Engine compartment longitudinal beam structure and vehicle
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- GREAT WALL MOTOR CO LTD
- Filing Date
- 2025-11-27
- Publication Date
- 2026-06-04
Smart Images
Figure CN2025138009_04062026_PF_FP_ABST
Abstract
Description
Cabin longitudinal beam structure and vehicle
[0001] This disclosure claims priority to Chinese Patent No. 202411738517.0, filed on November 29, 2024, entitled "Nacelle Longitudinal Beam Structure and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field
[0002] This disclosure relates to the field of vehicle technology, and in particular to a cabin longitudinal beam structure; furthermore, this disclosure also relates to a vehicle equipped with the cabin longitudinal beam structure. Background Technology
[0003] In the design of traditional engine compartment longitudinal beams, to meet safety, durability, and NVH (Noise, Vibration, and Harshness) requirements, individual reinforcement is typically applied to each stress point. For example, to increase the rigidity of the engine mount point, a separate reinforcing plate is required at the engine mount point. To meet the durability requirements of the engine mount point and subframe mount point, reinforcing plates are installed at the subframe mount point. The inclusion of multiple reinforcing plates results in a large number of reinforcing plates within the inner and outer panels of the engine compartment longitudinal beam on one side, increasing not only weight but also manufacturing costs and assembly complexity. Summary of the Invention
[0004] In view of this, the present disclosure aims to propose a cabin longitudinal beam structure to improve structural strength and force transmission effect, and to facilitate the reduction of the weight of the cabin longitudinal beam structure.
[0005] To achieve the above objectives, the technical solution disclosed herein is implemented as follows:
[0006] A cabin longitudinal beam structure includes a cabin longitudinal beam body extending along the front-rear direction of a vehicle and a reinforcing plate; the cabin longitudinal beam body has a cavity extending along its own length direction, the reinforcing plate is disposed in the cavity, and has a first protruding portion and a second protruding portion connected sequentially along the height direction of the cabin longitudinal beam body; along the width direction of the cabin longitudinal beam body, the first protruding portion protrudes toward a first side wall of the cabin longitudinal beam body and forms a first cavity with a second side wall of the cabin longitudinal beam body, and the second protruding portion protrudes toward the second side wall and forms a second cavity with the first side wall.
[0007] Furthermore, a first mounting sleeve is provided inside the cavity, the first mounting sleeve being used to install the power suspension; the first mounting sleeve is located between the top wall of the engine room longitudinal beam body and the first protrusion, and the bottom end of the first mounting sleeve extends into the first cavity.
[0008] Furthermore, a second mounting sleeve is provided in the cavity for mounting the subframe; the second mounting sleeve is disposed between the bottom wall of the engine compartment longitudinal beam body and the second protruding portion, and the top end of the second mounting sleeve extends into the second cavity.
[0009] Furthermore, the engine compartment longitudinal beam body includes an inner longitudinal beam plate and an outer longitudinal beam plate that are snap-fitted together; an upper cavity located above the first cavity and a lower cavity located below the second cavity are further formed in the cavity.
[0010] Furthermore, along the protruding direction of the first protruding portion, the top of the first protruding portion is connected to the first side wall; and / or, along the protruding direction of the second protruding portion, the top of the second protruding portion is connected to the second side wall.
[0011] Furthermore, the reinforcing plate includes a first plate body and a second plate body spliced together; the cross-section of the first plate body is in a "U" shape, and is configured with the first protruding portion and flanging edges on the upper and lower sides of the first protruding portion, the second plate body has a main body located between the first side wall and the second side wall, and upper flanging edges and lower flanging edges provided on the inner and outer sides of the main body; the upper flanging edge is connected to one of the flanging edges, and the first plate body and the second plate body enclose and form the second protruding portion.
[0012] Furthermore, along the vehicle interior and exterior direction, the first side wall is located outside the second side wall; the rear end of the first side wall has an inwardly recessed portion, and a groove is provided on the first protruding portion, and the recessed portion is used to connect to the shock tower.
[0013] Furthermore, the first protruding portion and the second protruding portion are multiple and are alternately arranged along the height direction of the engine compartment longitudinal beam body; the adjacent first protruding portion and second protruding portion are connected in contact.
