Beam assembly for a vehicle and vehicle
Patent Information
- Application Number
- CN202522523723.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-27
- Publication Date
- 2026-10-16
- Estimated Expiration
- 2035-11-27
AI Technical Summary
过厚的铺贴层会缩小腔体体积，直接导致金属嵌件无法顺利装配，严重影响产品的生产进度与质量
[0021]Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Smart Images
Figure CN224857013U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle body technology, and in particular to a beam assembly for a vehicle and a vehicle. Background Technology
[0002] In the automotive industry, the demand for lightweighting has driven the widespread application of carbon fiber composites in vehicle body structures, leading to the widespread use of prepreg autoclave technology in automobile manufacturing. Prepreg autoclave technology is a process that uses prepreg (fiber-reinforced material pre-impregnated with resin) to cure and solidify in an autoclave through heating and pressurization, thereby producing high-performance composite material components.
[0003] The vehicle body serves as the mounting platform for various specialized components such as the chassis and interior / exterior trim, thus requiring numerous mounting structures. However, when holes are drilled in composite materials to achieve these mounting structures, the holes sever the fibers, disrupting their continuity and affecting the load-bearing capacity of the composite material. Furthermore, the holes cause stress concentration at the hole edges, meaning that the stress in the area surrounding the hole is much greater than in other areas.
[0004] Therefore, for the hard points of the vehicle body that are subject to heavy loads, a co-curing design with metal inserts is commonly used to meet performance requirements. Co-curing with metal inserts means that during the curing process of the composite material, the metal inserts are cured together with the composite material, allowing them to bond tightly together as a whole. This method satisfies the performance requirements of the hard points of the vehicle body structure.
[0005] In related technologies, composite prepregs are applied in the manufacture of structural components such as vehicles using a layer-by-layer laying process. However, in this layer-by-layer laying process, each layer of composite prepreg itself has a certain thickness deviation. As the number of layers increases, these small thickness tolerances accumulate, sometimes resulting in the overall thickness exceeding the pre-designed standard. Excessively thick layers reduce the cavity volume, directly hindering the assembly of metal inserts and severely impacting production schedule and quality. Utility Model Content
[0006] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a beam assembly. According to the beam assembly of this invention, by setting a filling gap between the edge of the insert and the inner wall of the receiving cavity, and using a first filling layer for filling and connection, assembly problems caused by shell thickness deviations are effectively avoided, thereby improving the product assembly success rate and production efficiency.
[0007] This utility model also proposes a vehicle having the above-mentioned beam assembly.
[0008] The beam assembly for a vehicle according to the present invention includes: a housing having a receiving cavity formed inside; an insert disposed within the receiving cavity, the edge of the insert being spaced apart from the inner wall of the receiving cavity to form a filling gap; and a first filling layer disposed within the filling gap and connecting at least a portion of the edge of the insert to the housing; wherein the housing is constructed of a fiber composite and the insert is constructed of a metal.
[0009] According to the beam assembly of this utility model, after the shell is formed by laying prepreg layer by layer, the insert is placed in the receiving cavity. At this time, a filling gap is formed between the edge of the insert and the inner wall of the receiving cavity, so there is no interference between the insert and the inner wall of the receiving cavity, and the assembly is simple. A first filling layer is provided in the filling gap, and the first filling layer connects at least part of the edge of the insert to the shell. The first filling layer can fill the gap between the insert and the shell, so that the load can be effectively transferred between the two, improving the structural integrity and reliability of the beam assembly. By setting a filling gap between the edge of the insert and the inner wall of the receiving cavity, and using the first filling layer for filling and connection, it can adapt to the dimensional deviations that may occur during the shell manufacturing process. Even if there is a certain error in the size of the receiving cavity of the shell, the insert can still be smoothly assembled and a good connection effect can be achieved by filling and adjusting the filling material in the filling gap, thereby improving the assembly success rate and production efficiency of the product.
