Connection device for engine compartment side rail and longitudinal beam, front engine compartment structure and vehicle

Abstract

A connection device (100) for an engine compartment side rail (200) and a longitudinal beam (300), a front engine compartment structure and a vehicle. The connection device (100) comprises a first connection structure (1) and a second connection structure (2) which are both arranged in the height direction of a vehicle body; the top end of the first connection structure (1) is connected to the inner side of the engine compartment side rail (200); the bottom end of the first connection structure (1) is connected to the inner side of the longitudinal beam (300); the second connection structure (2) is arranged below the engine compartment side rail (200) and located on the outer side of the longitudinal beam (300); the second connection structure (2) is connected to the engine compartment side rail (200); the second connection structure (2) is connected to the longitudinal beam (300) and is provided with a first recessed cavity (3) that has an opening facing the longitudinal beam (300); the wall of the first recessed cavity (3) facing away from the longitudinal beam (300) is spaced apart from the longitudinal beam (300); the first connection structure (1), the engine compartment side rail (200), the first recessed cavity (3) and the longitudinal beam (300) define at least part of a beam cavity. The present disclosure increases the cross section of the beam cavity, that is, increases the overlapping cross-sectional area during small offset crash processes, so that the beam cavity can absorb and buffer greater crash forces, thus improving the crash performance of the beam cavity, the front end of the longitudinal beam (300) and the front end of the engine compartment side rail (200) and improving the protection effect on passenger compartments and passengers.

Description

Connecting device of cabin side sill and longitudinal beam, front cabin structure and vehicle

[0001] Cross-reference to related applications

[0002] The present application claims priority to the Chinese patent application No. 202410465834.3, filed on April 17, 2024, and entitled "Connecting device of cabin side sill and longitudinal beam, front cabin structure and vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present disclosure relates to the technical field of vehicles, and in particular, to a connecting device of a cabin side sill and a longitudinal beam, a front cabin structure and a vehicle. BACKGROUND

[0004] The vehicle body includes a cabin side sill and a longitudinal beam, both of which are arranged along the length direction of the vehicle body, and the longitudinal beam is located on the inner side below the cabin side sill, and the outer side of the cabin side sill is located on the outer side of the longitudinal beam. The front end of the longitudinal beam and the front end of the cabin side sill are connected by two extension plates, wherein the inner plate of the longitudinal beam and the inner plate of the cabin side sill are connected by one extension plate, and the outer plate of the longitudinal beam and the cabin side sill are connected by another extension plate, and a beam cavity connecting the cabin side sill and the longitudinal beam is formed between the two extension plates.

[0005] However, in the related art, the beam cavity between the cabin side sill and the longitudinal beam has less energy absorption during a small offset collision, resulting in large deformation of the longitudinal beam and the cabin side sill, which easily intrudes into the passenger cabin located behind the beam cavity, i.e., the passenger cabin deforms greatly, the collision safety performance is poor, and the passenger safety cannot be guaranteed. SUMMARY

[0006] To solve the above technical problems, the present disclosure provides a connecting device of a cabin side sill and a longitudinal beam, a front cabin structure and a vehicle.

[0007] In a first aspect, the present disclosure provides a connecting device of a cabin side sill and a longitudinal beam, comprising a first connecting structure and a second connecting structure;

[0008] The first connecting structure and the second connecting structure are both arranged along the height direction of the vehicle body, the top end of the first connecting structure is connected with the inner side of the cabin side sill, the bottom end of the first connecting structure is connected with the inner side of the longitudinal beam, and the longitudinal beam is located on the inner side below the cabin side sill;

[0009] The second connecting structure is arranged below the cabin side beam and outside the longitudinal beam, is connected with the cabin side beam, is connected with the longitudinal beam, and has a first cavity with an opening facing the longitudinal beam, wherein a cavity wall on a side of the first cavity away from the longitudinal beam is arranged in a spaced manner with the longitudinal beam, and the first connecting structure, the cabin side beam, the first cavity, and the longitudinal beam enclose at least part of a beam cavity.

[0010] Optionally, the second connecting structure comprises a first connecting plate and two second connecting plates.

[0011] The first connecting plate is arranged in a spaced manner with an outer wall surface of the longitudinal beam, a top end of the first connecting plate is connected with an outer side of the cabin side beam, the two second connecting plates are arranged on two sides of the first connecting plate respectively, and two sides of each second connecting plate are connected with the first connecting plate and the outer wall surface of the longitudinal beam respectively, and the first connecting plate and the two second connecting plates jointly enclose the first cavity.

[0012] Optionally, a first connecting arm is arranged at a top end of the first connecting plate, the first connecting arm extends away from the first cavity, and is connected with the cabin side beam.

[0013] And / or, a second connecting arm is arranged at a top end of each second connecting plate, each second connecting arm extends away from the first cavity, and is connected with the cabin side beam.

[0014] And / or, a third connecting arm is arranged at a side of each second connecting plate away from the first connecting plate, and extends away from the first connecting plate, and the third connecting arm is connected with the outer wall surface of the longitudinal beam.

[0015] Optionally, a bottom end of the first connecting plate and a bottom end of each second connecting plate are connected with a front subframe mounting plate arranged below the longitudinal beam, and the first cavity and the front subframe mounting plate jointly enclose part of the beam cavity.

[0016] Optionally, a fourth connecting arm is arranged at a bottom end of the first connecting plate, the fourth connecting arm extends away from the first cavity, and is connected with the front subframe mounting plate.

[0017] And / or, a fifth connecting arm is arranged at a bottom end of each second connecting plate, the fifth connecting arm extends away from the first cavity, and is connected with the front subframe mounting plate.

[0018] Optionally, the second connecting structure comprises a first connecting segment and a second connecting segment connected with each other.

[0019] The first connecting section is located above the second connecting section, a top end of the first connecting section is connected with an outer side of the cabin side beam, and a bottom end of the second connecting section is connected with a front subframe mounting plate located below the longitudinal beam.

