Vehicle

Abstract

The application discloses a vehicle, which comprises a vehicle frame longitudinal beam, a top of the vehicle frame longitudinal beam is provided with a vehicle body suspension, a vehicle body longitudinal beam is located on the top of the vehicle frame longitudinal beam, and the vehicle body longitudinal beam is connected with the vehicle frame longitudinal beam through the vehicle body suspension; a conducting support is connected to the front end of the vehicle body longitudinal beam, and part of the conducting support extends to the front end of the vehicle frame longitudinal beam, and the conducting support is adapted to deform and abut against the front end of the vehicle frame longitudinal beam under force. According to the vehicle of the embodiment of the application, part of the collision energy is transferred from the vehicle body longitudinal beam to the vehicle frame longitudinal beam through the conducting support, and the impact energy of the vehicle body longitudinal beam and the vehicle body suspension is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a vehicle. Background Technology

[0002] In related technologies, traditional vehicle body structures cannot effectively disperse and buffer the impact energy generated by external forces. At the moment of impact, most of the impact energy directly concentrates at the vehicle's suspension components. Because the suspension components withstand energy exceeding their design limits, the bolts within them are prone to bending or even breakage, severely impacting the vehicle's structural safety and reliability. To address this issue, the current method is to raise the R-point (passenger reference point) to allow more energy to impact the vehicle body. However, this structural adjustment introduces new problems. On the one hand, it places higher demands on the vehicle body's strength, leading to increased manufacturing costs and vehicle weight. On the other hand, the increased ground clearance reduces the vehicle's usability and makes it inconvenient for passengers to get in and out. Utility Model Content

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a vehicle that can transfer a portion of the collision energy from the vehicle body longitudinal beams to the frame longitudinal beams via a conductive support, thereby reducing the impact energy on the vehicle body longitudinal beams and vehicle body suspension.

[0004] This application also proposes a vehicle having the aforementioned vehicle.

[0005] A vehicle according to an embodiment of this application includes: a frame longitudinal beam, on the top of which a body mount is provided; a body longitudinal beam, located on top of the frame longitudinal beam and connected to the frame longitudinal beam via the body mount; and a transmission bracket, connected to the front end of the body longitudinal beam, with a portion of the transmission bracket extending to the front end of the frame longitudinal beam, the transmission bracket being adapted to deform under stress and abut against the front end of the frame longitudinal beam.

[0006] According to an embodiment of this application, the vehicle has a frame longitudinal beam, a body longitudinal beam, and a transmission bracket. The frame longitudinal beam and the body longitudinal beam are connected by a body mount. The transmission bracket is disposed at the front end of the body longitudinal beam, and a portion of the transmission bracket extends to the front end of the frame longitudinal beam. When the vehicle collides, the collision force is transmitted to the transmission bracket. The transmission bracket deforms toward the frame longitudinal beam to transfer part of the collision from the body longitudinal beam to the frame longitudinal beam, effectively reducing the impact energy of the body longitudinal beam and the body mount.

[0007] In some embodiments of this application, the transmission bracket includes: a first plate connected to the front end of the vehicle body longitudinal beam; a second plate connected to the bottom end of the first plate and extending in a direction away from the vehicle body longitudinal beam; and a third plate connected to the free end of the second plate and extending to the front end of the vehicle frame longitudinal beam, with a predetermined distance between the third plate and the front end of the vehicle frame longitudinal beam.

[0008] In some embodiments of this application, the preset distance between the third plate and the front end of the frame longitudinal beam is L and satisfies: 7mm≤L≤8mm.

[0009] In some embodiments of this application, the third plate is provided with reinforcing plates extending toward the frame longitudinal beam on both sides along the width direction, and the reinforcing plates are formed with extension plates extending toward and connecting to the vehicle body longitudinal beam.

[0010] In some embodiments of this application, the frame longitudinal beam includes a top plate, a bottom plate, and side plates connected to the top plate and the bottom plate respectively. The side plates extend toward the third plate body. The top plate and the side plates have conductive ends formed at their ends toward the third plate body. The conductive ends are located between the two reinforcing plates and are directly opposite the third plate body.

[0011] In some embodiments of this application, the side plate is formed with an energy-absorbing portion that extends through its thickness direction.

[0012] In some embodiments of this application, the energy-absorbing portion is configured as a corrugated notch extending along the length direction of the vehicle.