[0010] According to some embodiments of the present invention, the inlay includes: an inlay body, which is received in the receiving cavity and protrudes toward the opening of the receiving cavity; and a flange, which is disposed on the outer periphery of the inlay body and fits against the bottom wall of the receiving cavity, and the filling gap is formed between the outer periphery of the flange and the inner wall of the receiving cavity.
[0011] According to some embodiments of the present invention, the beam assembly further includes: a second filling layer, the second filling layer being disposed on at least a portion of the surface of the receiving cavity, and the second filling layer covering at least a portion of the surfaces of the first filling layer, the flange portion, and the inlay body.
[0012] According to some embodiments of the present invention, the first filling layer is constructed as a fiber composite and the second filling layer is constructed as a fiber composite.
[0013] According to some embodiments of the present invention, the distance between the outer periphery of the flange and the inner wall of the receiving cavity is a, the length of the flange is b, and satisfies: 0.25≤a / b≤0.5.
[0014] According to some embodiments of the present invention, the wall thickness of the outer shell is c, and satisfies: 0.8≤c / a≤1.2.
[0015] According to some embodiments of this utility model, the wall thickness c satisfies: 6mm≤c≤6.6mm.
[0016] According to some embodiments of this utility model, the distance 'a' between the outer periphery of the flange and the inner wall of the receiving cavity satisfies: 5mm ≤ a ≤ 8.25mm.
[0017] According to some embodiments of the present invention, the outer shell includes multiple carbon fiber lay-ups, the thickness of the carbon fiber lay-ups is n and the structure is m layers stacked in the thickness direction, and satisfies: 0.43mm≤n≤0.45mm, 12≤m≤14.
[0018] According to an embodiment of the present invention, a beam assembly includes a shell formed by layering prepregs, an insert made of metal, and a first filling layer and a second filling layer made of fiber composite. The shell has an internal cavity, and the insert is disposed in the cavity. The insert's edge and the inner wall of the cavity form a filling gap. The first filling layer fills the gap and connects the insert and the shell, thereby achieving effective load transfer between the two and adapting to dimensional deviations in the shell manufacturing, thus improving assembly success rate and production efficiency. The insert includes an insert body for connecting other components and protruding towards the cavity opening, and a flange portion disposed on its outer periphery and fitting against the bottom wall of the cavity. The second filling layer is disposed on at least part of the surface of the receiving cavity, covering at least part of the surface of the first filling layer, the flange, and the insert body. It can be applied after the first filling layer has cured. The material is selected as carbon fiber or glass fiber, with 2-4 layers laid up, and it wraps the insert and is cured together to form a support structure, which enhances the overall rigidity and bonding and prevents detachment. By constructing both the first and second filling layers as fiber composites with the same material properties as the shell, they can be well combined to form an efficient and continuous load transfer path. The first filling layer guides and disperses stress and improves local rigidity and strength, while the second filling layer enhances the connection and improves the structural integrity. Together, they bear the dispersed vehicle running load and maintain the advantage of lightweight, thereby improving the structural integrity, reliability, durability, and service life of the beam assembly.
[0019] The vehicle according to this utility model is briefly described below.
[0020] The vehicle according to this utility model includes the beam assembly described in any of the above embodiments. Since the vehicle according to this utility model includes the beam assembly described in any of the above embodiments, it effectively improves the structural reliability, lightweighting level, and assembly convenience of the vehicle while ensuring the connection strength at the mounting points.
[0021] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0022] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a structural schematic diagram of a beam assembly according to an embodiment of the present invention; Figure 2 This is an internal plan view of a beam assembly according to an embodiment of the present invention; Figure 3 This is a frontal view schematic diagram of a beam assembly according to an embodiment of the present utility model; Figure 4 yes Figure 3 Cross-sectional view at point AA.
[0023] Figure label: 1. Beam components; 11. Outer shell; 111. Receiving cavity; 12. Inlay; 121. Inlay body; 122. Flanged edge; 13. First filler layer; 14. Second filler layer. Detailed Implementation
[0024] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.
