Stiffened beam structure, vehicle front bay structure and vehicle

Abstract

The present disclosure relates to a reinforcing beam structure, a vehicle front compartment structure and a vehicle, the reinforcing beam structure comprising a cross beam, a left support beam, a right support beam and at least one connecting sleeve, the cross beam being configured to be connected to a front wall of the vehicle, left and right ends of the cross beam being configured to be connected to left and right shock towers of the vehicle front compartment, a front end of the left support beam being configured to be connected to the left shock tower, a rear end of the left support beam being connected to the cross beam, a front end of the right support beam being configured to be connected to the right shock tower, a rear end of the right support beam being connected to the cross beam, wherein at least one of the cross beam, the left support beam and the right support beam is embedded with the connecting sleeve to be connected to the left shock tower or the right shock tower through the corresponding connecting sleeve. The reinforcing beam structure is connected to the left shock tower or the right shock tower through the connecting sleeve, a local rigid connection can be formed, the stability of the connection is enhanced, and the reinforcing beam structure, the left shock tower, the right shock tower and the front wall of the vehicle form a stable whole, and the bending and torsional stiffness of the vehicle is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle equipment technology, specifically to a reinforced beam structure, a vehicle front compartment structure, and a vehicle. Background Technology

[0002] In related technologies, the front of the vehicle is equipped with a cabin. To improve the rigidity of the front of the vehicle, a beam is usually installed in the front cabin to connect the left and right shock absorber towers. However, this is not ideal for the bending and torsional resistance of the front of the vehicle. Utility Model Content

[0003] This disclosure provides a reinforced beam structure, a vehicle front compartment structure, and a vehicle to overcome at least some of the problems existing in the related art.

[0004] According to a first aspect of the present disclosure, a reinforcing beam structure is provided, the reinforcing beam structure including a crossbeam, a left support beam, a right support beam, and at least one connecting sleeve; The crossbeam is used to connect to the front bulkhead of the vehicle; The left and right ends of the crossbeam are used to connect to the left and right shock absorber towers in the front compartment of the vehicle. The front end of the left support beam is used to connect to the left damping tower, and the rear end of the left support beam is connected to the crossbeam. The front end of the right support beam is used to connect to the right damping tower, and the rear end of the right support beam is connected to the crossbeam. The connecting sleeve is embedded in at least one of the crossbeam, the left support beam, and the right support beam, so as to be connected to the left damping tower or the right damping tower through the corresponding connecting sleeve.

[0005] Through the above technical solution, the reinforced beam structure is connected to the left or right shock absorber tower via a connecting sleeve, which can form a local rigid connection at the part connected by the connecting sleeve, enhancing the stability of the connection. This helps to form a stable whole with the reinforced beam structure, the left shock absorber tower, the right shock absorber tower and the front of the vehicle, thereby improving the vehicle's bending and torsional stiffness.

[0006] In some possible embodiments, the connecting sleeve has a protrusion protruding from the bottom wall of the crossbeam, the bottom wall of the left support beam or the right support beam, the protrusion being used to embed the left damping tower or the right damping tower.

[0007] When the reinforced beam structure is connected to the left or right shock absorber tower, the protrusion of the connecting sleeve is embedded into the left or right shock absorber tower to form a robust locking connection. This allows the connection to be less prone to slippage during a vehicle collision, increasing the stability of the connection.

[0008] In some possible embodiments, the protrusion includes a toothed structure for embedding into the left or right shock absorber tower.

[0009] In this way, the friction between the connecting sleeve and the left or right shock absorber tower can be increased, reducing the risk of torque attenuation at the connection point.

[0010] In some possible embodiments, at least one of the crossbeam, the left support beam, and the right support beam is constructed as a hollow beam with a closed cross-section.

[0011] This is beneficial for improving the torsional stiffness of the reinforced beam structure, as well as reducing the weight of the reinforced beam structure and making the vehicle lighter.

[0012] In some possible embodiments, the connecting sleeve is used to mate with the connecting bolt to connect the crossbeam, the left support beam, or the right support beam to the left damping tower or the right damping tower.

[0013] By using connecting bolts, the tensile strength of the connection can be increased, which helps to improve the stability of the connection.

[0014] In some possible embodiments, a plurality of connecting sleeves are provided at the left end of the crossbeam, and the plurality of connecting sleeves are arranged at intervals along the left and right directions of the crossbeam; and / or, a plurality of connecting sleeves are provided at the right end of the crossbeam, and the plurality of connecting sleeves are arranged at intervals along the left and right directions of the crossbeam.