[0014] For the engine compartment longitudinal beam structure of the present disclosure, by providing a reinforcing plate in the cavity of the engine compartment longitudinal beam body, and the first protrusion of the reinforcing plate and the second side wall of the engine compartment longitudinal beam body enclose and form the first cavity, and the second protrusion of the reinforcing plate and the first side wall enclose and form the second cavity, it not only helps to improve the overall structural strength of the engine compartment longitudinal beam structure, but also can effectively disperse and transmit the impact force during collision through the multi-cavity structure, thereby helping to improve the force transmission effect of the engine compartment longitudinal beam structure. Compared with the traditional scheme of setting multiple reinforcing structures, it helps to reduce the number of reinforcing structures, reduce the weight of the entire engine compartment longitudinal beam structure, and thus facilitate the lightweight design of the engine compartment longitudinal beam structure.
[0015] Another object of this disclosure is to provide a vehicle having the engine compartment longitudinal beam structure described above.
[0016] Furthermore, the front end of the cabin longitudinal beam is connected to a crash beam via an energy-absorbing box, and reinforcing blocks are provided at both ends of the crash beam; the reinforcing blocks are arranged in a triangle with the crash beam and the energy-absorbing box, and there is a preset distance between the reinforcing blocks and the energy-absorbing box.
[0017] Furthermore, the two ends of the anti-collision beam each have an outer portion located outside the energy-absorbing box, and the outer portion is inclined from the inside to the outside towards the rear of the vehicle in a direction pointing outward; the reinforcing block is located at the free end of the outer portion and is located close to the front end of the engine compartment longitudinal beam body.
[0018] Furthermore, the reinforcing block includes a reinforcing block body with multiple hollow holes, and a connecting body protruding to one side of the reinforcing block body. The connecting body is inserted into the anti-collision beam and connected to the anti-collision beam.
[0019] Furthermore, the reinforcing block body is triangular in shape, the connecting body has three connecting arms spaced apart vertically, and an abutment plate, the connecting arms are inserted into the anti-collision beam; the abutment plate abuts against the outer side of the rear sidewall of the anti-collision beam.
[0020] Furthermore, the front end of the cabin longitudinal beam body is provided with a connecting plate extending in the vertical direction, and the bottom of the connecting plate has an extension portion extending out of the bottom of the cabin longitudinal beam body.
[0021] A mounting bracket is installed on the extension, and a third mounting sleeve for mounting the subframe is provided on the mounting bracket.
[0022] Furthermore, the mounting bracket includes a first mounting plate and a second mounting plate that are connected by interlocking, and a cavity is formed between the first mounting plate, the second mounting plate, the extension portion, and the cabin longitudinal beam body.
[0023] The vehicle described in this disclosure, by setting the above-mentioned engine compartment longitudinal beam structure, is conducive to improving the vehicle's collision safety, reducing the number of parts, and lowering the vehicle's weight, thereby facilitating the vehicle's lightweight design. Attached Figure Description
[0024] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this disclosure and do not constitute an undue limitation of this disclosure. In the drawings:
[0025] Figure 1 is a structural schematic diagram of the cabin longitudinal beam structure in this disclosure from a first-view perspective;
[0026] Figure 2 is a structural schematic diagram of the cabin longitudinal beam structure in this disclosure from a second perspective;
[0027] Figure 3 is a structural schematic diagram of the cabin longitudinal beam structure in this disclosure from a third-person perspective;
[0028] Figure 4 is a structural schematic diagram of the cabin longitudinal beam structure in this disclosure from a fourth perspective.
[0029] Figure 5 is a cross-sectional view along the AA direction in Figure 3;
[0030] Figure 6 is a structural schematic diagram of the engine room longitudinal beam body in this disclosure;
[0031] Figure 7 is a schematic diagram of the internal structure of the longitudinal beam body of the engine room in this disclosure;
[0032] Figure 8 is a structural schematic diagram of the reinforcing plate in this disclosure;
[0033] Figure 9 is a structural schematic diagram of the first plate in this disclosure;
[0034] Figure 10 is a structural schematic diagram of the second plate in this disclosure;
[0035] Figure 11 is a structural schematic diagram of the cabin longitudinal beam body, energy absorption box and anti-collision beam in the connected state in this disclosure;
[0036] Figure 12 is a structural schematic diagram of the main body of the cabin longitudinal beam, the energy absorption box and part of the anti-collision beam in this disclosure from one perspective.
[0037] Figure 13 is a structural schematic diagram of the main body of the cabin longitudinal beam, the energy-absorbing box and part of the anti-collision beam in this disclosure from another perspective;
[0038] Figure 14 is a structural schematic diagram of the connecting plate and mounting bracket in this disclosure;
[0039] Figure 15 is a schematic diagram of the reinforcing block in this disclosure. Detailed Implementation
[0040] To make the technical solutions and advantages of this disclosure clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this disclosure.