[0025] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more. In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0026] In related technologies, composite prepregs are applied in the manufacture of structural components such as vehicles using a layer-by-layer laying process. However, in this layer-by-layer laying process, each layer of composite prepreg itself has a certain thickness deviation. As the number of layers increases, these small thickness tolerances accumulate, sometimes resulting in the overall thickness exceeding the pre-designed standard. Excessively thick layers reduce the cavity volume, directly hindering the assembly of metal inserts and severely impacting production schedule and quality.
[0027] The following is for reference. Figures 1-4 Description of beam assembly 1 according to an embodiment of the present utility model.
[0028] like Figures 1-4 As shown, the beam assembly 1 for a vehicle according to the present invention includes a housing 11, an insert 12, and a first filling layer 13. A receiving cavity 111 is formed inside the housing 11. The insert 12 is disposed within the receiving cavity 111, and a filling gap is formed between the edge of the insert 12 and the inner wall of the receiving cavity 111. The first filling layer 13 is disposed within the filling gap and connects at least a portion of the edge of the insert 12 to the housing 11, thereby achieving the connection between the insert 12 and the housing 11.
[0029] The outer shell 11 is constructed as a fiber composite, formed by layering prepreg during manufacturing. Fiber composite materials are composed of fibers (such as carbon fiber, glass fiber, etc.) and matrix materials (such as resin), possessing advantages such as high strength, high modulus, and light weight. In vehicle applications, high strength and high modulus ensure that the beam assembly 1 is not easily deformed or damaged under heavy loads, while light weight reduces the overall weight of the vehicle, contributing to improved fuel economy or driving range, while also reducing energy consumption during vehicle operation.
[0030] The outer shell 11 serves as the external structure of the beam assembly 1, bearing and protecting the internal inserts 12. The outer shell 11 can withstand various external loads during vehicle operation and transfer and distribute these loads throughout the structure, ensuring the stability and reliability of the beam assembly 1.
[0031] Given that the outer shell 11 is made of fiber composite material, and fiber composite material has unique fiber-reinforced structural characteristics, opening holes in it will inevitably interrupt the continuously distributed fibers, destroying the original integrity and continuity of the fibers, and thus causing stress concentration in the hole edge area. This stress concentration will significantly weaken the local strength of the outer shell 11 at the opening location, reducing the overall load-bearing capacity and structural stability of the outer shell 11.
[0032] In this utility model, the beam assembly 1 has an insert 12 that serves as a mounting point for connection with other components. By incorporating the insert 12, the strength and structural reliability of the outer shell 11 are effectively improved.
[0033] Inlay 12 is constructed of metal. Metal materials have good mechanical properties, such as high strength, hardness, and toughness, and can withstand greater forces and impacts.
[0034] According to the beam assembly 1 of this utility model, after the outer shell 11 is formed by laying prepreg layer by layer, the insert 12 is placed in the receiving cavity 111. At this time, a filling gap is formed between the edge of the insert 12 and the inner wall of the receiving cavity 111, so there is no interference between the insert 12 and the inner wall of the receiving cavity 111, and the assembly is simple. A first filling layer 13 is provided in the filling gap, and the first filling layer 13 connects at least part of the edge of the insert 12 to the outer shell 11. The first filling layer 13 can fill the gap between the insert 12 and the outer shell 11, so that the load can be effectively transferred between the two, improving the structural integrity and reliability of the beam assembly 1. By setting a filling gap between the edge of the insert 12 and the inner wall of the receiving cavity 111, and using the first filling layer 13 for filling and connection, it can adapt to the dimensional deviations that may occur during the manufacturing process of the outer shell 11. Even if there is a certain error in the size of the receiving cavity 111 of the outer shell 11, the insert 12 can still be smoothly assembled and a good connection effect can be achieved by filling and adjusting the filling material in the filling gap, thereby improving the assembly success rate and production efficiency of the product.
[0035] According to some embodiments of this utility model, such as Figure 4 As shown, the insert 12 includes an insert body 121 and a flange 122. The insert body 121 is used to connect with other components and needs to withstand various loads transmitted from other components during connection to ensure the stability and reliability of the connection.