[0015] The left end of the crossbeam is connected to the left damping tower through multiple connecting sleeves, which can avoid stress concentration at the connection surface between the left end of the crossbeam and the left damping tower, making the load distribution at the connection part more uniform, the connection stiffness stronger, and improving the connection stability.

[0016] In some possible embodiments, the rear end of the left support beam is welded to the crossbeam, and / or the rear end of the right support beam is welded to the crossbeam.

[0017] This allows the left support beam and the crossbeam to form a continuous integral component, which allows external forces (such as the impact force generated by a vehicle collision) to flow directly from the crossbeam to the left support beam through the weld metal, providing a smoother force transmission path and better resistance to bending and torsion.

[0018] In some possible embodiments, the left support beam and the right support beam are arranged at an angle, and the distance between the front end of the left support beam and the front end of the right support beam is greater than the distance between the rear end of the left support beam and the rear end of the right support beam.

[0019] When the reinforced beam structure connects the left and right shock absorber towers, the left shock absorber tower, the left support beam, and the crossbeam form a triangular frame, and the right shock absorber tower, the right support beam, and the crossbeam form a triangular frame. The triangular frame is relatively stable, which is beneficial to improving the vehicle's collision performance.

[0020] In some possible embodiments, the reinforcing beam structure further includes a front bulkhead connection portion, through which the crossbeam is connected to the front bulkhead. The front bulkhead connection portion includes a first connecting plate and a second connecting plate connected at an angle, the first connecting plate being connected to the crossbeam and the second connecting plate being used to connect to the front bulkhead.

[0021] This design helps to improve the strength of the connection between the crossbeam and the front bulkhead.

[0022] In some possible embodiments, the reinforcing beam structure further includes a connector, the second connecting plate being adapted to be connected to the front bulkhead via the connector.

[0023] By setting up connectors, on the one hand, connectors suitable for connecting to the second connecting plate can be flexibly designed according to the structure of the second connecting plate, while also allowing for minimal modifications to the structure of the front cover; on the other hand, it is equivalent to adding components at the connection point between the second connecting plate and the front cover, which helps to improve the structural strength of the connection point between the second connecting plate and the front cover.

[0024] According to a second aspect of this disclosure, this disclosure also provides a vehicle front compartment structure, which includes a left shock absorber tower, a right shock absorber tower, and the aforementioned reinforcing beam structure; The crossbeam is connected to the front bulkhead of the vehicle; The left and right ends of the crossbeam are connected to the left and right shock absorber towers in the front compartment of the vehicle. The front end of the left support beam is connected to the left damping tower, and the front end of the right support beam is connected to the right damping tower.

[0025] The reinforced beam structure, left and right shock absorber towers, and front bulkhead form a stable whole, thereby improving the vehicle's bending and torsional stiffness and collision safety performance. Especially in the event of a small offset collision, the impact force on the vehicle is transmitted to the crossbeam through the left and right shock absorber towers, then to the left and right support beams, and finally to the front bulkhead connection. This increases the force transmission path and length, which is beneficial to improving safety performance, for example, by a percentage increase, thus improving the overall safety of the vehicle.

[0026] According to a second aspect of this disclosure, this disclosure also provides a vehicle that includes the aforementioned reinforcing beam structure, or includes the aforementioned vehicle front compartment structure.

[0027] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: Through the above technical solution, the reinforced beam structure is connected to the left or right shock absorber tower via a connecting sleeve, which can form a local rigid connection at the part connected by the connecting sleeve, enhancing the stability of the connection. This helps to form a stable whole with the reinforced beam structure, the left shock absorber tower, the right shock absorber tower and the front of the vehicle, thereby improving the vehicle's bending and torsional stiffness.

[0028] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0029] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a top-view perspective schematic diagram of a reinforced beam structure provided in one embodiment of this disclosure.

[0030] Figure 2 This is a three-dimensional partial schematic diagram from a bottom view of a reinforcing beam structure provided in an embodiment of the present disclosure, showing the gear hobbing structure.

[0031] Figure 3 This is a partial structural diagram of a vehicle provided in one embodiment of the present disclosure, showing the front compartment structure.