[0020] Optionally, the connecting device of the cabin side beam and the longitudinal beam further comprises a third connecting structure arranged along a length direction of the vehicle body.

[0021] The third connecting structure is located below the cabin side beam and is connected with the cabin side beam, the second connecting structure and the shock tower, and the third connecting structure has a second cavity, and a recess direction of the second cavity is consistent with a recess direction of the first cavity.

[0022] Optionally, the second cavity is in communication with the first cavity.

[0023] Optionally, a side of the third connecting structure facing the second connecting structure is provided with a first mounting edge, and the first mounting edge is connected with an outer wall surface of the second connecting structure.

[0024] And / or, a side of the third connecting structure facing the shock tower is provided with a second mounting edge, and the second mounting edge is connected with an outer wall surface of the shock tower.

[0025] And / or, a side of the third connecting structure facing the cabin side beam is provided with a third mounting edge, and the third mounting edge is connected with an outer side of the cabin side beam.

[0026] Optionally, the first connecting structure comprises a connecting main plate.

[0027] The connecting main plate is provided with wall plates on both sides in the length direction of the longitudinal beam, the two wall plates respectively extend towards the second connecting structure and are connected with the second connecting structure, and a cavity enclosed by the two wall plates and the connecting main plate is in communication with the first cavity.

[0028] Optionally, at least part of the cabin side beam or the longitudinal beam is arranged in the first cavity.

[0029] In a second aspect, the present disclosure provides a front cabin structure, comprising a cabin side beam, a longitudinal beam and a connecting device of the cabin side beam and the longitudinal beam as described above.

[0030] In a third aspect, the present disclosure provides a vehicle comprising a front cabin structure as described above.

[0031] Compared with the prior art, the technical scheme provided by the embodiments of the present disclosure has the following advantages:

[0032] The present disclosure provides a connecting device for a cabin side beam and a longitudinal beam, a front cabin structure, and a vehicle. The first connecting structure and the second connecting structure are arranged along the height direction of the vehicle body by setting a first connecting structure and a second connecting structure. The top end of the first connecting structure is connected to the inner side of the cabin side beam, and the bottom end of the first connecting structure is connected to the inner side of the longitudinal beam. The longitudinal beam is located on the inner side below the cabin side beam. The second connecting structure is set below the cabin side beam and is located on the outer side of the longitudinal beam. The second connecting structure is connected to the outer side of the cabin side beam and the outer side of the longitudinal beam. The second connecting structure has a first concave cavity with an opening toward the longitudinal beam, and the cavity wall of the first concave cavity on the side facing away from the longitudinal beam is spaced apart from the longitudinal beam. That is, there is a gap between the outer side of the second connecting structure and the outer side of the longitudinal beam. The first connecting structure, the cabin side beam, the first concave cavity, and the longitudinal beam enclose at least part of the beam cavity. By providing a first concave cavity with an opening toward the longitudinal beam on the second connecting structure located on the outside, and providing a gap between the outside of the second connecting structure and the outside of the longitudinal beam, compared with the scheme in the prior art in which the outer plate of the longitudinal beam and the cabin side beam are connected by an extension plate, the cross-section of the beam cavity formed between the first connecting structure and the second connecting structure is increased, that is, the overlapping cross-sectional area of ​​the beam cavity during a small offset collision is increased, so that the beam cavity can absorb and buffer a larger collision force, and has a better energy absorption and shock absorption effect, thereby improving the collision performance of the beam cavity, and then to a certain extent reducing the deformation of the longitudinal beam and the cabin side beam during a small offset collision, improving the collision performance of the front end of the longitudinal beam and the front end of the cabin side beam, and improving the protection of the crew cabin and passengers. At the same time, the beam cavity also covers at least part of the longitudinal beam in the direction of vehicle body height, that is, the inner cavity of the longitudinal beam also forms a part of the beam cavity, further increasing the cross-section of the beam cavity, or in other words, the inner cavity of the longitudinal beam is expanded by the beam cavity to increase the cross-section, thereby further improving and reducing the deformation of the longitudinal beam and the cabin side beam in a small offset collision, further improving the collision performance of the front end of the longitudinal beam and the front end of the cabin side beam, and better protecting the passenger compartment and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0034] In order to more clearly illustrate the embodiments of the present disclosure or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0035] FIG1 is an axonometric view of a first perspective of a connecting device between a cabin side beam and a longitudinal beam according to an embodiment of the present disclosure on a vehicle body;

[0036] Fig. 2 is a sectional view of A-A in Fig. 1;

[0037] Fig. 3 is an axonometric view of the connecting device of the cabin side beam and the longitudinal beam in a second perspective on the vehicle body according to the embodiment of the present disclosure;

[0038] Fig. 4 is a partial structural schematic view of the connecting device of the cabin side beam and the longitudinal beam on the vehicle body according to the embodiment of the present disclosure;

[0039] Fig. 5 is a structural schematic view of Fig. 4 in another perspective;

[0040] Fig. 6 is a partial structural schematic view of the connecting device of the cabin side beam and the longitudinal beam on the vehicle body according to the embodiment of the present disclosure;

[0041] Fig. 7 is an axonometric view of the first connecting section of the connecting device of the cabin side beam and the longitudinal beam according to the embodiment of the present disclosure;

[0042] Fig. 8 is a front view of the first connecting section of the connecting device of the cabin side beam and the longitudinal beam according to the embodiment of the present disclosure;

[0043] Fig. 9 is a structural schematic view of the second connecting section of the connecting device of the cabin side beam and the longitudinal beam according to the embodiment of the present disclosure;

[0044] Fig. 10 is a structural schematic view of the third connecting structure of the connecting device of the cabin side beam and the longitudinal beam according to the embodiment of the present disclosure;

[0045] Fig. 11 is a partial structural schematic view of the front subframe mounting plate of the front cabin structure according to another embodiment of the present disclosure.