[0013] In some embodiments of this application, the vehicle body mount includes: a mount body, which is respectively inserted through the roof plate and a portion of the vehicle body longitudinal beam; and a fastener, which is inserted through the mount body and the vehicle body longitudinal beam and is adapted to fix the mount body to the roof plate and the vehicle body longitudinal beam.

[0014] In some embodiments of this application, the suspension body includes: a sleeve that passes through the top plate and a portion of the vehicle body longitudinal beam, the sleeve having a through hole suitable for mounting the fastener; a first damping portion disposed on the outer periphery of the sleeve and abutting against the bottom of the top plate; and a second damping portion disposed on the outer periphery of the sleeve and abutting against the top of the top plate and the bottom of the vehicle body longitudinal beam, respectively.

[0015] In some embodiments of this application, the top plate is formed with a first mounting hole extending through it along its thickness direction, the bottom of the vehicle body longitudinal beam is formed with a second mounting hole extending through it along the thickness direction, the sleeve is respectively inserted through the first mounting hole and the second mounting hole, and a portion of the sleeve is located inside the vehicle body longitudinal beam.

[0016] Additional aspects and advantages of this application 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 this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application 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 partial structural schematic diagram of a vehicle according to an embodiment of this application; Figure 2 yes Figure 1 A magnified view of a portion of the center circle A; Figure 3 This is a cross-sectional schematic diagram of a vehicle according to an embodiment of this application; Figure 4 This is an assembly diagram of the vehicle body longitudinal beam and transmission bracket according to an embodiment of this application; Figure 5 yes Figure 2 A magnified view of a portion of the center circle B; Figure 6 This is a structural schematic diagram of the vehicle frame according to an embodiment of this application.

[0018] Figure label: 10. Vehicles; 11. Frame longitudinal beam; 111. Top plate; 1111. First mounting hole; 112. Base plate; 113. Side plate; 1131. Energy-absorbing section; 114. Conducting end; 12. Vehicle body longitudinal beam; 121. Second mounting hole; 13. Conducting support; 131. First plate; 132. Second plate; 133. Third plate; 134. Reinforcing plate; 135. Extension plate; 14. Vehicle body mount; 141. Mount body; 1411. Sleeve; 1412, First vibration damping unit; 1413, Second vibration damping unit; 142, Fixing component. Detailed Implementation

[0019] The embodiments of this application 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 application, and should not be construed as limiting this application.

[0020] The following is for reference. Figures 1-6 The vehicle 10 according to an embodiment of this application includes: a frame longitudinal beam 11, with a body mount 14 disposed on the top of the frame longitudinal beam 11; a body longitudinal beam 12, located on top of the frame longitudinal beam 11, and connected to the frame longitudinal beam 11 via the body mount 14; and a transmission bracket 13, connected to the front end of the body longitudinal beam 12, with a portion of the transmission bracket 13 extending to the front end of the frame longitudinal beam 11, the transmission bracket 13 being adapted to deform under stress and abut against the front end of the frame longitudinal beam 11.

[0021] Currently, traditional vehicle body structures are unable to effectively disperse and buffer impact energy. At the moment of impact, most of the energy concentrates directly on the vehicle's suspension components. Because these components withstand energy exceeding their design limits, the bolts within them are prone to bending or even breakage, severely impacting the vehicle's structural safety and reliability. The solution is to raise the radius (R-point) to allow more energy to impact the body. However, this structural adjustment introduces new problems. Firstly, it places higher demands on body strength, leading to increased manufacturing costs and weight. Secondly, the increased ground clearance reduces vehicle usability and makes getting in and out of the vehicle more difficult for passengers.

[0022] In this regard, this application proposes a vehicle 10 that can transfer part of the collision energy from the vehicle body longitudinal beam 12 to the frame longitudinal beam 11 through the transmission bracket 13, thereby reducing the impact energy of the vehicle body longitudinal beam 12 and the vehicle body suspension 14.

[0023] Specifically, such as Figure 1 As shown, the vehicle 10 may include a frame longitudinal beam 11, a body longitudinal beam 12, and a transmission bracket 13. A body mount 14 may be provided on the top of the frame longitudinal beam 11. The body longitudinal beam 12 may be located on the top of the frame longitudinal beam 11, and the body longitudinal beam 12 and the frame longitudinal beam 11 may be connected through the body mount 14. It can be understood that the body mount 14 can connect the body longitudinal beam 12 and the frame longitudinal beam 11, and the body mount 14 can also absorb energy and reduce vibration to improve the stability of the connection between the body longitudinal beam 12 and the frame longitudinal beam 11.