[0036] The insert body 121 is housed within the receiving cavity 111 and protrudes toward the opening of the receiving cavity 111, facilitating connection with other components. The protruding structure can form a specific connection interface, making it easy to connect with other components and improving assembly efficiency and accuracy.
[0037] The flange 122 is disposed on the outer periphery of the insert body 121 and fits against the bottom wall of the receiving cavity 111, increasing the contact area between the insert 12 and the outer shell 11. This makes the connection between the insert 12 and the outer shell 11 more stable, effectively dispersing stress and reducing local stress concentration, thereby improving the stability of the entire beam assembly 1 under load. A filling gap is formed between the outer periphery of the flange 122 and the inner wall of the receiving cavity 111, providing space for subsequent filling material. This allows the filling material to fully fill the space between the insert 12 and the outer shell 11 to form the first filling layer 13, further enhancing the connection strength and integrity between the two.
[0038] Through the synergistic effect of the insert body 121 and the flange 122, and the setting of the filling material in the filling gap, the insert 12 and the shell 11 form an integral whole, which can better withstand various loads and improve the structural integrity of the beam assembly 1.
[0039] According to some embodiments of this utility model, such as Figure 4 As shown, the beam assembly 1 also includes a second filling layer 14, which is disposed on at least a portion of the surface of the receiving cavity 111 and covers at least a portion of the surfaces of the first filling layer 13, the flange portion 122 and the insert body 121.
[0040] The second filler layer 14 further enhances the connection strength and integrity between the insert 12 and the housing 11. By covering part of the surface of the first filler layer 13, the flange 122, and the insert body 121, the second filler layer 14 provides additional connection strength, ensuring that the load is transferred more evenly between the insert 12 and the housing 11, and reducing the risk of local stress concentration.
[0041] During manufacturing, the second filler layer 14 can be applied after the first filler layer 13 has cured to form an integrated filler structure. The material of the second filler layer 14 can be the same as or different from the first filler layer 13 to ensure good adhesion and mechanical properties.
[0042] By incorporating the second filling layer 14, the connection between the insert 12 and the outer shell 11 is more robust when the beam assembly 1 is subjected to complex loads. Simultaneously, the second filling layer 14 also provides a degree of sealing and protection, thereby improving the durability and service life of the beam assembly 1.
[0043] In the actual manufacturing process, the material selected for the second filler layer 14 can be either carbon fiber or glass fiber. During the layup operation, the number of layup layers for the second filler layer 14 is set to 2-4 layers. The second filler layer 14 is laid up to encapsulate the insert 12, and then co-cured together with the insert 12 to finally form a support structure. This effectively enhances the rigidity of the overall structure and significantly improves the bonding performance between components during processing, effectively preventing components from detaching.
[0044] According to some embodiments of the present invention, the first filling layer 13 is constructed as a fiber composite and the second filling layer 14 is constructed as a fiber composite.
[0045] By constructing both the first filling layer 13 and the second filling layer 14 as fiber composites, the first filling layer 13 and the second filling layer 14 are consistent in material properties with the outer shell 11, which is also a fiber composite, ensuring good bonding between the layers. During the curing process, the fiber composite layers can form a strong overall structure, thereby achieving an efficient and continuous load transfer path from the outer shell 11 to the insert 12.
[0046] By employing a first filler layer 13 in the form of a fiber composite, stress transmitted from the insert 12 to the housing 11 can be guided and dispersed, significantly improving the local stiffness and strength of the filler gap region.
[0047] By adopting a second filling layer 14 in the form of a fiber composite, the connection between the first filling layer 13 and the insert 12 and the outer shell 11 is further enhanced. It also wraps at least part of the flange 122, the insert body 121 and the first filling layer 13 as a whole, thereby improving the integrity of the entire structure and jointly bearing and distributing the load generated during vehicle operation.
[0048] In addition, by using fiber composite materials as the first filling layer 13 and the second filling layer 14, high strength is achieved while maintaining the lightweight advantage of the entire beam assembly 1.
[0049] According to some embodiments of this utility model, such as Figure 4 As shown, the distance between the outer periphery of the flange 122 and the inner wall of the receiving cavity 111 is a, and the length of the flange 122 is b, and satisfies: 0.25≤a / b≤0.5.
