Front longitudinal beam rear section member for vehicle, and vehicle

Abstract

The present invention relates to the field of vehicle body structures, and, in particular, provides a front longitudinal beam rear section member for a vehicle, and a vehicle, aiming at solving the problem in the prior art of difficulty transmitting collision energy of a vehicle to a longitudinal beam, a front longitudinal beam rear end structure, and a vehicle body sill beam. For this purpose, the front longitudinal beam rear section member for a vehicle of the present invention comprises: a positive force transmission part and front longitudinal beams, the positive force transmission part and a middle channel being sequentially connected in the length direction of the vehicle; and side force transmission parts, two side force transmission parts being symmetrically arranged on two sides of the positive force transmission part in the width direction of the vehicle, one end of each of the side force transmission parts being connected to the positive force transmission part in the width direction of the vehicle, and the other end being connected to an A-pillar lower inner plate and a sill beam on the corresponding side. According to the present invention, collision energy can be transmitted to the A-pillar lower inner plates, the sill beams, and the middle channel, the number of parts is reduced, the manufacturing costs are reduced, the process complexity of vehicle connection manufacturing is reduced, and the transmission efficiency of the collision energy is improved.

Description

Front longitudinal beam rear section of vehicle and vehicle

[0001] This application claims priority to Chinese patent application CN202311767761.5, filed on December 20, 2023, with the invention name “Rear section of front longitudinal beam of vehicle and vehicle”. The entire contents of the above Chinese patent application are incorporated into this application by reference. Technical Field

[0002] The present invention relates to the field of vehicle body structures, and in particular provides a front longitudinal beam rear section component of a vehicle and a vehicle. Background Art

[0003] In existing pure electric vehicles, the battery is located under the vehicle floor, occupying most of the space. Therefore, it is impossible to add a floor longitudinal beam structure under the floor, making it difficult to transfer collision energy to the longitudinal beam, the rear end structure of the front longitudinal beam, and the vehicle body rocker beam.

[0004] The existing rear section of the front longitudinal beam is connected to various parts of the vehicle body through multiple connecting structures. Excessive connecting parts will hinder the efficiency of collision energy transmission. The existing subframe is installed on the front longitudinal beam. After a collision, the front longitudinal beam will collapse. The collapse of the front longitudinal beam may cause the subframe to separate from the front longitudinal beam and become unable to deform, thereby failing to absorb the collision energy.

[0005] Accordingly, this field requires a new technical solution to solve the above problems. Summary of the Invention

[0006] The present invention aims to solve the above-mentioned technical problem, namely, to solve the problem in the prior art that the collision energy of the vehicle is difficult to transmit to the longitudinal beam, the rear end structure of the front longitudinal beam and the rocker beam of the vehicle body. To this end, the present invention provides a rear section of the front longitudinal beam of a vehicle, the vehicle comprising a front longitudinal beam and a middle channel arranged along the length direction of the vehicle, and an A-pillar lower inner plate and a rocker beam symmetrically arranged along the width direction of the vehicle, the rear section of the front longitudinal beam comprising: a positive force transmission portion, the front longitudinal beam, the positive force transmission portion and the middle channel being connected in sequence along the length direction of the vehicle; and a side force transmission portion, two side force transmission portions being symmetrically arranged on both sides of the positive force transmission portion along the width direction of the vehicle, one end of the side force transmission portion being connected to the positive force transmission portion along the width direction of the vehicle, and the other end being connected to the A-pillar lower inner plate and the rocker beam on the corresponding side.

[0007] In the above specific embodiment of the rear section of the front longitudinal beam of the vehicle, the positive force transmission portion has a protrusion along the length direction of the vehicle, and the upper surface of the protrusion along the height direction of the vehicle is used to connect with the central channel.

[0008] In the above embodiment of the rear section of the front longitudinal beam of the vehicle, the protrusion approaches the central channel along the length direction of the vehicle while the two edges of the protrusion along the width direction of the vehicle gradually approach the central channel.

[0009] In the above embodiment of the rear section of the front longitudinal beam of the vehicle, the protrusions are symmetrically arranged along the width direction of the vehicle, and the protrusions are in an "inverted trapezoidal shape" on the plane formed by the width direction and the length direction of the vehicle.

[0010] In the above embodiment of the rear section of the front longitudinal beam of the vehicle, the height of the upper surface of the protrusion gradually decreases along the height direction of the vehicle as the protrusion approaches the central channel along the length direction of the vehicle.