[0024] Furthermore, such as Figure 2As shown, the transmission bracket 13 can be connected to the front end of the vehicle body longitudinal beam 12, and part of the transmission bracket 13 can extend to the front end of the frame longitudinal beam 11. The transmission bracket 13 is adapted to deform after being subjected to force and abut against the front end of the frame longitudinal beam 11. It can be understood that the transmission bracket 13 can deform after being subjected to force, and the transmission bracket 13 can abut against the front end of the frame longitudinal beam 11 after deformation. It should be noted that when a vehicle collision occurs, the collision force is preferentially transmitted to the transmission bracket 13 located at the front end of the frame longitudinal beam 11 and the vehicle body longitudinal beam 12. After receiving the collision force, the transmission bracket 13 can deform towards the frame longitudinal beam 11 until the transmission bracket 13 abuts against the front end of the frame longitudinal beam 11. At this time, part of the energy generated by the collision can be directly transmitted to the vehicle body longitudinal beam 12, and another part of the energy generated by the collision can be transmitted to the frame longitudinal beam 11 through the transmission bracket 13, thereby effectively realizing the dispersion and transmission of the collision force, avoiding the problem of the collision energy directly acting on the vehicle body suspension 14 and causing it to break, thereby reducing the impact energy of the vehicle body longitudinal beam 12 and the vehicle body suspension 14.

[0025] In short, the vehicle 10 of this application embodiment has a frame longitudinal beam 11, a body longitudinal beam 12, and a transmission bracket 13. The frame longitudinal beam 11 and the body longitudinal beam 12 are connected by a body mount 14. The transmission bracket 13 is disposed at the front end of the body longitudinal beam 12, and a portion of the transmission bracket 13 extends to the front end of the frame longitudinal beam 11. When the vehicle collides, the collision force is transmitted to the transmission bracket 13. The transmission bracket 13 deforms toward the frame longitudinal beam 11 to transfer part of the collision from the body longitudinal beam 12 to the frame longitudinal beam 11, effectively reducing the impact energy of the body longitudinal beam 12 and the body mount 14.

[0026] like Figure 2 , Figure 3 and Figure 5As shown, in some embodiments of this application, the conduction support 13 may include a first plate 131, a second plate 132, and a third plate 133. The first plate 131, the second plate 132, and the third plate 133 may be connected in sequence. Optionally, the first plate 131, the second plate 132, and the third plate 133 may be fixed by welding, or the first plate 131, the second plate 132, and the third plate 133 may be constructed as an integral molded part. Specifically, the first plate 131 can be connected to the front end of the vehicle body longitudinal beam 12. Optionally, the first plate 131 and the vehicle body longitudinal beam 12 can be directly welded together through the contact surface. The second plate 132 can be connected to the bottom end of the first plate 131 and can extend away from the vehicle body longitudinal beam 12. The third plate 133 can be connected to the free end of the second plate 132 and can extend to the front end of the frame longitudinal beam 11. The third plate 133 and the front end of the frame longitudinal beam 12 are spaced apart by a preset distance. The first plate 131 can improve the stability of the connection between the transmission medium and the vehicle body longitudinal beam 12. The second plate 132 can increase the distance between the third plate 133 and the frame longitudinal beam 11. The third plate 133 can deform towards the frame longitudinal beam 11 after receiving the impact force to achieve energy transfer.

[0027] In some embodiments of this application, the preset distance between the third plate 133 and the front end of the frame longitudinal beam 12 is L, satisfying the relationship: 7mm≤L≤8mm. That is, the preset distance between the third plate 133 and the front end of the frame longitudinal beam 12 can be any value between 7mm and 8mm. For example, the preset distance between the third plate 133 and the front end of the frame longitudinal beam 12 can be, but is not limited to, 7mm, 7.2mm, 7.5mm, 7.7mm, 8mm, etc. If the third plate 133 and the front end of the frame longitudinal beam 12... If the preset distance between the front ends of the third plate 133 and the front end of the frame longitudinal beam 12 is too small, the energy absorbed by the transmission bracket 13 during the collision will be less and the energy absorption effect will be poor. If the preset distance between the third plate 133 and the front end of the frame longitudinal beam 12 is too large, the energy will be difficult to be transferred to the frame longitudinal beam 11. Therefore, by setting the preset distance between the third plate 133 and the front end of the frame longitudinal beam 12 within the above range, the transmission bracket can transfer part of the collision from the body longitudinal beam 12 to the frame longitudinal beam 11, effectively reducing the impact energy of the body longitudinal beam 12 and the body suspension 14.