[0050] The distance 'a' between the outer periphery of the flange 122 and the inner wall of the receiving cavity 111 reflects the size of the filling gap. The size of the filling gap directly affects the filling effect and the connection performance between the insert 12 and the outer shell 11. The length 'b' of the flange 122 is the extension length of the flange 122 along the direction of contact with the bottom wall of the receiving cavity 111. The length of the flange 122 affects its contact area with the bottom wall of the receiving cavity 111, thereby affecting the connection stability and load-bearing capacity between the insert 12 and the outer shell 11.
[0051] When a / b is less than 0.25, the excessively narrow gap makes the first filler layer 13 difficult to lay and cure, easily leading to defects and weakening the connection strength. While when a / b exceeds 0.5, the excessively wide gap, although beneficial for filling, unnecessarily sacrifices the effective load-bearing length b of the flange 122 under the same spatial constraints. Therefore, this optimized ratio... Therefore, by limiting the ratio of distance a to length b, a / b, to a range of 0.25 to 0.5, it is ensured that the flange 122 provides sufficient contact area to guarantee stability, while also reserving just the right amount of space for the first filling layer 13 to achieve its optimal connection and enhancement performance.
[0052] According to some embodiments of this utility model, such as Figure 4 As shown, the wall thickness of the outer shell 11 is c, and satisfies: 0.8≤c / a≤1.2. The wall thickness c of the outer shell 11 refers to the thickness dimension of the outer shell 11 in the direction perpendicular to its surface, which directly affects the strength and stiffness of the outer shell 11 itself, as well as the weight of the entire beam assembly 1.
[0053] When the c / a ratio is less than 0.8, the width 'a' of the filling gap is too large relative to the wall thickness of the outer shell 11. An excessively large filling gap will cause the first filling layer 13 to easily deform under load, thus affecting the connection stability between the insert 12 and the outer shell 11, and reducing the overall structural strength and reliability of the beam assembly 1. At the same time, an excessively large filling gap will increase the difficulty and amount of filling the first filling layer 13, potentially leading to uneven distribution of the filling material, affecting the filling quality, and also increasing production costs and manufacturing cycle.
[0054] When the ratio of c / a is higher than 1.2, the width a of the filling gap is too small relative to the wall thickness of the outer shell 11. The first filling layer 13 may not be able to fill fully during filling due to the small gap. This requires high precision in the manufacturing process. In actual production, there will inevitably be certain dimensional errors in the manufacturing of the outer shell 11 and the insert 12. The small filling gap will make the assembly process difficult and may result in incomplete assembly, affecting the assembly success rate and production efficiency of the product.
[0055] Therefore, by controlling the c / a ratio within the range of 0.8 to 1.2, the shell 11 body has sufficient wall thickness strength to provide stable support for the first filling layer 13. At the same time, it avoids the risk of filling layer deformation, performance instability and material waste caused by excessive gaps, and effectively avoids problems such as insufficient filling, assembly difficulties and reduced yield caused by excessively small gaps.
[0056] According to some embodiments of this utility model, such as Figure 4 As shown, the wall thickness c satisfies: 6mm≤c≤6.6mm.
[0057] When the wall thickness c is less than 6 mm, the overall stiffness and strength of the outer shell 11 may be insufficient, making it prone to excessive deformation under large loads, affecting structural stability, and making it difficult to provide sufficient local support for the connection of the insert 12. When the wall thickness c is greater than 6.6 mm, although the structural stiffness will be improved, it will increase the weight and production cost of the beam assembly 1.
[0058] By controlling the wall thickness c between 6mm and 6.6mm, it is possible to ensure that the outer shell 11 meets the strength and rigidity requirements under vehicle operating conditions while achieving better lightweighting and cost-effectiveness.
[0059] According to some embodiments of this utility model, such as Figure 4 As shown, the distance a between the outer periphery of the flange 122 and the inner wall of the receiving cavity 111 satisfies: 5mm≤a≤8.25mm.