[0011] In the above-mentioned specific embodiment having the rear section of the front longitudinal beam of the vehicle, the protruding portion extends along the length direction of the vehicle to form a connecting boss, and the connecting boss is used to connect with the body of the central channel.

[0012] In the above-mentioned specific embodiment of the rear section of the front longitudinal beam of the vehicle, the rear section of the front longitudinal beam also includes: a first diagonal bracing rib, the first diagonal bracing rib is arranged on the side force transmission part, and the first diagonal bracing rib is inclined from the connection point between the side force transmission part and the front longitudinal beam along the width direction of the vehicle toward the rocker beam while being inclined along the length direction of the vehicle toward the rocker beam; and / or a second supporting rib, the second supporting rib is arranged on the side force transmission part and the positive force transmission part, and the second supporting rib extends along the width direction of the vehicle; and / or a third supporting rib, the third supporting rib is arranged on the side force transmission part and the positive force transmission part, and has an angle with at least a portion of the first diagonal bracing rib and the second supporting rib.

[0013] In the above-mentioned specific embodiment of the rear section of the front longitudinal beam of the vehicle, the rear section of the front longitudinal beam also includes: a subframe rear mounting point, which is arranged at the bottom of the positive force transmission part along the height direction of the vehicle for mounting the subframe.

[0014] In the above-mentioned specific embodiment of the rear section of the front longitudinal beam of the vehicle, the rear section of the front longitudinal beam also includes: a support plate, which is arranged on the side of the rear mounting point of the subframe close to the battery hanging point, and is located between the rear mounting point of the subframe and the battery hanging point.

[0015] In the above-mentioned specific embodiment of the rear section of the front longitudinal beam of the vehicle, the rear section of the front longitudinal beam also includes: a wire passing groove, which is arranged at the bottom of the positive force transmission part along the height direction of the vehicle, and the wire passing groove is connected to the middle channel, and the high-voltage wire and / or oil pipe enters the middle channel through the wire passing groove.

[0016] In the above specific embodiment of the vehicle's front longitudinal beam rear section, the front longitudinal beam rear section further includes: a water quick-change joint, which is located at the bottom of the positive force transmission part along the height direction of the vehicle.

[0017] In the above-mentioned specific embodiment of the rear section of the front longitudinal beam of the vehicle, the water quick-change joint is arranged in the wire groove, which divides the wire groove into two grooves, and the high-voltage wire and the oil pipe pass through one of the grooves respectively.

[0018] In the above-mentioned specific embodiment having the rear section of the front longitudinal beam of the vehicle, the front force transmission portion and the two side force transmission portions are integrally cast.

[0019] A vehicle comprises the rear section of the front longitudinal beam of any one of the above vehicles.

[0020] By adopting the above-mentioned technical solution, the present invention eliminates the original floor rails and skids, creating a new force transmission path. The rear section of the front rail includes a forward force transmission portion and a lateral force transmission portion. The forward force transmission portion transfers the collision energy from the front rail to the center tunnel, while the lateral force transmission portion transfers the collision energy from the front rail to the A-pillar lower inner panel and the rocker rail, thus achieving collision energy transfer to the vehicle body. The collision energy is also transmitted along the width of the vehicle along the forward force transmission portion, distributing the collision energy. This avoids excessive force concentration in the transmission path, which could damage the rear section of the front rail and the rocker rail. This meets the structural requirements of the frontal ODB (offset deformation barrier) crash test and the 25% small offset collision test. Furthermore, the present invention eliminates the skids and transmits the collision energy directly to the center tunnel, reducing the number of parts, manufacturing costs, and the complexity of vehicle connection manufacturing processes, thereby improving collision energy transmission efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The preferred embodiments of the present invention are described below with reference to the accompanying drawings, in which:

[0022] FIG1 is a schematic diagram of the assembly of the rear section of the front longitudinal beam and other vehicle body components in the present invention;

[0023] FIG2 is a schematic diagram of the rear side structural view of the rear section of the front longitudinal beam of the present invention;

[0024] FIG3 is a schematic diagram of the front side view of the rear section of the front longitudinal beam of the present invention;

[0025] FIG4 is a rear view of the rear section of the front longitudinal beam of the present invention;

[0026] FIG5 is a cross-sectional view taken along line AA in FIG4 , showing a second supporting rib;

[0027] FIG6 is a schematic structural diagram of the rear section of the front longitudinal beam according to the present invention from a certain perspective, showing the rear mounting point of the subframe;

[0028] 7 is a schematic structural diagram of the rear section of the front longitudinal beam and the subframe before installation in the present invention;

[0029] FIG8 is a schematic structural diagram of the present invention after the rear section of the front longitudinal beam and the subframe are installed;

[0030] FIG9 is a schematic diagram of the force transmission path between the rear section of the front longitudinal beam and the front longitudinal beam in the present invention;

[0031] FIG10 is a schematic diagram of the force transmission path between the rear section of the front longitudinal beam and the subframe in the present invention.