[0032] Explanation of reference numerals in the attached figures 100 - Vehicle; 10 - Reinforcing beam structure; 1 - Crossbeam; 2 - Left support beam; 3 - Right support beam; 4 - Connecting sleeve; 41 - Protrusion; 411 - Gear hobbing structure; 5 - Front bulkhead connection; 51 - First connecting plate; 52 - Second connecting plate; 20 - Vehicle front compartment structure; 21 - Front bulkhead; 22 - Left shock absorber tower; 23 - Right shock absorber tower; 24 - Connecting component. Detailed Implementation

[0033] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0034] It should be understood in this disclosure that, unless otherwise stated, the directional terms such as "front," "rear," "left," and "right" used in this disclosure are for ease of description and simplification only, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation structure and operation. For example, "front," "rear," "left," and "right" can be the same as the front, rear, left, and right directions of a vehicle. See Appendix Figure 3Therefore, this should not be construed as a limitation of this disclosure; the terms "inner" and "outer" can refer to the inner and outer parts of the corresponding components. Furthermore, it should be noted that the terms used, such as "first" and "second," are used to distinguish one element from another and do not have sequential or importance implications. Additionally, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same elements.

[0035] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0036] As mentioned above, the left and right shock absorber towers are connected in the front compartment of the vehicle by a beam (such as a triangular beam) to increase the bending and torsional stiffness of the front of the vehicle. The applicant's research found that in the relevant technology, the way the triangular beam is connected to the left and right shock absorber towers is not conducive to improving the bending and torsional stiffness of the front of the vehicle.

[0037] In view of this, such as Figures 1 to 3 As shown, this disclosure provides a reinforcing beam structure 10, which includes a crossbeam 1, a left support beam 2, a right support beam 3, and at least one connecting sleeve 4. The crossbeam 1 is used to connect to the front bulkhead 21 of a vehicle 100. The left and right ends of the crossbeam 1 are used to connect to the left shock absorber tower 22 and the right shock absorber tower 23 of the front compartment of the vehicle 100. That is, the left end of the crossbeam 1 is connected to the left shock absorber tower 22 of the front compartment of the vehicle 100, and the right end of the crossbeam 1 is connected to the right shock absorber tower 23 of the front compartment of the vehicle 100. The front end of the left support beam 2 is used to connect to the left shock absorber tower 22, and the rear end of the left support beam 2 is connected to the crossbeam 1. The front end of the right support beam 3 is used to connect to the right shock absorber tower 23, and the rear end of the right support beam 3 is connected to the crossbeam 1. At least one of the crossbeam 1, the left support beam 2, and the right support beam 3 is provided with a connecting sleeve 4 to connect to the left shock absorber tower 22 or the right shock absorber tower 23 through the corresponding connecting sleeve 4.

[0038] Through the above technical solution, the reinforced beam structure 10 is connected to the left shock absorber tower 22 or the right shock absorber tower 23 through the connecting sleeve 4, which can form a local rigid connection at the part connected by the connecting sleeve 4, enhance the stability of the connection, and thus help the reinforced beam structure 10, the left shock absorber tower 22, the right shock absorber tower 23 and the front of the vehicle 100 to form a stable whole, and improve the bending and torsional stiffness of the vehicle 100.

[0039] In some embodiments, a connecting sleeve 4 may be embedded at the left end of the crossbeam 1, and the connecting sleeve 4 is connected to the left damping tower 22 by, for example, the connecting bolt mentioned below; or a connecting sleeve 4 may be embedded at the right end of the crossbeam 1, and the connecting sleeve 4 is connected to the right damping tower 23; or a connecting sleeve 4 may be embedded at the front end of the left support beam 2, and the connecting sleeve 4 is connected to the left damping tower 22; or a connecting sleeve 4 may be embedded at the front end of the right support beam 3, and the connecting sleeve 4 is connected to the right damping tower 23.

[0040] In some embodiments, any two or three or all of the following can be fitted with a connecting sleeve 4: the left end of the crossbeam 1, the right end of the crossbeam 1, the front end of the left support beam 2, and the front end of the right support beam 3.

[0041] For example, when connecting sleeves 4 are embedded in the left end of the crossbeam 1, the right end of the crossbeam 1, the front end of the left support beam 2, and the front end of the right support beam 3, the connection between the reinforcing beam structure 10 and the left shock absorber tower 22 and the right shock absorber tower 23 can be strengthened. This makes the reinforcing beam structure 10, the left shock absorber tower 22, the right shock absorber tower 23, and the front of the vehicle 100 form a more stable whole, which is conducive to further improving the bending and torsional stiffness of the front of the vehicle 100 and improving the collision safety performance of the vehicle 100.