[0041] It should be noted that, unless otherwise specified, the embodiments and features described in this disclosure can be combined with each other.
[0042] Furthermore, it should be noted that in the description of this disclosure, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Furthermore, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0043] Furthermore, in the description of this disclosure, unless otherwise expressly defined, the terms "installation," "connection," "joint," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure in light of the specific circumstances.
[0044] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0045] The present disclosure will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.
[0046] This embodiment relates to a cabin longitudinal beam structure, which optimizes its own structure to solve the problem that in the design of cabin longitudinal beam structures in related technologies, in order to meet the requirements of safety, durability and NVH performance, the method of individually reinforcing each stress point is usually adopted, which leads to the complexity of the cabin longitudinal beam structure and the large number of reinforcing parts. This not only increases the weight of the cabin longitudinal beam structure, but also increases the manufacturing cost and assembly difficulty.
[0047] In terms of overall structure, the engine compartment longitudinal beam structure described in this embodiment includes an engine compartment longitudinal beam body 1 extending along the front-rear direction of the vehicle and a reinforcing plate 2. The engine compartment longitudinal beam body 1 has a cavity 100 extending along its own length direction. The reinforcing plate 2 is disposed in the cavity 100 and has a first protruding portion 203 and a second protruding portion 204 connected sequentially along the height direction of the engine compartment longitudinal beam body 1. Along the width direction of the engine compartment longitudinal beam body 1, the first protruding portion 203 protrudes toward the first side wall 1011 of the engine compartment longitudinal beam body 1 and forms a first cavity 200 with the second side wall 1021 of the engine compartment longitudinal beam body 1. The second protruding portion 204 protrudes toward the second side wall 1021 and forms a second cavity 300 with the first side wall 1011.
[0048] In this embodiment, the cabin longitudinal beam structure, by setting a reinforcing plate 2 in the cavity 100 of the cabin longitudinal beam body 1, and the first protrusion of the reinforcing plate 2 and the second side wall 1021 of the cabin longitudinal beam body 1 forming a first cavity 200, and the second protrusion of the reinforcing plate 2 and the first side wall 1011 forming a second cavity 300, not only improves the overall structural strength of the cabin longitudinal beam structure, but also, through the multi-cavity structure, effectively disperses and transmits the impact force during a collision, thereby improving the force transmission effect of the cabin longitudinal beam structure.
[0049] Compared to traditional solutions that incorporate multiple reinforcing structures, this approach reduces the number of reinforcing structures, thereby lowering the weight of the cabin longitudinal beam structure and facilitating its lightweight design. Furthermore, reducing the number of components simplifies assembly, further improving the efficiency of longitudinal beam assembly.
[0050] Based on the above overview, an exemplary structure of the engine compartment longitudinal beam structure described in this embodiment is shown in Figures 1 to 5. In this embodiment, the first sidewall 1011 can be either the outer sidewall or the inner sidewall of the engine compartment longitudinal beam body 1. Therefore, the first protrusion 203 can protrude outwards or inwards from the engine compartment longitudinal beam body 1, and the protrusion direction of the second protrusion is opposite to that of the first protrusion. Along the vehicle's inward and outward direction, the first sidewall 1011 is located outside the second sidewall 1021.
[0051] As a feasible implementation, as shown in Figure 6, the engine compartment longitudinal beam body 1 specifically includes an inner longitudinal beam plate 102 and an outer longitudinal beam plate 101 that are interlocked. Both have an upper stop 103 at the top and a lower stop 104 at the bottom. A first side wall 1011 is provided on the side of the outer longitudinal beam plate 101 facing outwards from the vehicle, and a second side wall 1021 is provided on the side of the inner longitudinal beam plate 102 facing inwards from the vehicle. The cross-section of the cavity 100 in the left-right direction of the vehicle can be rectangular as shown in Figure 6, or it can be other geometric shapes. The engine compartment longitudinal beam body 1 with a rectangular cross-section has the advantages of simple structure and easy processing and forming.
[0052] In this embodiment, multiple first protrusions 203 and second protrusions 204 are alternately arranged along the height direction of the engine compartment longitudinal beam body 1, and adjacent first protrusions 203 and second protrusions 204 are connected together. This arrangement of multiple first protrusions 203 and second protrusions 204 along the height direction of the engine compartment longitudinal beam body 1 facilitates layout and implementation, and allows the number of protrusions to be determined according to usage requirements. It also forms a multi-cavity structure along the height direction of the entire vehicle, utilizing the high structural strength and force transmission performance of the multi-cavity structure to enhance both structural strength and force transmission performance.