[0032] In the figure: 1. Front longitudinal beam, 2. Center channel, 3. A-pillar lower inner plate, 4. Door sill beam, 5. Rear section of front longitudinal beam, 6. Forward force transmission part, 7. Side force transmission part, 8. Protrusion, 9. Subframe rear mounting point, 10. Support plate, 11. Wire groove, 12. Water quick-change connector, 13. First diagonal support rib, 14. Second support rib, 15. Third support rib, 16. Battery hanging point, 17. Reinforcement part, 18. Connecting boss, 19. Main body, 20. Connecting piece, 21. Main body. DETAILED DESCRIPTION

[0033] Preferred embodiments of the present invention are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are intended only to illustrate the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. Those skilled in the art may adjust these embodiments as needed to suit specific applications.

[0034] It should be noted that, in the description of the present invention, terms such as "upper," "lower," "left," "right," "inner," and "outer" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. These are used solely for ease of description and are not intended to indicate or imply that the relevant devices or components must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, ordinal numbers such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0035] Furthermore, it should be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted" and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0036] Furthermore, in order to more clearly demonstrate the core technical solution of the present invention, the description of well-known structures such as the front longitudinal beam, the lower inner panel of the A-pillar and the door sill beam is omitted in the following description. However, this omission is only for the convenience of description and does not mean that the front longitudinal beam, the lower inner panel of the A-pillar and the door sill beam can be without these structures.

[0037] As shown in FIG1-9 , the width direction of the vehicle is represented by X, the length direction of the vehicle is represented by Y, and the height direction of the vehicle is represented by Z. The present invention proposes a front longitudinal beam rear section of a vehicle, wherein the vehicle includes a front longitudinal beam 1 and a center channel 2 arranged along the length direction of the vehicle, and an A-pillar lower inner panel 3 and a sill beam 4 symmetrically arranged along the width direction of the vehicle. The front longitudinal beam rear section 5 includes: a forward force transmission portion 6, wherein the front longitudinal beam 1, the forward force transmission portion 6, and the center channel 2 are sequentially connected along the length direction of the vehicle; and a side force transmission portion 7, wherein two side force transmission portions 7 are symmetrically arranged on both sides of the forward force transmission portion 6 along the width direction of the vehicle, and one end of the side force transmission portion 7 is connected to the forward force transmission portion 6 along the width direction of the vehicle, and the other end is connected to the A-pillar lower inner panel 3 and the sill beam 4 on the corresponding side. The forward force transmission portion 6 and the side force transmission portion 7 are both castings.

[0038] In this embodiment, in order to solve the problem that the collision energy of existing pure electric vehicles is difficult to transmit to the longitudinal beams, the rear end structure of the front longitudinal beams and the rocker beams of the vehicle body, the original floor longitudinal beams and ski plates are eliminated in the present invention, and a new force transmission path is formed. As shown in Figure 9, the rear section 5 of the front longitudinal beam includes a positive force transmission portion 6 and a side force transmission portion 7. The positive force transmission portion 6 transmits the collision energy from the front longitudinal beam 1 to the middle channel 2, and then transmits it rearward along the middle channel 2. The side force transmission portion 7 transmits the collision energy from the front longitudinal beam 1 to the A-pillar lower inner panel 3 and the rocker beam 4, thereby realizing the transmission of the collision energy to the vehicle body; the collision energy can also be transmitted on the positive force transmission portion 6 along the width direction of the vehicle, and the collision energy is dispersed and transmitted, avoiding the phenomenon that the transmission path is too concentrated, which may cause damage to the rear section of the front longitudinal beam and the rocker beam due to concentrated force, and meeting the requirements of the structure in the head-on collision ODB (offset deformation barrier collision test) and 25% small offset collision.

[0039] The present invention eliminates the skid plate and transfers collision energy directly to the central channel 2, reducing the number of components, lowering manufacturing costs, and reducing the complexity of vehicle connection manufacturing. The elimination of the skid plate allows the central channel to have a larger cross-section and utilize higher-strength hot-formed steel, enhancing the overall strength of the vehicle body structure. Furthermore, the increased cross-section of the central channel increases the contact area between the central channel and the positive force transmission unit, resulting in a larger force transmission area between the positive force transmission unit 6 and the central channel 2, improving the efficiency of collision energy transfer.