[0042] like Figure 1 and Figure 2 As shown, the connecting sleeve 4 has a protrusion 41 extending from the bottom wall of the crossbeam 1, the left support beam 2, or the right support beam 3. The protrusion 41 is used to embed into the left shock absorber tower 22 or the right shock absorber tower 23. Thus, when the reinforcing beam structure 10 is connected to the left shock absorber tower 22 or the right shock absorber tower 23, the protrusion 41 of the connecting sleeve 4 embeds into the left shock absorber tower 22 or the right shock absorber tower 23 to form a robust locking connection. This allows the connection to be less prone to slippage in the event of a collision involving the vehicle 100, increasing the stability of the connection.

[0043] That is, the crossbeam 1 can be fitted with a connecting sleeve 4 having a protrusion on the bottom wall of the crossbeam 1, and the protrusion 41 of the connecting sleeve 4 protruding from the bottom wall of the crossbeam 1 is embedded in the left damping tower 22 or the right damping tower 23.

[0044] The left support beam 2 may be fitted with a connecting sleeve 4 having a protrusion 41 on the bottom wall of the crossbeam 1, and the protrusion 41 of the connecting sleeve 4 protruding from the bottom wall of the crossbeam 1 is embedded in the left shock absorber tower 22.

[0045] The right support beam 3 may be fitted with a connecting sleeve 4 having a protrusion 41 on the bottom wall of the crossbeam 1, and the protrusion 41 of the connecting sleeve 4 protruding from the bottom wall of the crossbeam 1 is embedded in the right shock absorber tower 23.

[0046] This disclosure does not limit the specific structure of the protrusion 41. In some embodiments, such as Figure 2As shown, the protrusion 41 may include a gear hobbing structure 411 for embedding into the left damper tower 22 or the right damper tower 23. In this way, the friction between the connecting sleeve 4 and the left damper tower 22 or the right damper tower 23 can be increased, thereby reducing the risk of torque attenuation at the connection point.

[0047] In addition, the strength and hardness of the hobbing structure 411 can be improved by using a heat treatment process, so that the hobbing structure 411 can withstand greater impact force, which is beneficial to improving the safety performance of the vehicle 100 in a collision.

[0048] In other embodiments, the protrusion 41 may include an inner and outer radial toothed ring structure, which includes one or more consecutive radially distributed triangular toothed rings that can be used to embed the left damping tower 22 or the right damping tower 23.

[0049] In some embodiments, at least one of the crossbeam 1, the left support beam 2, and the right support beam 3 is constructed as a hollow beam with a closed cross-section. That is, any one of the crossbeam 1, the left support beam 2, and the right support beam 3 is constructed as a hollow structure with a closed cross-section, or any two are constructed as hollow structures with closed cross-sections, or all three are constructed as hollow structures with closed cross-sections. This is beneficial for improving the overall torsional stiffness performance of the reinforcing beam structure 10, and also for reducing the weight of the reinforcing beam structure 10 and the lightweighting of the vehicle 100.

[0050] The crossbeam 1, the left support beam 2, or the right support beam 3 can be constructed as a hollow structure with a closed cross-section at any local location. In particular, in embodiments where the left or right end of the crossbeam 1, the front end of the left support beam 2, or the front end of the right support beam 3 is constructed as a hollow structure with a closed cross-section, the local bending and torsional stiffness of the part where the left end of the crossbeam 1 is connected to the left damping tower 22 can be improved, the local bending and torsional stiffness of the part where the right end of the crossbeam 1 is connected to the right damping tower 23 can be improved, the local bending and torsional stiffness of the part where the front end of the left support beam 2 is connected to the left damping tower 22 can be improved, and the local bending and torsional stiffness of the part where the front end of the right support beam 3 is connected to the right damping tower 23 can be improved.

[0051] The crossbeam 1, the left support beam 2, or the right support beam 3 can be constructed as a whole as a hollow beam with a closed cross-section. That is, the cross-section of the hollow beam at any position is a closed cross-section. This further improves the bending and torsional stiffness of the crossbeam 1, the left support beam 2, and the right support beam 3. This is beneficial for improving the overall torsional stiffness of the reinforcing beam structure 10, and also helps reduce the weight of the reinforcing beam structure 10, thus contributing to the lightweighting of the vehicle 100.