[0053] In some embodiments, the reinforcing plate 2 in this embodiment is generally S-shaped. As shown in Figures 1 and 7 to 9, the reinforcing plate 2 includes a first plate 201 and a second plate 202 spliced together. The cross-section of the first plate 201 is U-shaped and has a first protrusion 203 and outward flanges 2011 located on the upper and lower sides of the first protrusion 203. The second plate 202 has a main body 2021 located between the first sidewall 1011 and the second sidewall 1021, and an upper flange 2022 and a lower flange 2023 provided on the inner and outer sides of the main body 2021. The upper flange 2022 is connected to one of its outward flanges 2011, and the first plate 201 and the second plate 202 enclose a second protrusion 204.
[0054] Here, the arrangement of the first plate 201 and the second plate 202 allows for adjustments to the material thickness between different models on the same platform without modifying the structure of the engine compartment longitudinal beam body 1. Only the first plate 201 and the second plate 202 need to be adjusted, greatly improving the design's versatility and flexibility. It also helps reduce design redundancy, thereby further reducing production costs. Moreover, the outer flange 2011, the upper flange 2022, and the lower flange 2023 have simple structures, are easy to process and form, and have good connection effects. In this embodiment, the reinforcing plate 2 is not directly welded to the upper stop 103 and the lower stop 104 of the engine compartment longitudinal beam body 1. This means that when adjusting the material thickness between different models on the same platform, there is no need to modify the structure of the engine compartment longitudinal beam body 1; only the reinforcing plate 2 needs to be replaced, further improving the design's versatility and flexibility.
[0055] In specific implementation, in this embodiment, both outward flanges 2011 are connected to the second sidewall 1021 by spot welding. Spot welding has advantages such as simple metallurgical process, short heating time and concentrated heat, low welding cost, high productivity, few weld interface defects, easy automation, good economic effect and good working conditions.
[0056] In addition, the lower outer flange 2011 is connected to the upper flange 2022 via MIG / MAG plug welding, and the lower flange 2023 is also connected to the first sidewall 1011 via plug welding. MIG / MAG plug welding here refers to a welding process performed using carbon dioxide or a mixed gas as the shielding gas. During MIG / MAG plug welding, the welding arc emitted by the welding torch generates high temperatures between the workpieces, causing localized melting. Simultaneously, the shielding gas (such as carbon dioxide or a mixed gas) flows around the arc, preventing harmful gases such as oxygen and nitrogen from contacting the molten pool, thus avoiding welding defects. The plug welding portion is achieved by pre-drilling holes in the workpiece and then filling them with welding wire. This method increases the strength and sealing of the weld. MIG / MAG plug welding is an efficient, stable, and high-quality welding process, which helps ensure the secure installation of the reinforcing plate 2.
[0057] In this embodiment, the reinforcing plate 2 is connected to the inner plate 102 and the outer plate 101 of the longitudinal beam by spot welding and MIG welding on both sides, respectively, which can form an effective Y-direction (left-right direction of the whole vehicle) support, significantly improving the overall stability and force transmission efficiency of the engine compartment longitudinal beam body 1, thereby enhancing the vehicle's energy absorption capacity in a collision.
[0058] To further improve the performance of the reinforcing plate 2, as shown in Figure 5, the top of the first protrusion 203 is connected to the first sidewall 1011 along the protrusion direction of the first protrusion 203. Similarly, the top of the second protrusion 204 is connected to the second sidewall 1021 along the protrusion direction of the second protrusion 204. This connection between the top of the first protrusion 203 and the first sidewall 1011, and the top of the second protrusion 204 and the second sidewall 1021, facilitates effective Y-axis (vehicle height direction) support, further enhancing the overall stability of the engine compartment longitudinal beam structure, improving the force transmission efficiency during collisions, and enhancing the ability to absorb collision energy.
[0059] In this embodiment, because the top of the first protrusion 203 is connected to the first sidewall 1011, and the top of the second protrusion 204 is connected to the second sidewall 1021, an upper cavity 400 located above the first cavity 200 and a lower cavity 500 located below the second cavity 300 are also formed within the cavity 100, thus forming a four-cavity structure stacked vertically. It should be noted that in this embodiment, it is feasible to have only the top of the first protrusion 203 connected to the first sidewall 1011, or only the top of the second protrusion 204 connected to the second sidewall 1021.