[0040] Furthermore, as shown in FIG2 , the positive force transmission part 6 is provided with a main body 21 and a protrusion 8 in sequence along the length direction of the vehicle. The protrusion 8 is located on the side close to the middle channel 2 along the length direction of the vehicle, and the upper surface of the protrusion 8 along the height direction of the vehicle is used to connect with the middle channel 2. The size of the protrusion 8 along the length direction of the vehicle is 210 mm. Without deviating from the principle of the present invention, those skilled in the art can flexibly adjust the size according to actual conditions. The technical solutions after these adjustments will fall within the scope of protection of this application. As shown in FIG1 , the original middle channel does not have a connecting piece 20. The current transmission path will cause the collision energy transmitted to the positive force transmission part 6 to be greater. If the original middle channel is still connected to the protrusion 8, the edge of the middle channel will roll over. In order to avoid this situation, a connecting piece 20 is provided on the middle channel 2. The connecting piece 20 is covered on the upper surface of the protrusion 8 for connection to avoid rolling over.

[0041] The connecting piece 20 on the middle channel 2 is covered on the protrusion 8, and then the connecting piece 20 is connected to the protrusion 8 through the FDS flow drill screw connection process; since the protrusion 8 is covered with a layer of connecting piece 20, the connecting piece 20 and the other parts of the middle channel 2 are all hot-formed steel, so the structural strength of the protrusion 8 will increase, which can make up for the weakening of the structural strength of the positive force transmission part 6 caused by the wire groove 11.

[0042] In addition, the connection method between the protrusion 8 and the middle channel 2 can also increase the connection area between the positive force transmission part 6 and the middle channel 2, reduce the deformation in the cockpit, and improve the structural stability of the positive force transmission part 6.

[0043] Furthermore, as shown in FIG2 , while the protrusion 8 approaches the center tunnel 2 along the length of the vehicle, the two edges of the protrusion 8 along the width of the vehicle gradually approach the center tunnel 2. This facilitates the transfer of collision energy from the front longitudinal beam 1 to the center tunnel 2 along the protrusion 8. When viewing the protrusion 8 from above, the two edges of the protrusion 8 along the width of the vehicle are inclined from the connection point between the side force transmission portion 7 and the front longitudinal beam 1 toward the center tunnel 2. In the prior art, after the collision energy from the front longitudinal beam is transferred to the rear section of the front longitudinal beam, it is first transferred along the width of the vehicle body on the rear section of the front longitudinal beam, then transferred to the ski board along the length of the vehicle body, and then transferred rearwardly through the ski board. In the present application, the collision energy from the front longitudinal beam can be directly transferred to the center tunnel 2 along the two edges of the protrusion 8 along the width of the vehicle, shortening the force transmission path and improving energy transfer efficiency.

[0044] Furthermore, as shown in Figures 2, 4, and 9, the protrusions 8 are symmetrically arranged along the width of the vehicle. In the plane formed by the width and length of the vehicle, the protrusions 8 form an inverted trapezoidal shape. When viewed from above, the protrusions 8 appear to be inverted trapezoidal. The side of the protrusion 8 facing away from the central tunnel 2 along the length of the vehicle forms the upper base of the inverted trapezoid, while the side of the protrusion 8 facing closer to the central tunnel 2 along the length of the vehicle forms the lower base. The upper base is longer than the lower base, and the two sides of the protrusion 8 facing closer to the central tunnel 2 along the width of the vehicle form the waists of the inverted trapezoid. Due to the symmetrical arrangement of the protrusions 8, the waists of the inverted trapezoid are inclined from the connection point between the positive force transmission portion 6 and the front longitudinal beam 1 toward the central tunnel 2. These two inclined waists shorten the force transmission path, enabling more rapid transfer of collision energy from the front longitudinal beam 1 to the central tunnel 2. In addition, compared with the original transmission path between the rear section of the front longitudinal beam and the ski board, the contact area between the lower bottom of the "inverted trapezoid" in this application and the middle channel 2 is larger, and the transmission of collision energy is more efficient.

[0045] Furthermore, as shown in FIG2 , as the protrusion 8 approaches the central channel 2 along the length direction of the vehicle, the height of the upper surface of the protrusion 8 along the height direction of the vehicle gradually decreases until it is flush with the connection position of the central channel 2, so that the height difference between the protrusion 8 and the central channel 2 forms a smooth transition, which is convenient for installation and can also avoid the encroachment of the vehicle interior space due to the uniform height of the protrusion 8.