[0046] In the drawings: 100, connecting device; 1, first connecting structure; 11, connecting main plate; 12, wall plate; 2, second connecting structure; 21, first connecting plate; 22, second connecting plate; 201, first connecting section; 202, second connecting section; 3, first recessed cavity; 41, first connecting arm; 42, second connecting arm; 43, third connecting arm; 44, fourth connecting arm; 45, fifth connecting arm; 5, third connecting structure; 51, second recessed cavity; 61, first mounting edge; 62, second mounting edge; 63, third mounting edge; 64, fourth mounting edge; 200, cabin side beam; 211, cabin side beam inner plate; 212, cabin side beam outer plate; 300, longitudinal beam; 301, longitudinal beam inner plate; 302, longitudinal beam outer plate; 400, front subframe mounting plate; 401, mounting point; 500, shock tower; 600, wheel cover extension plate. Specific embodiments

[0047] In order to enable a clearer understanding of the above-mentioned purposes, features and advantages of the present disclosure, the solutions of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0048] Many specific details are set forth in the following description in order to provide a thorough understanding of the present disclosure. However, the present disclosure can be practiced according to other embodiments that do not require some of the specific details described below. It is understood that the present disclosure is well suited to implementing alternatives not explicitly described or illustrated herein.

[0049] Referring to FIGS. 1-10, the present embodiment provides a connecting device 100 (hereinafter referred to as connecting device 100) for a cabin side beam 200 and a longitudinal beam 300, which includes a first connecting structure 1 and a second connecting structure 2.

[0050] The cabin side beam 200 and the longitudinal beam 300 are arranged along the length direction of the vehicle body, and the longitudinal beam 300 is located on the inner side below the cabin side beam 200, and the outer side of the cabin side beam 200 is located on the outer side of the longitudinal beam 300.

[0051] It should be noted that the XYZ coordinate system of the vehicle is defined, wherein the X direction is the length direction of the vehicle, corresponding to the front and rear directions, the Y direction is the width direction of the vehicle (i.e., the inner and outer directions), corresponding to the left (outer) and right (inner) directions, and the Z direction is the height direction of the vehicle, corresponding to the upper and lower directions; based on the driver being located at the driving position, the direction facing the driver is the front direction, the opposite direction is the rear direction, the left hand of the driver is the outer side, the opposite direction is the inner side, and the head of the driver is the upper direction, and the opposite direction is the lower direction.

[0052] In specific implementation, the first connecting structure 1 and the second connecting structure 2 are used to connect between the front end of the cabin side beam 200 and the front end of the longitudinal beam 300, to improve the crash performance of the cabin side beam 200 and the longitudinal beam 300 in a small offset collision, reduce the deformation amount of the two, and enhance the energy absorption and shock absorption effect, thereby improving the protection performance of the rear passenger compartment and passengers.

[0053] Specifically, referring to FIGS. 1-6, the first connecting structure 1 and the second connecting structure 2 are arranged along the height direction of the vehicle body, the top end of the first connecting structure 1 is connected to the inner side of the cabin side beam 200, and the bottom end of the first connecting structure 1 is connected to the inner side of the longitudinal beam 300, i.e., the first connecting structure 1 is located on the inner side of the longitudinal beam 300, and the two ends of the first connecting structure 1 are connected to the inner side of the cabin side beam 200 and the inner side of the longitudinal beam 300, respectively.

[0054] The second connecting structure 2 is arranged below the cabin side beam 200 and outside the longitudinal beam 300, and is also outside the first connecting structure 1. The second connecting structure 2 is connected with the cabin side beam 200 and the longitudinal beam 300, that is, the second connecting structure 2 is connected with the cabin side beam 200, and the second connecting structure 2 is also connected with the longitudinal beam 300, and the second connecting structure 2 has a first cavity 3 with an opening facing the longitudinal beam 300. It can be understood that the opening of the first cavity 3 also faces the first connecting structure 1. The cavity wall of the first cavity 3 away from the longitudinal beam (positioned as the cavity bottom of the first cavity 3) is arranged in a spaced manner with the longitudinal beam 300, that is, there is no contact between the outer side of the second connecting structure 2 and the outer side of the longitudinal beam 300, and there is a spacing gap between the two. The first connecting structure 1, the cabin side beam 200, the first cavity 3, and the longitudinal beam 300 form at least part of a beam cavity.

[0055] The top end of the second connecting structure 2 can be connected to the outer side of the bottom end surface of the cabin side beam 200 (that is, the end surface of the cabin side beam 200 in the lower Z direction) or the outer side wall surface of the cabin side beam 200 (the outer side surface of the cabin side beam 200 in the Y direction). The opening end of the first cavity 3 of the second connecting structure 2, that is, the inner side of the second connecting structure 2, can be connected to the outer side wall surface of the longitudinal beam 300 (the outer side surface of the longitudinal beam 300 in the Y direction), so as to connect the outer side of the cabin side beam 200 and the outer side of the longitudinal beam 300 through the second connecting structure 2.

[0056] Since the second connecting structure 2 is provided with the first cavity 3 with an opening facing the inner side, and the cavity bottom of the first cavity 3 is arranged in a spaced manner with the longitudinal beam 300, compared with the prior art scheme in which the outer plate of the longitudinal beam 300 is connected with the cabin side beam 200 through an extension plate, the cross section of the beam cavity formed between the first connecting structure 1 and the second connecting structure 2 in the horizontal direction is increased, that is, the overlapping cross-sectional area of the beam cavity in the small offset collision process is increased, so that the beam cavity can absorb and buffer greater collision force, and the energy absorption and shock absorption effect is good, thereby improving the crashworthiness of the beam cavity, and further making the front end of the longitudinal beam 300 and the front end of the cabin side beam 200 absorb and buffer greater collision force in the small offset collision, to a certain extent, reducing the deformation amount of the longitudinal beam 300 and the cabin side beam 200 in the small offset collision, improving the crashworthiness of the front end of the longitudinal beam 300 and the front end of the cabin side beam 200, and improving the protection effect on the passenger compartment and passengers.