[0028] like Figure 2 and Figure 5As shown, in some embodiments of this application, reinforcing plates 134 may be provided on both sides of the third plate 133 along the width direction. The reinforcing plates 134 may extend toward the frame longitudinal beam 11. It should be noted that the width direction mentioned in this application may be the width direction of the vehicle, i.e., the Y direction of the vehicle. The reinforcing plates 134 can improve the structural strength of the third plate 133, so that the third plate 133 can absorb part of the collision energy through deformation. An extension plate 135 is also formed on the reinforcing plate 134. The extension plate 135 may extend toward the vehicle longitudinal beam 12, and the extension plate 135 may be connected to the vehicle longitudinal beam 12. The extension plate 135 can improve the connection strength between the third plate 133 and the vehicle longitudinal beam 12, so as to improve the structural stability of the third plate 133 and help the transfer of collision energy.

[0029] like Figure 6 As shown, in some embodiments of this application, the frame longitudinal beam 11 may include a top plate 111, a bottom plate 112, and a side plate 113. The side plate 113 may be connected to the top plate 111 and the bottom plate 112 respectively, and the side plate 113 may extend toward the third plate 133. The top plate 111 and the side plate 113 may form a conductive end 114 at one end toward the third plate 133. The conductive end 114 may be located between two reinforcing plates 134, and the conductive end may be directly opposite the third plate 133. This arrangement can ensure that the third plate 133 can abut against the conductive end 114 after being deformed by force, thereby realizing the dispersion and transfer of energy and avoiding the problem of collision energy directly acting on the vehicle body suspension 14 and causing it to break, thereby reducing the impact energy of the vehicle body longitudinal beam 12 and the vehicle body suspension 14.

[0030] Furthermore, the projection of the conductive end 114 along the length direction is located inside the projection of the third plate 133 along the length direction. It can be understood that the length direction referred to in this application can be the length direction of the vehicle, that is, the X direction of the vehicle. In a plane perpendicular to the length direction, the projection of the conductive end 114 is located inside the projection of the third plate 133. This arrangement can ensure that the third plate 133 can abut against the conductive end 114 after being deformed by force, thereby realizing the dispersion and transfer of energy and effectively reducing the impact energy of the vehicle body longitudinal beam 12 and the vehicle body suspension 14.

[0031] like Figure 6As shown, in some embodiments of this application, the side plate 113 is formed with an energy-absorbing portion 1131 extending through its thickness direction. The energy-absorbing portion 1131 can absorb the collision energy of the vehicle body longitudinal beam 12 through crushing and contraction, protecting the safety of the occupants. In some embodiments, the energy-absorbing portion 1131 can be configured as an energy-absorbing hole, allowing the side plate 113 to deform toward the energy-absorbing hole to absorb collision energy. The energy-absorbing hole can be configured as a combination of multiple circular holes and square holes. In a specific embodiment, the energy-absorbing portion 1131 is configured as a corrugated notch extending along the length direction of the vehicle. This configuration can more effectively allow the energy-absorbing portion 1131 to crush and absorb energy during a collision, thereby protecting the safety of the occupants.

[0032] like Figure 3 As shown, in some embodiments of this application, the vehicle body mount 14 may include a mount body 141 and a fastener 142. The mount body 141 may be respectively inserted into the roof plate 111 and part of the vehicle longitudinal beam 12. The fastener 142 may be inserted into the mount body 141 and the vehicle longitudinal beam 12. The fastener 142 may be used to fix the mount body 141 to the roof plate 111 and the vehicle longitudinal beam 12. In some embodiments, the fastener 142 may be a bolt. The bolt may be inserted into the mount body 141 and the vehicle longitudinal beam 12. The top end of the bolt may abut against the vehicle longitudinal beam 12. The bottom end of the bolt is provided with a nut. The nut abuts against the mount body 141, thereby achieving the function of fixing the mount body 141 to the roof plate 111 and the vehicle longitudinal beam 12.