[0046] Furthermore, as shown in Figures 1-2, the central channel 2 includes a central channel body 19 and a connecting piece 20. The protrusion 8 extends along the length of the vehicle to form a connecting boss 18, which is used to connect to the central channel body 19, thereby enhancing the connection strength between the protrusion 8 and the central channel body 19. In addition to the connection between the connecting piece 20 and the upper surface of the protrusion 8, the connection between the connecting boss 18 and the central channel body 19 is added, thereby increasing the strength and firmness of the connection between the positive force transmission portion 6 and the central channel 2.

[0047] Furthermore, as shown in Figures 2-4, the rear section 5 of the front longitudinal beam also includes: a first diagonal bracing rib 13. The first diagonal bracing rib 13 is arranged on the side force transmission part 7. The first diagonal bracing rib 13 is inclined from the connection point between the side force transmission part 7 and the front longitudinal beam 1 along the width direction of the vehicle toward the door sill beam 4, and at the same time, is inclined along the length direction of the vehicle toward the door sill beam 4. The first diagonal bracing rib 13 is continuous along the width direction of the car and connected along the length direction of the car. The obliquely arranged first diagonal bracing rib 13 can quickly transfer the collision energy from the front longitudinal beam 1 to the lower inner panel 3 of the A-pillar and the door sill beam 4, thereby improving the energy conduction efficiency. The front longitudinal beam 1 will warp upward during the collision and extrusion process. The first diagonal bracing rib 13 can effectively resist the torque or bending moment generated by the collision of the front longitudinal beam 1, resist the lifting of the front cabin of the car, and reduce the deformation of the car. The first diagonal bracing rib 13 is a structure with three closed sides and one open side, which realizes a lightweight design and is easy to produce and manufacture.

[0048] Furthermore, as shown in Figures 2-5, the rear section 5 of the front longitudinal beam further includes second support ribs 14, which are arranged on the lateral force transmission portion 7 and the forward force transmission portion 6. The second support ribs 14 extend generally along the width of the vehicle. The second support ribs 14 on the lateral force transmission portion 7 and the forward force transmission portion 6 are arranged continuously without interruption, and the second support ribs 14 are connected along the length of the vehicle. The second support ribs 14 act as a beam, increasing the lateral rigidity of the rear section 5 of the front longitudinal beam, thereby preventing fracture during a collision. Furthermore, this rib orientation ensures that energy can be effectively transferred to both sides of the vehicle during a collision.

[0049] As shown in Figure 4, the rear section 5 of the front longitudinal beam further includes a third support rib 15. This rib is located on the lateral force transmission portion 7 and the forward force transmission portion 6, and forms an angle with at least a portion of the first diagonal support rib 13 and the second support rib 14. This allows collision energy to be transferred along the third support rib 15, improving energy transfer efficiency and enhancing the vehicle body's torsional resistance.

[0050] Furthermore, as shown in Figures 6-8 and 10, the front longitudinal beam rear section 5 also includes: a subframe rear mounting point 9, which is arranged at the bottom of the positive force transmission portion 6 along the height direction of the vehicle and is used to mount the subframe, forming a new force transmission path; the subframe front mounting point is arranged on the front longitudinal beam 1, and the subframe rear mounting point 9 is arranged at the bottom of the positive force transmission portion 6. In the event of a collision, the subframe can undergo a V-shaped bend, and the collision energy is transmitted through the two subframe rear mounting points 9 to the front longitudinal beam rear section 5 and then to the center channel 2 or to the A-pillar lower inner panel 3 and the rocker beam 4. Compared with the previous solution in which the subframe is mounted on the front longitudinal beam, the present invention can more fully utilize the subframe as an energy absorption path, avoiding the situation where the subframe falls off and causes insufficient energy absorption.

[0051] At the same time, above the rear mounting point 9 of the subframe is a positive force transmission portion 6 that can transmit force. The rear mounting point 9 of the subframe can transmit the collision energy received by the subframe to the positive force transmission portion 6, and then transmit it to the center channel 2 or to the lower inner panel of the A-pillar and the door sill beam 4 through the positive force transmission portion 6, so as to avoid excessive collision energy at the rear mounting point 9 of the subframe, which may cause the rear mounting point 9 of the subframe to invade the battery hanging point 16 or the rear of the vehicle body and damage the battery structure.