[0052] In some embodiments of the vehicle 100, the crossbeam 1, the left support beam 2, and the right support beam 3 are all constructed as hollow beams with closed cross sections. This can further enhance the effect of the reinforcing beam structure 10 on the overall bending and torsional stiffness and collision safety performance of the vehicle 100.

[0053] Here, the reinforcing beam structure 10 can be made of steel, which can effectively reduce manufacturing costs compared to the reinforcing beam structure 10 made of aluminum.

[0054] Furthermore, the reinforcing beam structure 10 can be manufactured using processes such as sheet metal stamping, roll forming, cold heading, and welding. For example, the crossbeam 1, left support beam 2, and right support beam 3 can all be manufactured using roll forming. Compared to die casting, the crossbeam 1, left support beam 2, and right support beam 3 manufactured using roll forming have higher strength and lower cost. Similarly, the connecting sleeve can be manufactured using cold heading. Specifically, a cold heading machine is used to shape a sleeve by pressing and impacting a coiled metal wire (such as medium carbon steel or alloy steel) at room temperature through a series of dies. Connecting sleeves manufactured using cold heading have higher strength and better fatigue resistance.

[0055] The cross-sectional shape of a hollow beam with a closed cross-section can be various, such as rectangular, square, polygonal, etc., and this disclosure does not limit it.

[0056] The connecting sleeve 4 can connect the reinforcing beam structure 10 to the left damping tower 22 or the right damping tower 23 in a variety of ways.

[0057] In some embodiments, the connecting sleeve 4 can be used to mate with connecting bolts to connect the crossbeam 1, the left support beam 2, or the right support beam 3 to the left damping tower 22 or the right damping tower 23. Connecting by connecting bolts enhances the tensile strength of the connection and improves its stability.

[0058] In embodiments where the protrusion 41 of the connecting sleeve 4 includes a gear hobbing structure 411, by using connecting bolts, after the reinforcing beam structure 10 is tightened with the left damping tower 22 or the right damping tower 23 by the connecting bolts, the gear hobbing structure 411 can be embedded in the left damping tower 22 or the right damping tower 23, thereby increasing the friction coefficient of the connection between the reinforcing beam structure 10 and the left damping tower 22 or the right damping tower 23 and reducing the risk of torque attenuation of the connecting bolts; In other embodiments, the connecting sleeve 4 can be connected to the left damping tower 22 or the right damping tower 23 by screws.

[0059] like Figures 1 to 3As shown, in some embodiments, the left end of the crossbeam 1 may be provided with multiple connecting sleeves 4, which are spaced apart along the left and right directions of the crossbeam 1. The left end of the crossbeam 1 is connected to the left damping tower 22 through the multiple connecting sleeves 4, which can avoid stress concentration at the connection contact surface between the left end of the crossbeam 1 and the left damping tower 22, making the load distribution at the connection part more uniform, the connection stiffness stronger, and improving the connection stability.

[0060] In some embodiments, a plurality of connecting sleeves 4 may be provided at the right end of the crossbeam 1, and the plurality of connecting sleeves 4 are arranged at intervals along the left and right directions of the crossbeam 1. In this way, stress concentration at the contact surface between the right end of the crossbeam 1 and the right damping tower 23 can be avoided, resulting in a more uniform load distribution at the connection point, stronger connection stiffness, and improved connection stability.

[0061] In some embodiments, multiple connecting sleeves 4 may be provided at both the left and right ends of the crossbeam 1, with the multiple connecting sleeves 4 spaced apart along the left-right direction of the crossbeam 1. This helps to further improve the connection stability between the crossbeam 1 and the left shock absorber tower 22 and the right shock absorber tower 23, thereby improving the bending and torsional stiffness of the front of the vehicle 100.

[0062] There are multiple ways to connect the crossbeam 1 to the left support beam 2 or the right support beam 3, and this disclosure does not limit this.

[0063] In some embodiments, the rear end of the left support beam 2 can be welded to the crossbeam 1, so that the left support beam 2 and the crossbeam 1 form a continuous integral part, which allows external forces (such as the impact force generated by the collision of vehicle 100) to flow directly from the crossbeam 1 to the left support beam 2 through the weld metal, with a smoother force transmission path, and can provide better bending and torsional resistance.