[0060] The multi-cavity structure design helps to improve the stiffness of the cabin longitudinal beam body 1. Through clever design, a closed or semi-closed cavity structure is formed within the cavity 100. This design not only reduces weight but also significantly improves structural stiffness, further optimizing NVH performance and the ability to absorb collision forces.
[0061] It is understood that, in this embodiment, the number of the first protrusion 203 and the second protrusion 204, in addition to those shown in Figure 5, can still be increased according to usage requirements. In this case, it is necessary to increase the number of the first plate 201 and the second plate 202, ensuring that the first plate 201 and the second plate 202 are alternately arranged in the height direction of the entire vehicle and sequentially connected. For example, the first plate 201 and the second plate 202 are connected to form an "M" shape. In specific implementation, the shape of the reinforcing plate 2 can be adjusted according to the number of the first protrusion 203 and the second protrusion 204.
[0062] In this embodiment, the reinforcing plate 2 inside the cavity 100 is roughly "S" shaped. Compared with the method of setting multiple reinforcing plates 2 in related technologies, it not only supports the inner and outer sides of the longitudinal beam and the outer plate 101 of the longitudinal beam in the left and right directions of the whole vehicle, but also strengthens the structural strength at the engine mount mounting point and the subframe mounting point, forming a more stable support system. At the same time, it reduces the number of parts, thereby reducing the weight of the entire engine compartment longitudinal beam structure.
[0063] In the event of a car collision, a multi-cavity force-transfer structure can more effectively absorb and disperse collision energy, thereby reducing injury to occupants. In side-impact collisions, the multi-cavity structure significantly improves the vehicle's impact resistance, providing more comprehensive protection for occupants. Furthermore, the multi-cavity structure also enhances the vehicle's torsional rigidity and overall stiffness, making the vehicle more stable and safer during driving.
[0064] Furthermore, the multi-cavity force transmission structure design in the engine compartment longitudinal beam body 1 makes the vehicle body structure more compact and efficient. By rationally arranging the position and shape of the cavities, the vehicle body weight can be reduced while ensuring structural strength. The multi-cavity force transmission structure design not only helps improve the vehicle's fuel economy but also enhances its handling performance and ride comfort.
[0065] As a preferred embodiment, as shown in Figures 7 to 10, in this embodiment, a first mounting sleeve 205 is provided in the cavity 100, and the first mounting sleeve 205 is used to install the power suspension. The first mounting sleeve 205 is located between the top wall of the engine room longitudinal beam body 1 and the first protrusion 203, and the bottom end of the first mounting sleeve 205 extends into the first cavity 200.
[0066] Specifically, the first mounting sleeve 205 is located in the middle of the length of the reinforcing plate 2, passing through the top wall of the inner plate 102 of the longitudinal beam and the top wall of the first protrusion 203. In this embodiment, the first mounting sleeve 205 is provided in the cavity 100 to facilitate the installation of the power mount. The first mounting sleeve 205 is located between the top wall of the engine room longitudinal beam body 1 and the first protrusion 203, and extends into the first cavity 200, which helps to enhance the rigidity and strength of the power mount installation position.
[0067] Additionally, referring to Figures 7 to 10, a second mounting sleeve 206 is provided within the cavity 100. The second mounting sleeve 206 is used to mount the subframe. The second mounting sleeve 206 is located between the bottom wall of the engine compartment longitudinal beam body 1 and the second protrusion 204, with its top end extending into the second cavity 300. Here, the second mounting sleeve 206 is located at the rear end of the reinforcing plate 2 and passes through the bottom wall of the longitudinal beam inner plate 102 and the bottom wall of the second protrusion 204. The second mounting sleeve 206 facilitates the mounting of the subframe. Its location between the bottom wall of the engine compartment longitudinal beam body 1 and the second protrusion 204, and its extension into the second cavity 300, enhances the rigidity and strength of the subframe mounting position, further improving the reliability and stability of the subframe installation.
[0068] The first mounting sleeve 205 and the second mounting sleeve 206 are designed to be directly welded to the reinforcing plate 2 through mounting holes, enhancing the rigidity and strength of these critical connection points. Furthermore, the longitudinal beam inner plate 102 in this embodiment includes a front portion, a middle portion, and a rear portion sequentially connected along the front-rear direction of the vehicle. The first mounting sleeve 205 corresponds to the middle portion, and the second mounting sleeve 206 corresponds to the rear portion.