[0057] Referring to FIG. 2, the longitudinal beam 300 is generally formed by connecting an L-shaped longitudinal beam inner plate 301 and an L-shaped longitudinal beam outer plate 302, and the L-shaped space of the longitudinal beam inner plate 301 and the L-shaped space of the longitudinal beam outer plate 302 form a hollow cavity of the longitudinal beam 300. The cabin side beam 200 is generally formed by connecting an L-shaped cabin side beam inner plate 211 and an L-shaped cabin side beam outer plate 212, and the L-shaped space of the cabin side beam inner plate 211 and the L-shaped space of the cabin side beam outer plate 212 form a hollow cavity of the cabin side beam 200.

[0058] Referring to FIG. 2, by providing the first recessed cavity 3 on the second connecting structure 2, not only the cross section of the beam cavity in the horizontal direction is increased, so that the crash performance of the beam cavity is improved, but also the first recessed cavity 3 at least partially covers the longitudinal beam 300 in the Z direction, that is, the first recessed cavity 3 combines the inner cavities of the longitudinal beam 300, so that the inner cavities of the longitudinal beam 300 also form part of the beam cavity, further increasing the cross section of the beam cavity, in other words, the inner cavities of the longitudinal beam 300 are expanded and increased in cross section due to the provision of the first recessed cavity 3, thereby further increasing the overlapping cross-sectional area during small offset collision, which can absorb and buffer greater collision force, has better energy absorption and shock absorption effect, and further improves the crash performance of the beam cavity and the longitudinal beam 300.

[0059] In addition, since the top end of the first connecting structure 1 is connected to the inner side of the cabin side beam 200, and the top end of the second connecting structure 2 is connected to the outer side of the cabin side beam 200, the first recessed cavity 3 also combines the inner cavities of the cabin side beam 200, so that the inner cavities of the cabin side beam 200 also form part of the beam cavity, in other words, the inner cavities of the cabin side beam 200 are also expanded and increased due to the provision of the first recessed cavity 3, thereby further increasing the overlapping cross-sectional area during small offset collision, which can absorb and buffer greater collision force, has better energy absorption and shock absorption effect, and further improves the crash performance of the beam cavity and the cabin side beam 200.

[0060] In summary, by providing the first recessed cavity 3 on the second connecting structure 2, the first recessed cavity 3 combines the inner cavities of the longitudinal beam 300 and the inner cavities of the cabin side beam 200 to form a ring structure, thereby increasing the overlapping area with the barrier during small offset collision and improving the energy absorption and shock absorption effect of the front section.

[0061] Optionally, in the embodiment of the present application, at least part of the cabin side beam 200 or the longitudinal beam 300 is arranged in the first recessed cavity 3, so that at least part of the inner cavities of the longitudinal beam 300 coincide with the first recessed cavity 3, or at least part of the inner cavities of the cabin side beam 200 coincide with the first recessed cavity 3, which has a better energy absorption and shock absorption effect.

[0062] The connecting device 100 of the cabin side beam 200 and the longitudinal beam 300 provided by the embodiment is characterized in that: the first connecting structure 1 and the second connecting structure 2 are arranged along the height direction of the vehicle body, the top end of the first connecting structure 1 is connected with the inner side of the cabin side beam 200, and the bottom end of the first connecting structure 1 is connected with the inner side of the longitudinal beam 300 located below the inner side of the cabin side beam 200; the second connecting structure 2 is arranged below the cabin side beam 200 and located outside the longitudinal beam 300, and the second connecting structure 2 is connected with the outer side of the cabin side beam 200 and the outer side of the longitudinal beam 300; the second connecting structure 2 has a first cavity 3 with an opening facing the longitudinal beam 300, and the cavity wall of the first cavity 3 away from the longitudinal beam 300 is arranged in a spaced manner with the longitudinal beam 300, that is, there is a gap between the outer side of the second connecting structure 2 and the outer side of the longitudinal beam 300, and the first connecting structure 1, the cabin side beam 200, the first cavity 3 and the longitudinal beam 300 form at least part of a beam cavity. By arranging the first cavity 3 with an opening facing the longitudinal beam 300 on the second connecting structure 2 located on the outer side and making the gap between the outer side of the second connecting structure 2 and the outer side of the longitudinal beam 300, compared with the prior art in which the outer plate of the longitudinal beam 300 is connected with the cabin side beam 200 through an extension plate, the cross section of the beam cavity formed between the first connecting structure 1 and the second connecting structure 2 is increased, that is, the overlapping cross section area of the beam cavity in the small offset collision process is increased, so that the beam cavity can absorb and buffer greater collision force, the energy absorption and shock absorption effect is good, thereby improving the crashworthiness of the beam cavity, and further reducing the deformation amount of the longitudinal beam 300 and the cabin side beam 200 in the small offset collision, improving the crashworthiness of the front end of the longitudinal beam 300 and the front end of the cabin side beam 200, and improving the protection effect on the passenger compartment and passengers. At the same time, the beam cavity also at least partially covers the longitudinal beam 300 in the Z direction, that is, the inner cavity of the longitudinal beam 300 also forms part of the beam cavity, further increasing the cross section of the beam cavity, or in other words, the inner cavity of the longitudinal beam 300 is expanded by the beam cavity to increase the cross section, thereby further reducing the deformation amount of the longitudinal beam 300 and the cabin side beam 200 in the small offset collision, further improving the crashworthiness of the front end of the longitudinal beam 300 and the front end of the cabin side beam 200, and better protecting the passenger compartment and passengers.