[0060] When the distance a is less than 5mm, the filling gap is too narrow, making it difficult to operate the first filling layer 13 during laying. The first filling layer 13 may not be able to fill fully, resulting in a loose connection between the insert 12 and the shell 11. At the same time, during the assembly process, the fault tolerance of the small gap is poor, and the manufacturing precision requirements of the shell 11 and the insert 12 are more stringent. It is very easy for small dimensional deviations to cause assembly interference, affecting production efficiency and product qualification rate.
[0061] When the distance a is greater than 8.25 mm, the filling gap is too wide. An excessively wide filling gap requires more material to be filled, and when the beam assembly 1 is under load, the first filling layer 13 may deform significantly due to the excessive filling gap, which will reduce the connection effect of the first filling layer 13, reduce the connection strength between the insert 12 and the shell 11, and affect the connection reliability.
[0062] Therefore, by limiting the distance a to between 5mm and 8.25mm, it is possible to avoid difficulties in filling and assembly, affecting production efficiency and product qualification rate due to excessively small distance, and to prevent excessively large distance from causing deformation of the filling layer, reducing connection strength and reliability, thereby providing a suitable filling space for the first filling layer 13.
[0063] According to some embodiments of the present invention, the outer shell 11 includes multiple carbon fiber lay-ups, the thickness of the carbon fiber lay-ups is n and the structure is m layers stacked in the thickness direction, and satisfies: 0.43mm≤n≤0.45mm, 12≤m≤14.
[0064] Carbon fiber materials possess high strength and high modulus. When the total thickness n is between 0.43mm and 0.45mm and the number of layup layers m is between 12 and 14, the mechanical properties of carbon fiber can be fully utilized. Each carbon fiber layup can bear external loads to a certain extent. After multiple layups are stacked, stress can be effectively dispersed and transferred, making the outer shell 11 less prone to deformation and damage when subjected to various loads, thereby ensuring that the outer shell 11 has sufficient strength and stiffness.
[0065] Carbon fiber materials have low density, making them lighter than traditional metal materials for the same volume. By constructing the outer shell 11 as a multi-layered carbon fiber layup structure and controlling the total thickness n and the number of layups m, the weight of the outer shell 11 can be reduced as much as possible while meeting the strength and stiffness requirements.
[0066] When the number of layup layers (m) is between 12 and 14, it is neither too few, which would prevent the carbon fiber from performing to its full potential, nor too many, which would make the layup process overly complex. During the manufacturing process, each layer of carbon fiber prepreg can be laid out relatively easily according to the design requirements, and the required strength and stiffness can be achieved.
[0067] During the carbon fiber layup process, the total thickness of the outer shell 11 can be effectively controlled by precisely controlling the thickness and layup quality of each prepreg layer. At the same time, a suitable thickness range also facilitates the subsequent curing and molding process, ensuring that the outer shell 11 achieves the designed dimensions and performance after curing.
[0068] In actual manufacturing, prepregs accumulate thickness tolerances during the laying stage. For example, using a single layer of 400g / m² prepreg with a laying thickness of approximately 0.47mm... 2 When carbon fiber prepreg is designed to be laid in 12 layers, its theoretical total thickness is 5.64 mm. However, due to factors such as gaps between layers and resin flowability, the thickness of a single layer (n) after molding and curing will be compressed to approximately 0.43 mm, resulting in a final shell thickness of approximately 5.16 mm. However, if tolerances accumulate positively due to process fluctuations during the laying process, the actual total thickness after laying 12 layers can exceed 6 mm.
