

[0064] The overall thickness of the outer plate 200 of the edge beam is greater than the overall thickness of the inner plate 100 of the edge beam. For example, the thickness of the first differential thickness section 210 of the outer plate is greater than the thickness of the first differential thickness section 110 of the inner plate, the thickness of the second differential thickness section 220 of the outer plate is greater than the thickness of the second differential thickness section 120 of the inner plate, and the thickness of the third differential thickness section 230 of the outer plate is greater than the thickness of the third differential thickness section 130 of the inner plate. Therefore, the greater thickness of the outer plate 200 improves its ability to withstand impact forces, while the smaller thickness of the inner plate 100 is mainly used for transmitting impact forces and connecting to the shock absorber tower, thereby improving impact performance. Furthermore, the thickness of each differential thickness section 12 of the outer plate 200 is greater than the thickness of a corresponding differential thickness section 12 of the inner plate 100, which improves impact performance while also achieving lightweighting.

[0065] Furthermore, the thickness of the first differential thickness section 110 of the inner panel can be 0.8mm-1.0mm, the thickness of the second differential thickness section 120 of the inner panel can be 1.0mm-1.2mm, and the thickness of the third differential thickness section 130 of the inner panel can be 1.2mm-1.4mm. The thickness of the first differential thickness section 210 of the outer panel can be 1.0mm-1.2mm, the thickness of the second differential thickness section 220 of the outer panel can be 1.2mm-1.4mm, and the thickness of the third differential thickness section 230 of the outer panel can be 1.4mm-1.6mm. The thicknesses of the first differential thickness section 110, the second differential thickness section 120, the third differential thickness section 130 of the inner panel, the first differential thickness section 210, the second differential thickness section 220, and the third differential thickness section 230 of the outer panel within the above-mentioned ranges provide better impact performance.

[0066] The thickness of the first differential thickness section 110 of the inner panel can be 0.8mm, 0.9mm, 1.0mm, etc., or a range consisting of any two of the above values, such as 0.8mm-0.9mm, 0.9mm-1.0mm, etc. The thickness of the second differential thickness section 120 of the inner panel can be 1.0mm, 1.1mm, 1.2mm, etc., or a range consisting of any two of the above values, such as 1.0mm-1.1mm, 1.1mm-1.2mm, etc. The thickness of the third differential thickness section 130 of the inner panel can be 1.2mm, 1.3mm, 1.4mm, etc., or a range consisting of any two of the above values, such as 1.2mm-1.3mm, 1.3mm-1.4mm, etc. The thickness of the first differential thickness section 210 of the outer panel can be 1.0mm, 1.1mm, 1.2mm, etc., or a range consisting of any two of the above values, such as 1.0mm-1.1mm, 1.1mm-1.2mm, etc. The thickness of the second differential thickness section 220 of the outer panel can be 1.2mm, 1.3mm, 1.4mm, etc., or a range consisting of any two of the above values, such as 1.2mm-1.3mm, 1.3mm-1.4mm, etc. The thickness of the third differential thickness section 230 of the outer panel can be 1.4mm, 1.5mm, 1.6mm, etc., or a range consisting of any two of the above values, such as 1.4mm-1.5mm, 1.5mm-1.6mm, etc.

[0067] In summary, the thickness of the cabin side beam 10 varies in different regions along the length direction X, and at least three differential thickness portions 12 of the inner plate 100 and / or outer plate 200 of the side beam are arranged sequentially along the length direction X, with the thickness of the at least three differential thickness portions 12 increasing sequentially. This can specifically improve the strength performance of the cabin side beam 10 at different locations, effectively improving the collision performance of the cabin side beam 10 and achieving the goal of lightweighting.

[0068] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A nacelle side beam, characterized in that, The cabin side beam includes: inner slab of edge beam; The outer plate of the side beam and the inner plate of the side beam are arranged opposite each other in the width direction of the side beam of the cabin, and form an energy-absorbing cavity; Wherein, in the length direction of the cabin side beam, the inner plate of the side beam and / or the outer plate of the side beam includes at least three differential thickness portions arranged sequentially, and the thickness of the at least three differential thickness portions arranged sequentially in the length direction increases sequentially in the length direction; The width direction and the length direction are intersecting.

2. The cabin side beam of claim 1, wherein, The at least three differential thickness sections of the inner plate of the side beam are respectively arranged in the length direction as a first differential thickness section, a second differential thickness section, and a third differential thickness section of the inner plate. The dimensions of the first differential thickness section and the third differential thickness section of the inner plate are equal in the length direction, and the dimension of the second differential thickness section of the inner plate is greater than the dimensions of the first differential thickness section and the third differential thickness section of the inner plate in the length direction.

3. The cabin side beam of claim 2, wherein, The ratio of the dimensions of the first differential thickness section, the second differential thickness section, and the third differential thickness section of the inner plate in the length direction is 1: (1.1-1.3):

1.

4. The cabin side beam of claim 2, wherein, The outer plate of the side beam has at least three thickness difference sections, namely, a first thickness difference section, a second thickness difference section, and a third thickness difference section, which are arranged sequentially in the length direction. The second thickness difference section and the third thickness difference section have the same size in the length direction, and the first thickness difference section has a larger size in the length direction than the second thickness difference section and the third thickness difference section.

5. The cabin side beam of claim 4, wherein, The ratio of the dimensions of the first differential thickness section, the second differential thickness section, and the third differential thickness section of the outer plate in the length direction is (1.1-1.3):1:

1.

6. The cabin fascia of claim 1, wherein, Along the length direction, the energy-absorbing cavity is divided into a front end portion, a middle portion, and a rear end portion. The area of ​​the energy-absorbing cavity located in the middle portion has a larger dimension in the width direction than the areas of the energy-absorbing cavity located in the front end portion and the rear end portion.

7. The cabin side beam of claim 6, wherein, The dimension of the energy-absorbing cavity in the middle part in the height direction is smaller than the dimension of the energy-absorbing cavity in the front and rear parts in the height direction, wherein the height direction, the width direction and the length direction intersect each other.

8. The cabin fascia of claim 1, wherein, Each of the thickness differences in the inner plate of the side beam and one of the thickness differences in the outer plate of the side beam correspond in the width direction, and the connection between two adjacent thickness differences in the inner plate of the side beam and the connection between two adjacent thickness differences in the corresponding outer plate of the side beam are on the same plane.

9. The cabin side beam according to any one of claims 1 to 8, characterized in that The thickness of the outer plate of the side beam is greater than the thickness of the inner plate of the side beam.

10. A vehicle characterized by comprising: The vehicle includes a cabin side beam as described in any one of claims 1 to 9.

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