[0063] In some embodiments, referring to FIGS. 1-9, the second connecting structure 2 includes a first connecting plate 21 and two second connecting plates 22, which are arranged on the outer side of the longitudinal beam 300 along the Z direction. The first connecting plate 21 is arranged apart from the outer side wall surface of the longitudinal beam 300, and the top end of the first connecting plate 21 is connected to the outer side of the cabin side beam 200. The two second connecting plates 22 are arranged on the two sides of the first connecting plate 21, specifically, the two second connecting plates 22 are respectively connected to the two sides of the first connecting plate 21 along the length direction of the longitudinal beam 300, i.e., the X direction. The end of each second connecting plate 22 away from the first connecting plate 21 is connected to the outer side wall surface of the longitudinal beam 300. The first connecting plate 21 and the two second connecting plates 22 jointly form a first cavity 3.

[0064] That is, the first connecting plate 21 and the two second connecting plates 22 form a U-shaped structure, which has a large overlapping area with the barrier in a small offset collision and has a good energy absorption effect. The open side of the U-shaped structure faces the longitudinal beam 300 and is connected to the outer side wall surface of the longitudinal beam 300. The closed side of the U-shaped structure is away from the longitudinal beam 300 and has a gap between the closed side and the outer side wall surface of the longitudinal beam 300. The inner cavity of the U-shaped structure forms the first cavity 3. The structure is simple, easy to manufacture, and easy to connect.

[0065] In some implementations, the first connecting plate 21 and the two second connecting plates 22 can be integrally formed, for example, to have good integrity and high structural strength. The joint between the first connecting plate 21 and the second connecting plate 22 can be, for example, a circular arc transition, which can avoid stress concentration to some extent.

[0066] Of course, in other implementations, the first connecting plate 21 and the two second connecting plates 22 can also be welded together.

[0067] The first connecting plate 21 and the two second connecting plates 22 can be connected together by self-piercing riveting (SPR) and / or bolt connection.

[0068] In some embodiments, referring to FIGS. 7 and 8, the top end of the first connecting plate 21 is provided with a first connecting arm 41, which extends away from the first cavity 3 and is connected to the cabin side beam 200.

[0069] The first connecting arm 41 is arranged at the top end of the first connecting plate 21, and is connected to the outer side of the bottom end surface of the cabin side beam 200, so that the connecting area between the first connecting plate 21 and the cabin side beam 200 is increased, the connecting strength between the first connecting plate 21 and the cabin side beam 200 is enhanced, the structural strength of the first connecting plate 21 is higher, and the energy absorption and shock absorption effect of the beam cavity is better, and the protection safety performance of the passenger compartment and passengers is higher.

[0070] The shape of the first connecting arm 41 is matched with the shape of the corresponding region of the cabin side beam 200.

[0071] In addition, the first connecting arm 41 is integrally formed with the first connecting plate 21, and has good integrity and high structural strength.

[0072] In specific implementation, the first connecting arm 41 and the cabin side beam 200 are connected together by means of SPR and / or bolt connection.

[0073] In some embodiments, as shown in FIGS. 7 and 8, the top end of each second connecting plate 22 is provided with a second connecting arm 42, each second connecting arm 42 extends away from the first recessed cavity 3, and is connected to the cabin side beam 200 in a manner of being attached thereto.

[0074] The second connecting arm 42 is arranged at the top end of the second connecting plate 22, and is connected to the outer side of the bottom end surface of the cabin side beam 200, so that the connecting area between the second connecting plate 22 and the cabin side beam 200 is increased, the connecting strength between the second connecting plate 22 and the cabin side beam 200 is enhanced, the structural strength of the second connecting plate 22 is higher, and the energy absorption and shock absorption effect of the beam cavity is better, and the protection safety performance of the passenger compartment and passengers is higher.

[0075] The shape of the second connecting arm 42 is matched with the shape of the corresponding region of the cabin side beam 200.

[0076] In addition, the second connecting arm 42 is integrally formed with the second connecting plate 22, and has good integrity and high structural strength.

[0077] In specific implementation, the second connecting arm 42 and the cabin side beam 200 are connected together by means of SPR and / or bolt connection.

[0078] In some embodiments, as shown in FIGS. 7 and 8, the sides of the two second connecting plates 22 away from the first connecting plate 21 extend in a direction away from each other to form third connecting arms 43, and the sides of the two second connecting plates 22 away from the first connecting plate 21, i.e., the sides of the two second connecting plates 22 close to the longitudinal beam 300, are connected to the outer side wall surfaces of the longitudinal beam 300 via the third connecting arms 43.

[0079] By arranging the third connecting arms 43 on the two second connecting plates 22, each third connecting arm 43 is connected to the outer side wall surface of the longitudinal beam 300, which increases the connection area between the second connecting plate 22 and the longitudinal beam 300, thereby enhancing the connection strength between the second connecting plate 22 and the longitudinal beam 300, and making the connection strength between the second connecting structure 2 and the longitudinal beam 300 higher, and further making the energy absorption and shock absorption effect of the beam cavity better and the protection safety performance for the passenger compartment and passengers higher.

[0080] In some embodiments, as shown in FIGS. 7 and 8, the sides of the two second connecting plates 22 away from the first connecting plate 21 extend in a direction away from each other to form third connecting arms 43, and the sides of the two second connecting plates 22 away from the first connecting plate 21, i.e., the sides of the two second connecting plates 22 close to the longitudinal beam 300, are connected to the outer side wall surfaces of the longitudinal beam 300 via the third connecting arms 43.

[0081] In some embodiments, as shown in FIGS. 7 and 8, the sides of the two second connecting plates 22 away from the first connecting plate 21 extend in a direction away from each other to form third connecting arms 43, and the sides of the two second connecting plates 22 away from the first connecting plate 21, i.e., the sides of the two second connecting plates 22 close to the longitudinal beam 300, are connected to the outer side wall surfaces of the longitudinal beam 300 via the third connecting arms 43.