[0033] like Figure 3 As shown, in some embodiments of this application, the suspension body 141 may include a sleeve 1411, a first damping part 1412, and a second damping part 1413. The sleeve 1411 may pass through the top plate 111 and part of the vehicle body longitudinal beam 12, and the sleeve 1411 may have a through hole for mounting a fastener 142, which may pass through the through hole. The first damping part 1412 may be disposed on the outer periphery of the sleeve 1411 and may abut against the bottom of the top plate 111. The second damping part 1413 may be disposed on the outer periphery of the sleeve 1411 and may abut against the bottom of the top plate 111. It can abut against the top of the top plate 111 and the bottom of the vehicle body longitudinal beam 12 respectively. The top plate 111 can be formed with a first mounting hole 1111 that extends through its thickness direction, and the bottom of the vehicle body longitudinal beam 12 can be formed with a second mounting hole 121 that extends through its thickness direction. The sleeve 1411 can be inserted through the first mounting hole 1111 and the second mounting hole 121 respectively, and part of the sleeve 1411 can be located inside the vehicle body longitudinal beam 12. This arrangement can enable the sleeve 1411 to further protect the fastener 142, reduce the stress on the fastener 142, and reduce the risk of the fastener 142 breaking under stress.

[0034] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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 application.

[0035] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0036] In the description of this application, "multiple" means two or more.

[0037] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0038] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0039] 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 this application. 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.

[0040] Although embodiments of this application 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 this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle, characterized in that, include: A frame longitudinal beam (11) is provided with a vehicle body mount (14) on its top. The body longitudinal beam (12) is located on top of the frame longitudinal beam (11), and the body longitudinal beam (12) and the frame longitudinal beam (11) are connected by the body suspension (14); A transmission bracket (13) is connected to the front end of the vehicle body longitudinal beam (12), and a portion of the transmission bracket (13) extends to the front end of the frame longitudinal beam (11). The transmission bracket (13) is adapted to deform under stress and abut against the front end of the frame longitudinal beam (11).

2. The vehicle according to claim 1, characterized in that, The conduction stent (13) includes: The first plate (131) is connected to the front end of the vehicle body longitudinal beam (12); The second plate (132) is connected to the bottom end of the first plate (131) and extends in a direction away from the vehicle body longitudinal beam (12); The third plate (133) is connected to the free end of the second plate (132) and extends to the front end of the frame longitudinal beam (11) and is spaced at a predetermined distance from the front end of the frame longitudinal beam (11).

3. The vehicle according to claim 2, characterized in that, The preset distance between the third plate (133) and the front end of the frame longitudinal beam (11) is L and satisfies: 7mm≤L≤8mm.

4. The vehicle according to claim 2, characterized in that, The third plate (133) has reinforcing plates (134) extending toward the frame longitudinal beam (11) on both sides along the width direction. The reinforcing plates (134) have extension plates (135) extending toward the vehicle body longitudinal beam (12) and connected to the vehicle body longitudinal beam (12).

5. The vehicle according to claim 4, characterized in that, The frame longitudinal beam (11) includes a top plate (111), a bottom plate (112), and side plates (113) connected to the top plate (111) and the bottom plate (112) respectively. The side plates (113) extend toward the third plate (133). The top plate (111) and the side plates (113) have a conductive end (114) at one end toward the third plate (133). The conductive end (114) is located between the two reinforcing plates (134) and is directly opposite to the third plate (133).

6. The vehicle according to claim 5, characterized in that, The side plate (113) has an energy-absorbing part (1131) that extends through it along its thickness direction.

7. The vehicle according to claim 6, characterized in that, The energy-absorbing part (1131) is constructed as a corrugated notch extending along the length direction of the vehicle.

8. The vehicle according to claim 6, characterized in that, The vehicle body mount (14) includes: Suspension body (141), the suspension body (141) is respectively installed in the top plate (111) and part of the vehicle body longitudinal beam (12). A fastener (142) passes through the suspension body (141) and the vehicle body longitudinal beam (12) and is adapted to fix the suspension body (141) to the roof plate (111) and the vehicle body longitudinal beam (12).

9. The vehicle according to claim 8, characterized in that, The suspension body (141) includes: A sleeve (1411) is provided through the top plate (111) and part of the vehicle body longitudinal beam (12), and the sleeve (1411) has a through hole suitable for installing the fastener (142); The first vibration damping part (1412) is disposed on the outer periphery of the sleeve (1411) and abuts against the bottom of the top plate (111); The second damping part (1413) is disposed on the outer periphery of the sleeve (1411) and abuts against the top of the top plate (111) and the bottom of the vehicle body longitudinal beam (12), respectively.

10. The vehicle according to claim 9, characterized in that, The top plate (111) has a first mounting hole (1111) that extends through it along its thickness direction, and the bottom of the vehicle body longitudinal beam (12) has a second mounting hole (121) that extends through it along the thickness direction. The sleeve (1411) passes through the first mounting hole (1111) and the second mounting hole (121) respectively, and part of the sleeve (1411) is located inside the vehicle body longitudinal beam (12).

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