[0052] Furthermore, as shown in Figures 4 and 6-8, the rear section 5 of the front longitudinal beam further includes a support plate 10, which is disposed on the side of the subframe rear mounting point 9 near the battery hanging point 16 and is located between the subframe rear mounting point 9 and the battery hanging point 16. The battery is mounted on the bottom of the vehicle. Since the subframe rear mounting point 9 is located at the bottom of the positive force transmission portion 6, the distance between the subframe rear mounting point 9 and the battery hanging point 16 is reduced. If the position of the subframe moves during a collision, it is possible that the battery will be impacted and intruded. To avoid this, the support plate 10 is provided between the subframe rear mounting point 9 and the battery hanging point 16.

[0053] If the collision energy of the subframe is too great and causes the subframe to move toward the battery, the subframe will first come into contact with the support plate 10 before colliding with the battery. The support plate 10 can absorb part of the collision energy from the subframe, preventing the subframe from encroaching on the battery space, and protecting the battery from being damaged in the collision.

[0054] In addition, reinforcing ribs are provided on the support plate 10 , and the reinforcing ribs extend in all directions. In FIG4 and FIG7 , the reinforcing ribs are in the shape of a “M”. If the subframe contacts the support plate 10 , the collision energy can be transferred along the reinforcing ribs, further reducing the intrusion of the subframe into the battery hanging point 16 .

[0055] It should be noted that the size and shape of the support plate 10 shown in the figure are not limitations of the present invention. Persons skilled in the art may adjust the size and shape of the support plate 10 without departing from the basic principles of the present invention, and such adjustments do not deviate from the principles of the present invention and thus fall within the scope of protection of the present invention. Furthermore, persons skilled in the art may select the location, direction, and number of reinforcing ribs based on actual circumstances; of course, in this embodiment, the reinforcing ribs are preferably arranged in a "M" shape.

[0056] Furthermore, as shown in Figures 1-4, the rear section 5 of the front longitudinal beam also includes: a wire groove 11, which is arranged at the bottom of the positive force transmission part 6 along the height direction of the vehicle. The wire groove 11 is connected to the middle channel 2, and the high-voltage wire and / or oil pipe enters the middle channel 2 through the wire groove 11.

[0057] In order to transmit collision energy and improve the strength of the rear section 5 of the front longitudinal beam, the space corresponding to the rear section 5 of the front longitudinal beam and the central channel 2 on the original body is completely occupied. One end along the width direction of the vehicle is the quick-change bracket of the battery's electric end, and the other end is the quick-change bracket of the water end. The air-conditioning water inlet is above the middle position, leaving no space for high-voltage wires and oil pipes. Therefore, high-voltage wires and oil pipes are set on both sides of the vehicle body. The high-voltage wires are used to power the front electronic differential lock (EDS) and the high-voltage power distribution unit (PDU). When a collision occurs, the wheels are squeezed against the vehicle body, which can easily squeeze the high-voltage wires and oil pipes, causing damage to the high-voltage wires and oil pipes, leading to leakage, power loss or sparks.

[0058] To avoid this, a wire groove 11 is provided at the bottom of the positive force transmission portion 6 and is connected to the middle channel 2. The middle channel 2 can be arched along the vehicle height direction to make way for the high-voltage wires and / or oil pipes. The high-voltage wires and / or oil pipes pass through the wire groove 11 and enter the middle channel 2. In this way, even if the vehicle collides and the wheels intrude into the vehicle body, the high-voltage wires and oil pipes will not be squeezed, thereby improving the safety performance of the vehicle and ensuring the safety of the user. In this application, since the ski plate is eliminated, the cross-section of the middle channel 2 can be increased. Based on the increased cross-section of the middle channel 2, a bulge can be made to cooperate with the wire groove 11 to place the high-voltage wires and oil pipes.

[0059] The wire groove 11 is arranged at the bottom of the positive force transmission part 6, occupying a part of the volume of the positive force transmission part 6, so it will weaken the structural strength of the positive force transmission part 6. However, since the cross-section of the middle channel 2 is increased in the present invention, and the upper surface of the protrusion 8 is covered with a layer of connecting plate, the weakening of the structural strength of the positive force transmission part 6 by the wire groove 11 can be compensated; in addition, the first diagonal bracing rib 13, the second support rib 14 and the third support rib 15 are also provided, so that the collision energy on the positive force transmission part 6 can be transmitted in time along the first diagonal bracing rib 13, the second support rib 14 and the third support rib 15, avoiding the excessive collision energy on the positive force transmission part 6 and causing damage to it, and trying to avoid the influence of the wire groove 11 on the structural strength and collision energy transmission of the rear section 5 of the front longitudinal beam.