[0069] To ensure the secure installation of the first mounting sleeve 205 and the second mounting sleeve 206, the width of the middle section corresponding to the installation location of the first mounting sleeve 205, and the width of the rear section corresponding to the second mounting sleeve 206, should be as large as possible. Of course, in addition to adopting a three-section connected structure, the inner plate 102 of the longitudinal beam can also be designed as a single piece or the number of segments can be increased or decreased as needed.
[0070] In this embodiment, as shown in Figures 1 and 4, the rear end of the first sidewall 1011 has an inwardly recessed portion 1012, and the first protruding portion 203 has an inwardly recessed groove 1013. The recessed portion 1012 is used to connect with the shock absorber tower. The recessed portion 1012 at the rear end of the first sidewall 1011 and the inwardly recessed groove 1013 on the first protruding portion 203 connect the recessed portion 1012 with the shock absorber tower, which helps to improve the structural strength at this location, improves the installation strength of the shock absorber tower, and avoids components such as vibration dampers. In addition, due to the setting of the recessed portion 1012, the upper stop 103 at the rear of the nacelle longitudinal beam body 1 is located on the inner side of the whole.
[0071] Furthermore, in this embodiment, due to the recessed portion 1012, the width of the rear part of the engine compartment longitudinal beam body 1 is smaller than the width of the middle part. To improve the connection reliability between the front end of the engine compartment longitudinal beam body 1 and the surrounding components, in this embodiment, the width of the front end of the engine compartment longitudinal beam body 1 gradually increases along the direction pointing towards the front of the vehicle. Specifically, the front end of the longitudinal beam outer plate 101 is inclined outward along the direction pointing towards the front of the vehicle, and the longitudinal beam inner plate 102 is straight in the longitudinal direction of the entire vehicle to ensure that the width of the front end of the engine compartment longitudinal beam body 1 is relatively large.
[0072] In this embodiment, the cabin longitudinal beam structure integrates multiple dispersed reinforcing plates 2 in the traditional design into an "S"-shaped reinforcing plate 2 structure, which significantly reduces the number of reinforcing components, simplifies the cabin longitudinal beam structure, and reduces the overall weight of the cabin longitudinal beam structure, thereby improving fuel efficiency and electric vehicle range.
[0073] Furthermore, the cooperation between the first protrusion 203 and the second protrusion 204 in the reinforcing plate 2 optimizes and enhances the stability and NVH performance of the engine compartment longitudinal beam structure, improving vehicle comfort and safety during driving, especially in the event of a collision, where it can more effectively absorb and disperse impact forces. In addition, the design of the reinforcing plate 2, which forms multiple cavities within the cavity 100, not only reduces weight but also significantly increases structural rigidity, playing a key role in improving the overall strength and durability of the vehicle.
[0074] The first plate 201 and the second plate 202 are segmented and designed in an "S" shape as reinforcing plate 2. The fact that reinforcing plate 2 is not connected to the upper stop 103 and the lower stop 104 allows its design to easily adapt to the needs of different sized vehicle models on the same platform. Only the material thickness needs to be adjusted without modifying the structure of the engine compartment longitudinal beam body 1, greatly improving design flexibility and platform versatility. Simultaneously, it helps reduce design redundancy and improve material utilization, contributing to lower production and R&D costs. The modular and standardized design of reinforcing plate 2 simplifies the production process, thereby shortening the development cycle of new vehicle models.
[0075] In this embodiment, by optimizing the reinforcing plate 2, the excessive performance of traditional reinforcing structures in small vehicles is avoided, thus improving the cost-effectiveness ratio and making the vehicle more attractive in the market, especially in a market environment that emphasizes energy conservation, emission reduction, and cost-effectiveness. Furthermore, the engine compartment longitudinal beam structure in this embodiment also improves the rigidity and strength of mounting points for key components such as engine mounts and subframes by reinforcing these points, ensuring stable installation and operation of the powertrain and thus enhancing the overall quality of the vehicle. In addition, the multi-cavity force transmission structure formed within the cavity 100 offers advantages such as improved force transmission efficiency and structural strength, enhanced vehicle safety performance, optimized body structure and weight, and adaptability to different operating conditions and driving needs.
[0076] Furthermore, this embodiment also relates to a vehicle equipped with the aforementioned engine compartment longitudinal beam structure. The vehicle described in this embodiment, by incorporating the aforementioned engine compartment longitudinal beam structure, benefits from improved collision safety, reduces the number of components, and lowers the vehicle's weight, thereby facilitating lightweight vehicle design.