[0064] Similarly, the rear end of the right support beam 3 can be welded to the crossbeam 1, so that the right support beam 3 and the crossbeam 1 form a continuous integral part, which can provide better bending and torsional resistance.

[0065] In some embodiments, the rear end of the left support beam 2 is welded to the crossbeam 1, and the rear end of the right support beam 3 is welded to the crossbeam 1. This arrangement allows the crossbeam 1, the left support beam 2, and the right support beam 3 to form a complete integral component, which is beneficial for further improving the bending and torsional resistance of the reinforced beam structure 10.

[0066] The welding connection between the left support beam 2 or the right support beam 3 and the crossbeam 1 can be an electric arc weld, such as MIG welding or submerged arc welding, or a high-energy high-speed weld, such as laser welding. This disclosure does not limit this.

[0067] like Figure 1 and Figure 2As shown, in some embodiments, the left support beam 2 and the right support beam 3 are arranged at an angle, and the distance between the front end of the left support beam 2 and the front end of the right support beam 3 is greater than the distance between the rear end of the left support beam 2 and the rear end of the right support beam 3. Thus, when the reinforcing beam structure 10 connects the left shock absorber tower 22 and the right shock absorber tower 23, the left shock absorber tower 22, the left support beam 2, and the crossbeam 1 form a triangular frame, and the right shock absorber tower 23, the right support beam 3, and the crossbeam 1 also form a triangular frame. The triangular frames are relatively stable, which is beneficial for improving the collision performance of the vehicle 100.

[0068] The crossbeam 1 can be directly connected to the front bulkhead 21 of the vehicle 100 by means of, for example, bolts, or it can be connected to the front bulkhead 21 of the vehicle 100 by the front bulkhead connecting part 5 mentioned below. As long as the crossbeam 1 can be connected to the front bulkhead 21 of the vehicle 100, this disclosure does not limit it.

[0069] In some embodiments, the reinforcing beam structure 10 further includes a front panel connection portion 5, through which the crossbeam 1 is connected to the front panel 21. The front panel connection portion 5 includes a first connecting plate 51 and a second connecting plate 52 connected at an angle. The first connecting plate 51 is connected to the crossbeam 1, and the second connecting plate 52 is used to connect to the front panel 21. This arrangement helps to improve the strength of the connection between the crossbeam 1 and the front panel 21.

[0070] The first connecting plate 51 can be installed and connected to the crossbeam 1, for example, by screwing. The first connecting plate 51 can also be welded to the crossbeam 1, for example, by MIG welding, sintering, etc. This disclosure does not limit this.

[0071] The second connecting plate 52 can be directly connected to the front bulkhead 21, for example, by bolts, or it can be connected to the front bulkhead 21 via the connector 24. Figure 3 As shown, the second connecting plate 52 is connected to one end of the connector 24, and the other end of the connector 24 is connected to the front bulkhead 21 of the vehicle body. By providing the connector 24, on the one hand, the connector 24 suitable for connecting to the second connecting plate 52 can be flexibly designed according to the structure of the second connecting plate 52, while also allowing for minimal modifications to the structure of the front bulkhead 21; on the other hand, it is equivalent to adding a component at the connection point between the second connecting plate 52 and the front bulkhead 21, which helps to improve the structural strength of the connection point between the second connecting plate 52 and the front bulkhead 21.

[0072] This disclosure does not limit the specific structure of the connector 24; for example, it can be as follows: Figure 3 The box structure shown.

[0073] This disclosure does not limit the connection method between the connector 24 and the second connecting plate 52, or between the connector 24 and the front cover 21. In some embodiments, the second connecting plate 52 and the connector 24, or the connector 24 and the front cover 21, can be connected by means of screwing, riveting, etc.

[0074] According to a second aspect of this disclosure, this disclosure also provides a vehicle front compartment structure 20, which includes a left shock absorber tower 22, a right shock absorber tower 23 and the aforementioned reinforcing beam structure 10. A crossbeam 1 is connected to the front bulkhead 21 of a vehicle 100. The left and right ends of the crossbeam 1 are respectively connected to the left shock absorber tower 22 and the right shock absorber tower 23 of the front compartment of the vehicle 100. The front end of the left support beam 2 is connected to the left shock absorber tower 22, and the front end of the right support beam 3 is connected to the right shock absorber tower 23.