[0082] In some embodiments, as shown in FIG. 9, the bottom end of the first connecting plate 21 and the bottom end of each second connecting plate 22, i.e., the bottom end of the second connecting structure 2, are connected to the front subframe mounting plate 400 located below the longitudinal beam 300, and the first recess cavity 3 and the front subframe mounting plate 400 together form part of the beam cavity.

[0083] That is, the bottom end of the second connecting structure 2 is located below the bottom end surface of the longitudinal beam 300 and is connected to the front subframe mounting plate 400, which makes the second connecting structure 2 and the front subframe mounting plate 400 form an integral structure. Since the second connecting structure 2 is provided with the first recess cavity 3, and the cross section of the first recess cavity 3 is relatively large, on the one hand, the front subframe mounting plate 400 can be made wider at the position corresponding to the second connecting structure 2, i.e., the front end of the front subframe mounting plate 400, so that the structural strength of the front end of the front subframe mounting plate 400 is higher, and the crash performance is improved. On the other hand, the front end of the front subframe mounting plate 400 is widened, and the mounting point 401 for connecting the front subframe mounting plate 400 to the vehicle body can be added, thereby increasing the connection strength between the front subframe mounting plate 400 and the vehicle body, reducing the deformation amount in the small offset collision, and improving the ability to resist deformation in the small offset collision.

[0084] In some embodiments, the bottom end of the first connecting plate 21 and the bottom end of the second connecting plate 22 (i.e. the bottom end of the second connecting structure 2) can extend downward to the bottom end face of the longitudinal beam 300 and be connected to the bottom end face of the longitudinal beam 300, respectively, so that the first recessed cavity 3 formed between the first connecting structure 1 and the second connecting structure 2 can wrap the longitudinal beam 300 in the height direction, and the energy absorption and shock absorption effect is better.

[0085] In some embodiments, as shown in FIG. 9, the bottom end of the first connecting plate 21 is provided with a fourth connecting arm 44, which extends away from the first recessed cavity 3 and is connected to the top surface of the front subframe mounting plate 400.

[0086] By providing the fourth connecting arm 44 at the bottom end of the first connecting plate 21, the fourth connecting arm 44 can be connected to the top surface of the front subframe mounting plate 400, for example, which increases the connection area between the first connecting plate 21 and the front subframe mounting plate 400, thereby enhancing the connection strength between the first connecting plate 21 and the front subframe mounting plate 400, and the structural stability is better, so that the energy absorption and shock absorption effect of the beam cavity is better, and the protection safety performance for the passenger compartment and passengers is higher.

[0087] The shape of the fourth connecting arm 44 can match the shape of the corresponding area of the front subframe mounting plate 400, for example.

[0088] In addition, the fourth connecting arm 44 can be integrally formed with the first connecting plate 21, for example, which has good integrity and high structural strength.

[0089] In specific implementation, the fourth connecting arm 44 and the front subframe mounting plate 400 can be connected together by means of SPR and / or bolt connection, for example.

[0090] In some embodiments, as shown in FIG. 9, the bottom end of each second connecting plate 22 is provided with a fifth connecting arm 45, which extends away from the first recessed cavity 3 and is connected to the top surface of the front subframe mounting plate 400.

[0091] By providing the fifth connecting arm 45 at the bottom end of the second connecting plate 22, the fifth connecting arm 45 can be connected to the top surface of the front subframe mounting plate 400, for example, which increases the connection area between the second connecting plate 22 and the front subframe mounting plate 400, thereby enhancing the connection strength between the second connecting plate 22 and the front subframe mounting plate 400, and the structural stability is better, so that the energy absorption and shock absorption effect of the beam cavity is better, and the protection safety performance for the passenger compartment and passengers is higher.

[0092] The shape of the fifth connecting arm 45 can match the shape of the corresponding area of the front subframe mounting plate 400, for example.

[0093] In addition, the fifth connecting arm 45 can be integrally formed with the second connecting plate 22, for example, to have better integrity and higher structural strength.

[0094] In a specific implementation, the fifth connecting arm 45 and the cabin side beam 200 can be connected together in an SPR and / or bolt connection manner, for example.

[0095] In some embodiments, referring to FIGS. 1-9, the second connecting structure 2 includes a first connecting section 201 and a second connecting section 202 connected together, the first connecting section 201 is located above the second connecting section 202, the top end of the first connecting section 201 is connected to the outer side of the cabin side beam 200, and the bottom end of the second connecting section 202 is connected to the front subframe mounting plate 400 located below the longitudinal beam 300, which has a simple structure and is easy to manufacture and connect.

[0096] The bottom end of the first connecting section 201 can be located close to the bottom end face of the longitudinal beam 300, for example, and the two sides of the first connecting section 201 along the X direction can be provided with the third connecting arms 43, respectively, and the two third connecting arms 43 of the first connecting section 201 are connected to the outer side wall face of the longitudinal beam 300.

[0097] In addition, the top end of the second connecting section 202 can be located close to the bottom end face of the longitudinal beam 300, for example, and the two sides of the first connecting section 201 along the X direction can also be provided with the third connecting arms 43, respectively, and the two third connecting arms 43 of the second connecting section 202 can be connected to the peripheral components to increase the structural strength of the beam cavity.

[0098] In a specific implementation, the bottom end of the first connecting section 201 and the top end of the second connecting section 202 have a coincident part, and the first connecting section 201 and the second connecting section 202 can be connected together in an SPR and / or bolt connection manner, for example.

[0099] It can be understood that the cabin side beam 200 and the longitudinal beam 300 are arranged along the length direction of the vehicle body, so that the cabin side beam 200 forms a first force transmission path (L1 shown in FIG. 4) in the length direction thereof, and the longitudinal beam 300 forms a second force transmission path (L2 shown in FIG. 4) in the length direction thereof, which can absorb and buffer the collision force when a small offset collision occurs, and has a certain protective effect on the passenger compartment and passengers.