[0077] In terms of specific structure, as shown in Figures 11 and 12, the front end of the cabin longitudinal beam body 1 is connected to the anti-collision beam 4 via an energy-absorbing box 3, and reinforcing blocks 5 are provided at both ends of the anti-collision beam 4. The reinforcing blocks, anti-collision beam 4, and energy-absorbing box 3 are arranged in a triangle, with a preset distance of 600 between the reinforcing blocks 5 and the energy-absorbing box 3. Here, the connection of the front end of the cabin longitudinal beam body 1 to the anti-collision beam 4 via the energy-absorbing box 3, and the presence of reinforcing blocks 5 at both ends of the anti-collision beam 4, not only improves the structural strength at both ends of the anti-collision beam 4, but also guides the collision force to the energy-absorbing box 3 through the reinforcing blocks 5, improving safety during side collisions. The preset distance of 600 between the reinforcing blocks 5 and the energy-absorbing box 3 provides crumple space for the reinforcing blocks 5, further improving side collision safety. The triangular arrangement of the reinforcing blocks, anti-collision beam 4, and energy-absorbing box 3 utilizes the good stability of the triangular structure to improve the stability of the connection.
[0078] In some embodiments, the energy-absorbing box 3 has an energy-absorbing cavity extending along the front-rear direction of the vehicle. The impact force transmitted from the anti-collision beam 4 can be absorbed by the energy-absorbing box 3 and then transmitted to the engine compartment longitudinal beam body 1, and further absorbed and dispersed rearward through the multi-cavity structure. To improve the connection strength between the energy-absorbing box 3 and the anti-collision beam 4, connection portions 301 are formed at the top and bottom of the front end of the energy-absorbing box 3, respectively, overlapping the top and bottom of the anti-collision beam 4. By increasing the connection area between the energy-absorbing box 3 and the anti-collision beam 4, the connection stability and reliability between the two are improved, and the anti-collision beam 4 also has good durability during the transmission of impact force.
[0079] As shown in Figures 12 and 13, to further improve the installation stability of the subframe, in this embodiment, a connecting plate 7 extending vertically can be provided at the front end of the engine compartment longitudinal beam body 1. The bottom of the connecting plate 7 has an extension portion 701 extending out of the bottom of the engine compartment longitudinal beam body 1. The extension portion 701 is generally L-shaped, and a mounting bracket 6 is installed on the extension portion 701. A third mounting sleeve 604 for installing the subframe is provided on the mounting bracket 6. In addition, to improve the strength of the connecting plate 7, a reinforcing flange can be provided on a local edge of the connecting plate 7. This structure is simple, easy to process and form, and has good performance.
[0080] In some embodiments, the mounting bracket 6 includes a first mounting plate 601 and a second mounting plate 602 that are interlocked internally. The first mounting plate 601 is located outside the second mounting plate 602. The front and bottom of both the first mounting plate 601 and the second mounting plate 602 are connected to the extension portion 701. The top of the first mounting portion and the second mounting plate 602 are connected to the lower stop 104. A cavity is formed between the first mounting plate 601, the second mounting plate 602, the extension portion 701, and the cabin longitudinal beam body 1.
[0081] In this embodiment, the mounting bracket 6 further includes a third mounting plate 603 disposed within the cavity 100. The third mounting plate 603 is horizontal and connected to the inner wall of the cavity 100 via flanged structures around its perimeter. That is, the inner and outer sides of the third mounting plate 603 are connected to the first mounting plate 601 and the second mounting plate 602, respectively. The rear side of the third mounting plate 603 is also connected to the second mounting plate 602, and the front side is connected to the extension portion 701.
[0082] The aforementioned third mounting sleeve 604 passes through the extension portion 701 and the third mounting plate 603. The structures of the first mounting plate 601, the second mounting plate 602, and the third mounting plate 603 are simple, facilitating implementation and installation of the subframe. To further enhance the connection strength of the mounting bracket 6, it is also connected to the lower stop 104 at the bottom of the engine compartment longitudinal beam body 1. Of course, the structural form of the mounting bracket 6 can be adapted to meet specific requirements during implementation.
[0083] In a preferred embodiment, the reinforcing blocks 5 are respectively disposed on the rearward side of the anti-collision beam 4. Both ends of the anti-collision beam 4 have outer portions located outside the energy-absorbing box 3, and these outer portions are inclined from the inside outwards towards the rear of the vehicle in a direction pointing outwards. The reinforcing blocks 5 are disposed at the free ends of the outer portions and are located close to the front end of the engine compartment longitudinal beam body 1.