[0060] It should be noted that the size and shape of the wire duct 11 in the figure are not limitations of the present invention. Without departing from the basic principles of the present invention, those skilled in the art can adjust the size and shape of the wire duct 11. This does not deviate from the principles of the present invention and therefore falls within the scope of protection of the present invention.

[0061] In order to arrange high-voltage wires and oil pipes on both sides of the vehicle body, the original vehicle body structure has wiring grooves on both sides of the front longitudinal beam rear section 5 near the door sill beam 4, which are used to place high-voltage wires and oil pipes respectively. In order to avoid affecting the energy transmission from the front longitudinal beam rear section 5 to the door sill beam 4 and the structural strength of the front longitudinal beam rear section 5, a door sill reinforcement plate is set below the wiring groove. One end of the door sill reinforcement plate is connected to the bottom of the front longitudinal beam rear section 5 along the width direction of the car, and the other end is connected to the bottom of the door sill beam 4, which is used to transmit energy and support the front longitudinal beam rear section 5.

[0062] A wire groove 11 is provided in this application, so there is no need to set up a wiring groove. A reinforcement part 17 is provided at the position corresponding to the original wiring groove of the rear section 5 of the front longitudinal beam. The reinforcement part 17 in this application is integrated with the side force transmission part. Compared with the original door sill reinforcement plate, this application reduces the door sill reinforcement plate, reduces the connection process, improves the energy transmission efficiency to the door sill beam 4, and improves the structural strength of the rear section 5 of the front longitudinal beam.

[0063] Furthermore, as shown in Figures 1-4, the rear section 5 of the front longitudinal beam also includes: a water quick-change joint 12, which is located at the bottom of the positive force transmission part 6 along the height direction of the vehicle, and the water quick-change joint 12 has machined threads; in the original vehicle, it is necessary to set a battery cooling water end battery replacement bracket on the vehicle body, and then plug in the water quick-change plug. Too many parts will accumulate assembly tolerances, resulting in battery replacement failure or coolant leakage. In this embodiment, the cooling water end battery replacement bracket is removed, and the cooling water connector on the battery is directly connected to the water quick-change joint 12 on the rear section 5 of the front longitudinal beam. After removing the battery replacement bracket, because there is one less part in the middle, the accumulation of matching tolerances is reduced, the installation accuracy and matching accuracy are improved, and the production efficiency is improved.

[0064] As shown in Figures 1-4, since the wire groove 11 is also located at the bottom of the positive force transmission portion 6, a water quick-change joint 12 can be placed in the wire groove 11. The water quick-change joint 12 divides the wire groove 11 into two grooves, with the high-voltage wire and oil pipe passing through one groove respectively. This improves space utilization, and the water quick-change joint 12 also serves to separate the high-voltage wire and oil pipe.

[0065] It should be noted that the water quick-change connector 12 in Figure 4 is set in the middle position of the wire groove 11. This is not a limitation of the present invention. Without departing from the basic principles of the present invention, those skilled in the art may set the water quick-change connector 12 at other positions of the wire groove 11 or set the water quick-change connector 12 at other positions outside the wire groove 11. This does not deviate from the principles of the present invention and therefore falls within the scope of protection of the present invention.

[0066] Furthermore, the forward force transmission part 6 and the two side force transmission parts 7 are integrally cast. The entire casting is a whole, integrating individual parts, eliminating the need for connectors when connecting various components, greatly reducing the number of parts connection processes, reducing equipment investment, and improving production efficiency.

[0067] The existing front longitudinal beam rear casting is a non-integrated component, consisting of multiple connecting structures. These structures increase the difficulty of manufacturing the components themselves and inter-matching them. Furthermore, the interconnection between the various components reduces the efficiency of collision energy transfer. The integrated structure eliminates many existing connecting structures, such as those in the ski plate, rocker reinforcement, and the front longitudinal beam rear casting, thereby improving energy transfer efficiency.

[0068] A vehicle comprises the rear section of the front longitudinal beam of any one of the above vehicles.

[0069] Those skilled in the art will appreciate that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features from different embodiments are intended to be within the scope of this application and to form different embodiments. For example, in the claims of this application, any of the claimed embodiments may be used in any combination.