[0100] In some embodiments, referring to FIGS. 1, 4 and 5, the connecting device 100 of the cabin side beam 200 and the longitudinal beam 300 further comprises a third connecting structure 5 arranged along the length direction of the vehicle body. The third connecting structure 5 is located below the cabin side beam 200 and connected with the cabin side beam 200, the second connecting structure 2, and the shock tower 500 located behind the second connecting structure 2, and the third connecting structure 5 has a second cavity 51 recessed in the same direction as the first cavity 3, that is, at least part of the third connecting structure 5 is recessed outward along the Y direction to form the second cavity 51.

[0101] By arranging the third connecting structure 5 between the third connecting structure 5 and the shock tower 500, the third connecting structure 5 is arranged along the length direction of the vehicle body, and the second cavity 51 is arranged on the third connecting structure 5, so that a third force transmission path (L3 shown in FIG. 4) is formed between the beam cavity and the shock tower 500, and the force transmission path of the small offset collision force is increased, that is, part of the collision force can be dispersed to the shock tower 500 through the third connecting structure 5, so as to further improve the collision energy absorption and shock absorption effect of the beam cavity, and the safety protection effect on the passenger compartment and passengers is better.

[0102] And the third connecting structure 5 is connected with the cabin side beam 200, and the third connecting structure 5 is indirectly connected with the longitudinal beam 300 through the second connecting structure 2, so that the collision energy absorption effect of the cabin side beam 200 and the longitudinal beam 300 can be improved to a certain extent by arranging the third connecting structure 5.

[0103] In some embodiments, the second cavity 51 is in communication with the first cavity 3, that is, the third force transmission path is in communication with the beam cavity, so that the transmission effect of the collision force between the beam cavity and the shock tower 500 is better, so that the collision energy absorption effect of the beam cavity, the longitudinal beam 300 and the cabin side beam 200 is enhanced, and the safety protection effect on the passenger compartment and passengers is improved.

[0104] In specific implementation, the third connecting structure 5 can be a connecting plate with the second cavity 51.

[0105] In some embodiments, referring to FIG. 10, the side of the third connecting structure 5 facing the second connecting structure 2 is provided with a first mounting edge 61, and the first mounting edge 61 is connected with the outer wall surface of the second connecting structure 2, so that the connection strength between the third connecting structure 5 and the second connecting structure 2 is high, the structure is stable, and the collision safety performance is improved.

[0106] In some embodiments, as shown in FIG. 10, the side of the third connecting structure 5 facing the shock tower 500 is provided with a second mounting edge 62, which is connected to the outer wall surface of the shock tower 500. In this way, the connection strength between the third connecting structure 5 and the shock tower 500 is high, which facilitates effective transmission of impact force and improves the collision safety performance.

[0107] In some embodiments, as shown in FIG. 10, the side of the third connecting structure 5 facing the cabin side beam 200 is provided with a third mounting edge 63, which is connected to the outer side of the cabin side beam 200. In this way, the connection strength between the third connecting structure 5 and the cabin side beam 200 is high, the structure is stable, and the collision safety performance is improved.

[0108] In some embodiments, as shown in FIG. 10, the side of the third connecting structure 5 facing the cabin side beam 200 is provided with a third mounting edge 63, which is connected to the outer side of the cabin side beam 200. In this way, the connection strength between the third connecting structure 5 and the cabin side beam 200 is high, the structure is stable, and the collision safety performance is improved.

[0109] In some embodiments, as shown in FIG. 1 and FIG. 6, the first connecting structure 1 includes a connecting main plate 11, which is simple in structure and easy to manufacture.

[0110] In some embodiments, as shown in FIG. 1 and FIG. 6, the first connecting structure 1 includes a connecting main plate 11, which is simple in structure and easy to manufacture.

[0111] In some embodiments, as shown in FIG. 1 and FIG. 6, the first connecting structure 1 includes a connecting main plate 11, which is simple in structure and easy to manufacture.

[0112] In some embodiments, as shown in FIG. 1 and FIG. 6, the first connecting structure 1 includes a connecting main plate 11, which is simple in structure and easy to manufacture.

[0113] In some embodiments, as shown in FIG. 1 and FIG. 6, the first connecting structure 1 includes a connecting main plate 11, which is simple in structure and easy to manufacture.

[0114] Due to the first recess cavity 3 formed on the second connecting structure 2 of the connecting device 100 of the cabin side beam 200 and the longitudinal beam 300 extending towards the outside, compared with the scheme of connecting the extension plate outside the cabin side beam 200 and the longitudinal beam 300 in the prior art, through the arrangement of the first recess cavity 3, not only the energy absorption and shock absorption effect of the cabin side beam 200 and the longitudinal beam 300 is increased, and the overlapping area of the two when small offset collision and obstacle avoidance is improved, so that the crash performance of the cabin side beam 200 and the longitudinal beam 300 is better, but also the cross-sectional area of the second connecting structure 2 in the horizontal direction is increased, thereby providing a larger arrangement space for the front subframe mounting plate 400, that is, the front subframe mounting plate 400 can be made wider below the second connecting structure 2, so that the mounting point 401 connected with the vehicle body can be increased on the front subframe mounting plate 400, thereby increasing the connection strength between the front subframe mounting plate 400 and the vehicle body, further reducing the deformation amount of the front cabin structure in small offset collision, and improving the ability to resist deformation in the small offset collision process.

[0115] Exemplarily, as shown in FIG. 11, due to the increase of the cross-sectional area of the second connecting structure 2 in the horizontal direction, the front subframe mounting plate 400 is widened at the position corresponding to the second connecting structure 2, so that two mounting points 401 for connecting with the vehicle body are arranged on the front subframe mounting plate 400. However, when the extension plate is used to connect the outside of the cabin side beam 200 and the longitudinal beam 300 in the prior art, the front subframe mounting plate 400 is relatively narrow at the position corresponding to the extension plate, and usually only one mounting point 401 for connecting with the vehicle body can be arranged.