[0075] The reinforced beam structure 10, left shock absorber tower 22, right shock absorber tower 23, and front bulkhead 21 form a stable whole, thereby improving the bending and torsional stiffness and collision safety performance of the whole vehicle. Especially in the event of a small offset collision, the impact force on the vehicle 100 is transmitted to the crossbeam 1 through the left shock absorber tower 22 and right shock absorber tower 23, then to the left support beam 2 and right support beam 3 through the crossbeam 1, and finally to the front bulkhead 21 connection 5. This increases the force transmission path and length, which is beneficial to the improvement of safety performance, for example, the safety performance can be improved by 25%, thereby improving the overall safety of the vehicle 100.

[0076] According to a third aspect of this disclosure, this disclosure also provides a vehicle 100 that may include the aforementioned reinforcing beam structure 10, or the vehicle 100 may include the aforementioned vehicle front compartment structure 20. The vehicle 100 has all the beneficial effects of the aforementioned reinforcing beam structure 10, which will not be elaborated upon herein.

[0077] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0078] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0079] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A reinforced beam structure, characterized in that, The reinforcing beam structure includes a crossbeam, a left support beam, a right support beam, and at least one connecting sleeve; The crossbeam is used to connect to the front bulkhead of the vehicle; The left and right ends of the crossbeam are respectively used to connect to the left and right shock absorber towers in the front compartment of the vehicle. The front end of the left support beam is used to connect to the left damping tower and the rear end is used to connect to the crossbeam. The front end of the right support beam is connected to the right damping tower and the rear end is connected to the crossbeam. The connecting sleeve is embedded in at least one of the crossbeam, the left support beam, and the right support beam, so as to be connected to the left damping tower or the right damping tower through the corresponding connecting sleeve.

2. The reinforced beam structure according to claim 1, characterized in that, The connecting sleeve has a protrusion that protrudes from the bottom wall of the crossbeam, the bottom wall of the left support beam or the right support beam, and the protrusion is used to embed the left damping tower or the right damping tower.

3. The reinforced beam structure according to claim 2, characterized in that, The protrusion includes a toothed structure for embedding into the left or right shock absorber tower.

4. The reinforced beam structure according to claim 1, characterized in that, At least one of the crossbeam, the left support beam, and the right support beam is constructed as a hollow beam with a closed cross-section.

5. The reinforced beam structure according to any one of claims 1-4, characterized in that, The connecting sleeve is used to mate with the connecting bolt to connect the crossbeam, the left support beam, or the right support beam to the left damping tower or the right damping tower.

6. The reinforced beam structure according to any one of claims 1-4, characterized in that, The left end of the crossbeam is provided with a plurality of connecting sleeves, which are spaced apart along the left-right direction of the crossbeam; and / or, The right end of the crossbeam is provided with a plurality of connecting sleeves, which are arranged at intervals along the left and right direction of the crossbeam.

7. The reinforced beam structure according to any one of claims 1-4, characterized in that, The rear end of the left support beam is welded to the crossbeam; and / or, The rear end of the right support beam is welded to the crossbeam.

8. The reinforced beam structure according to any one of claims 1-4, characterized in that, The left support beam and the right support beam are arranged at an angle, and the distance between the front end of the left support beam and the front end of the right support beam is greater than the distance between the rear end of the left support beam and the rear end of the right support beam.

9. The reinforced beam structure according to any one of claims 1-4, characterized in that, The reinforcing beam structure also includes a front panel connection part, and the crossbeam is connected to the front panel through the front panel connection part; The front panel connection includes a first connecting plate and a second connecting plate that are connected at an angle. The first connecting plate is connected to the crossbeam, and the second connecting plate is used to connect to the front panel.

10. The reinforced beam structure according to claim 9, characterized in that, The reinforcing beam structure also includes connectors; The second connecting plate is adapted to be connected to the front enclosure via the connecting member.

11. A vehicle front compartment structure, characterized in that, Includes a left damping tower, a right damping tower, and a reinforced beam structure according to any one of claims 1-10; The crossbeam is connected to the front bulkhead of the vehicle; The left and right ends of the crossbeam are connected to the left and right shock absorber towers in the front compartment of the vehicle. The front end of the left support beam is connected to the left damping tower, and the front end of the right support beam is connected to the right damping tower.

12. A vehicle, characterized in that, It includes the reinforcing beam structure according to any one of claims 1-10, or the vehicle front compartment structure according to claim 11.

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