[0069] In summary, the beam assembly 1 according to the present invention includes a shell 11 formed by layering prepregs, an insert 12 constructed of metal, and a first filling layer 13 and a second filling layer 14 constructed of fiber composites. The shell 11 forms a receiving cavity 111, and the insert 12 is disposed in the receiving cavity 111. Its edge forms a filling gap with the inner wall of the receiving cavity 111. The first filling layer 13 fills the gap and connects the insert 12 and the shell 11, so as to realize the effective transfer of load between the two and adapt to the manufacturing dimensional deviation of the shell 11, thereby improving the assembly success rate and production efficiency. The insert 12 includes an insert body 121 for connecting other components and protruding towards the opening of the receiving cavity 111, and a flange portion 122 disposed on its outer periphery and attached to the bottom wall of the receiving cavity 111. The second filling layer 14 is disposed on at least a portion of the surface of the receiving cavity 111, covering at least a portion of the surface of the first filling layer 13, the flange portion 122, and the insert body 121. It can be applied after the first filling layer 13 has cured. The material is selected as carbon fiber or glass fiber, with 2-4 layers laid up, and it wraps the insert 12 and is cured together to form a support structure, which enhances the overall rigidity and bonding and prevents it from falling off. By constructing both the first filling layer 13 and the second filling layer 14 as fiber composites with the same material properties as the outer shell 11, they can be well combined to form an efficient and continuous load transfer path. The first filling layer 13 guides and disperses stress and improves local rigidity and strength, while the second filling layer 14 enhances the connection and improves the structural integrity. Together, they bear the dispersed vehicle running load and maintain the advantage of lightweight, thereby improving the structural integrity, reliability, durability, and service life of the beam assembly 1.
[0070] The vehicle according to this utility model is briefly described below.
[0071] The vehicle according to this utility model includes the beam assembly 1 in any of the above embodiments. Since the vehicle according to this utility model includes the beam assembly 1 in any of the above embodiments, the vehicle according to this utility model effectively improves the structural reliability, lightweight level, and assembly convenience of the vehicle while ensuring the connection strength of the mounting points.
[0072] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0073] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.
Claims
1. A beam assembly for a vehicle, characterized in that, include: The outer shell (11) has a receiving cavity (111) formed inside the outer shell (11). An insert (12) is disposed in the receiving cavity (111), and the edge of the insert (12) is spaced apart from the inner wall of the receiving cavity (111) to form a filling gap; A first filling layer (13) is disposed within the filling gap and connects at least a portion of the edge of the insert (12) to the outer shell (11); wherein The outer shell (11) is constructed of a fiber composite, and the insert (12) is constructed of a metal.
2. The beam assembly for a vehicle according to claim 1, characterized in that, The inlay (12) includes: The insert body (121) is housed in the receiving cavity (111) and protrudes toward the opening of the receiving cavity (111); A flange (122) is provided on the outer periphery of the insert body (121) and fits against the bottom wall of the receiving cavity (111). A filling gap is formed between the outer periphery of the flange (122) and the inner wall of the receiving cavity (111).
3. The beam assembly for a vehicle according to claim 2, characterized in that, Also includes: The second filling layer (14) is disposed on at least a portion of the surface of the receiving cavity (111) and covers at least a portion of the surface of the first filling layer (13), the flange (122) and the insert body (121).
4. The beam assembly for a vehicle according to claim 3, characterized in that, The first filling layer (13) is constructed as a fiber composite and the second filling layer (14) is constructed as a fiber composite.
5. The beam assembly for a vehicle according to claim 2, characterized in that, The distance between the outer periphery of the flange (122) and the inner wall of the receiving cavity (111) is a, the length of the flange (122) is b, and satisfies: 0.25≤a / b≤0.
5.
6. The beam assembly for a vehicle according to claim 5, characterized in that, The wall thickness of the outer shell (11) is c, and satisfies: 0.8≤c / a≤1.
2.
7. The beam assembly for a vehicle according to claim 6, characterized in that, The wall thickness c satisfies: 6mm≤c≤6.6mm.
8. The beam assembly for a vehicle according to claim 6, characterized in that, The distance a between the outer periphery of the flange (122) and the inner wall of the receiving cavity (111) satisfies: 5mm≤a≤8.25mm.
9. The beam assembly for a vehicle according to claim 1, characterized in that, The outer shell (11) includes multiple carbon fiber lay-ups with a thickness of n and a structure of m layers stacked in the thickness direction, satisfying: 0.43mm≤n≤0.45mm, 12≤m≤14.
10. A vehicle, characterized in that, Includes the beam assembly as described in any one of claims 1-9.