[0116] The connecting device 100 of the cabin side beam 200 and the longitudinal beam 300 in the embodiment has the same specific structure and implementation principle as the connecting device 100 of the cabin side beam 200 and the longitudinal beam 300 provided in the above embodiment, and can bring the same or similar technical effects, which will not be described here one by one. For details, refer to the description of the above embodiment.

[0117] The embodiment further provides a vehicle, which comprises the front cabin structure.

[0118] The front cabin structure in the embodiment has the same specific structure and implementation principle as the front cabin structure provided in the above embodiment, and can bring the same or similar technical effects, which will not be described here one by one. For details, refer to the description of the above embodiment.

[0119] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0120] The foregoing description is intended only to provide specific embodiments of the present disclosure, intended to enable those skilled in the art to understand and implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the embodiments described herein, but rather to be construed in the broadest manner consistent with the principles and novel features disclosed herein.

Claims

1. A connecting device of a cabin side sill and a longitudinal beam, comprising a first connecting structure and a second connecting structure; the first connecting structure and the second connecting structure are arranged along the height direction of the vehicle body, the top end of the first connecting structure is connected with the inner side of the cabin side sill, the bottom end of the first connecting structure is connected with the inner side of the longitudinal beam, and the longitudinal beam is located below the inner side of the cabin side sill; the second connecting structure is arranged below the cabin side sill and located on the outer side of the longitudinal beam, the second connecting structure is connected with the cabin side sill, the second connecting structure is connected with the longitudinal beam, and the second connecting structure has a first cavity with an opening facing the longitudinal beam, the cavity wall on the side of the first cavity away from the longitudinal beam is arranged in a spaced manner with the longitudinal beam, and the first connecting structure, the cabin side sill, the first cavity, and the longitudinal beam form at least part of a beam cavity.

2. The cabin beam-to-stringer connection of claim 1, wherein, the second connecting structure comprises a first connecting plate and two second connecting plates; the first connecting plate is arranged in a spaced manner with the outer side wall of the longitudinal beam, the top end of the first connecting plate is connected with the outer side of the cabin side sill, the two second connecting plates are arranged on the two sides of the first connecting plate respectively, and the two sides of each second connecting plate are connected with the first connecting plate and the outer side wall of the longitudinal beam respectively, and the first connecting plate and the two second connecting plates jointly form the first cavity.

3. The connection of a cabin beam to a stringer according to claim 2, wherein the top end of the first connecting plate is provided with a first connecting arm, the first connecting arm extends away from the first cavity, and is connected with the cabin side sill; and / or, the top end of each second connecting plate is provided with a second connecting arm, each second connecting arm extends away from the first cavity, and is connected with the cabin side sill; and / or, the side of the two second connecting plates away from the first connecting plate extends in a direction away from each other to form a third connecting arm, and the two third connecting arms are connected with the outer side wall of the longitudinal beam respectively.

4. The connection of a cabin beam to a stringer according to claim 2 or 3, wherein the bottom end of the first connecting plate and the bottom end of each second connecting plate are connected with a front subframe mounting plate located below the longitudinal beam, and the first cavity and the front subframe mounting plate jointly form part of the beam cavity.

5. The cabin beam-to-stringer connection of claim 4, wherein, the bottom end of the first connecting plate is provided with a fourth connecting arm, the fourth connecting arm extends away from the first cavity, and is connected with the front subframe mounting plate; and / or, the bottom end of each second connecting plate is provided with a fifth connecting arm, the fifth connecting arm extends away from the first cavity, and is connected with the front subframe mounting plate.

6. The connection of a cabin beam to a stringer according to any of claims 1-5, wherein the second connecting structure comprises a first connecting section and a second connecting section connected with each other; the first connecting section is located above the second connecting section, the top end of the first connecting section is connected with the outer side of the cabin side sill, and the bottom end of the second connecting section is connected with a front subframe mounting plate located below the longitudinal beam.

7. The connection of a cabin beam to a stringer according to any one of claims 1 to 6, wherein the connecting device of the cabin side sill and the longitudinal beam further comprises a third connecting structure arranged along the length direction of the vehicle body. The third connecting structure is located below the cabin side beam and is connected with the cabin side beam, the second connecting structure and the shock tower, and has a second cavity with a recess direction consistent with that of the first cavity.

8. The connection of a cabin beam to a stringer according to claim 7, wherein The second cavity is in communication with the first cavity.

9. The connection of a cabin beam to a stringer according to claim 7 or 8, wherein A first mounting edge is arranged on a side of the third connecting structure facing the second connecting structure and connected with an outer wall surface of the second connecting structure; And / or, a second mounting edge is arranged on a side of the third connecting structure facing the shock tower and connected with an outer wall surface of the shock tower; And / or, a third mounting edge is arranged on a side of the third connecting structure facing the cabin side beam and connected with an outer side of the cabin side beam.

10. The connection of a cabin beam to a stringer according to any one of claims 1 to 9, wherein The first connecting structure comprises a connecting main plate; Two wall plates are arranged on both sides of the connecting main plate along the length direction of the longitudinal beam, and both extend towards the second connecting structure and are connected with the second connecting structure, and a cavity enclosed by the two wall plates and the connecting main plate is in communication with the first cavity.

11. The connection of a cabin beam to a stringer according to any one of claims 1 to 10, wherein At least part of the cabin side beam or the longitudinal beam is arranged in the first cavity.

12. A front cabin structure comprising a cabin side beam, a longitudinal beam and the connecting device of the cabin side beam and the longitudinal beam according to any one of claims 1 to 11.

13. A vehicle comprising the front cabin structure according to claim 12 or the connecting device of the cabin side beam and the longitudinal beam according to any one of claims 1 to 11.

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