[0070] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

Claims

1. A rear section of a front longitudinal beam of a vehicle, characterized in that: The front longitudinal beam rear section (5) comprises: The positive force transmission part (6), the front longitudinal beam (1), the positive force transmission part (6) and the middle channel (2) are connected in sequence along the length direction of the vehicle; Side force transmission parts (7), two side force transmission parts (7) are symmetrically arranged on both sides of the positive force transmission part (6) along the width direction of the vehicle, one end of the side force transmission part (7) along the width direction of the vehicle is connected to the positive force transmission part (6), and the other end is connected to the A-pillar lower inner plate (3) and the door sill beam (4) on the corresponding side.

2. The rear section of the front longitudinal beam of a vehicle according to claim 1, characterized in that: The positive force transmission part (6) has a protruding part (8) along the length direction of the vehicle, and the upper surface of the protruding part (8) along the height direction of the vehicle is used to connect with the middle channel (2).

3. The rear section of the front longitudinal beam of a vehicle according to claim 2, characterized in that: While the protruding portion (8) approaches the central channel (2) along the length direction of the vehicle, the two edges of the protruding portion (8) along the width direction of the vehicle gradually approach the central channel (2).

4. The rear section of the front longitudinal beam of a vehicle according to claim 3, characterized in that: The protrusions (8) are symmetrically arranged along the width direction of the vehicle, and the protrusions (8) are in an "inverted trapezoidal shape" on a plane formed by the width direction of the vehicle and the length direction of the vehicle.

5. The rear section of the front longitudinal beam of a vehicle according to claim 2, characterized in that: As the protruding portion (8) approaches the central channel (2) along the length direction of the vehicle, the height of the upper surface of the protruding portion (8) along the height direction of the vehicle gradually decreases.

6. The rear section of the front longitudinal beam of a vehicle according to claim 2, characterized in that: The protruding portion extends along the length direction of the vehicle to form a connecting boss (18), and the connecting boss (18) is used to be connected to the body of the middle channel (2).

7. The rear section of the front longitudinal beam of a vehicle according to claim 1, characterized in that: The front longitudinal beam rear section (5) further comprises: a first diagonal bracing rib (13), the first diagonal bracing rib (13) being arranged on the side force transmission portion (7), the first diagonal bracing rib (13) being inclined from a connection point between the side force transmission portion (7) and the front longitudinal beam (1) in a vehicle width direction toward the sill beam (4) and in a vehicle length direction toward the sill beam (4); and / or a second support rib (14), the second support rib (14) being arranged on the lateral force transmission portion (7) and the forward force transmission portion (6), the second support rib (14) extending in the width direction of the vehicle; and / or A third supporting rib (15), wherein the third supporting rib (15) is arranged on the lateral force transmission portion (7) and the positive force transmission portion (6), and has an angle with at least a portion of the first oblique supporting rib (13) and the second supporting rib (14).

8. The rear section of the front longitudinal beam of a vehicle according to claim 1, characterized in that: The front longitudinal beam rear section (5) further comprises: A sub-frame rear mounting point (9), the sub-frame rear mounting point (9) is arranged at the bottom of the positive force transmission part (6) along the height direction of the vehicle and is used for mounting the sub-frame.

9. The rear section of the front longitudinal beam of a vehicle according to claim 8, characterized in that: The front longitudinal beam rear section (5) further comprises: A support plate (10), wherein the support plate (10) is arranged on a side of the sub-frame rear mounting point (9) close to the battery hanging point (16), and is located between the sub-frame rear mounting point (9) and the battery hanging point (16).

10. The rear section of the front longitudinal beam of a vehicle according to claim 1, characterized in that: The front longitudinal beam rear section (5) further comprises: A wire passing groove (11), the wire passing groove (11) is arranged at the bottom of the positive force transmission part (6) along the height direction of the vehicle, the wire passing groove (11) is connected with the middle channel (2), and the high-voltage wire and / or oil pipe enters the middle channel (2) through the wire passing groove (11).

11. The rear section of the front longitudinal beam of a vehicle according to claim 10, characterized in that: The front longitudinal beam rear section (5) further comprises: A water quick-change joint (12), wherein the water quick-change joint (12) is located at the bottom of the positive force transmission part (6) along the height direction of the vehicle.

12. The rear section of the front longitudinal beam of a vehicle according to claim 11, characterized in that: The water quick-change joint (12) is arranged in the wire-passing groove (11), dividing the wire-passing groove (11) into two grooves, and the high-voltage wire and the oil pipe pass through one of the grooves respectively.

13. The rear section of the front longitudinal beam of a vehicle according to claim 1, characterized in that: The forward force transmission part (6) and the two side force transmission parts (7) are integrally cast.

14. A vehicle, characterized in that: The invention comprises the rear section of the front longitudinal beam of the vehicle according to any one of claims 1 to 13.

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