[0084] The triangular arrangement of the reinforcing block 5, the anti-collision beam 4, and the energy-absorbing box 3 means that the energy-absorbing box 3 is one side of the triangle, the outer part is another side of the triangle, and the side of the reinforcing block 5 facing the vehicle interior is yet another side of the triangle. The minimum preset distance of 600mm between the rear end of the reinforcing block 5 and the rear end of the energy-absorbing box 3 is maintained, but the overall reinforcing block, the anti-collision beam 4, and the energy-absorbing box 3 can still be arranged in a triangular configuration.
[0085] As a preferred embodiment, as shown in FIG13, the reinforcing block 5 includes a reinforcing block body 501 with multiple hollow holes 503, and a connecting body 502 protruding to one side of the reinforcing block body 501. The connecting body 502 is inserted into and connected to the anti-collision beam 4. The reinforcing block body 501 with multiple hollow holes 503 and the connecting body 502 in the reinforcing block 5 are designed to improve the crumple zone energy absorption effect during a collision. Preferably, the connecting body 502 is detachably connected to the anti-collision beam 4 so that it can be easily replaced after the reinforcing block 5 is damaged, thereby reducing maintenance costs.
[0086] In terms of specific structure, referring to Figure 13, in this embodiment, the reinforcing block body 501 is generally triangular, and there are three hollow holes 503 on the reinforcing block body 501. Besides the trapezoidal, trapezoidal-like, and triangular shapes shown in the figure, the hollow holes 503 can also adopt other geometric shapes, as long as they meet the usage requirements. Furthermore, the number of hollow holes 503 and the overall structural shape of the reinforcing block body 501 can also be adaptively adjusted according to requirements.
[0087] In this embodiment, the connector 502 is located on the inner side of the front end of the reinforcing block body 501 and protrudes into the anti-collision beam 4 to facilitate insertion into the anti-collision beam 4. Considering that the cavities within the anti-collision beam 4 are three spaced apart along the height direction, the connector 502 has three vertically spaced connecting arms 5021, which can be inserted into their respective cavities. Additionally, the connector 502 has an abutment plate 5022, and the three connecting arms 5021 are spaced apart on the front side of the abutment plate 5022. As the connecting arms 5021 are inserted into their respective cavities, the abutment plate 5022 abuts against the outer side of the rear wall of the anti-collision beam 4, thereby improving the insertion effect between the connector 502 and the anti-collision beam 4, and thus facilitating the connection of the connector 502 and the anti-collision beam 4 together.
[0088] It is understandable that, in other embodiments, the number of connecting arms 5021 and the number of cavities within the anti-collision beam 4 can be adaptively increased or decreased according to usage requirements. Furthermore, each connecting arm 5021 is provided with a weight-reduction hole 505 extending along the overall vehicle height direction. This helps reduce the overall weight of the reinforcing block 5, thereby facilitating the lightweight design of the vehicle.
[0089] In a preferred embodiment, to improve the ease of insertion of each connecting arm 5021 into its corresponding cavity, an inclined guide surface 504 is provided on the side of each connecting arm 5021 facing the front of the vehicle. The guide surface 504 has a simple structure, is easy to manufacture, and provides good guiding effect. Furthermore, the length of the abutment plate 5022 is less than the length of the connecting arm 5021. This allows the connecting arm 5021 to abut against the abutment plate 5022 after being inserted to a certain depth into its corresponding cavity, and then abut against the rear side wall of the anti-collision beam 4, thereby further improving the insertion effect between the connecting body 502 and the anti-collision beam 4.
[0090] To achieve a detachable connection between the connector 502 and the anti-collision beam 4, as a feasible implementation, as shown in Figures 14 and 15, the front sidewall of the anti-collision beam 4 and the corresponding connecting arms 5021 are connected together by a first connector 401 passing through both. The rear sidewall of the anti-collision beam 4 and the abutment plate 5022 are connected together by a second connector 402 passing through both. The number and arrangement of the first and second connectors 401 and 402 can be adaptively adjusted according to usage requirements. In specific implementations, both the first and second connectors 401 and 402 can be bolts, etc., which have a simple structure, are easy to install and disassemble, and provide good connection. Of course, in addition to bolts, other structural forms can be used for the connectors, as long as the detachable connection between the connector 502 and the anti-collision beam 4 is satisfied.
[0091] Furthermore, the engine compartment longitudinal beam body 1 in this embodiment is typically stamped from low-alloy steel sheet. This material possesses good strength and toughness, meeting the safety and stability requirements of automobiles. As one of the load-bearing components of an automobile, the engine compartment longitudinal beam body 1 needs to withstand the weight of the vehicle and various loads generated during driving. With the development of technology and the continuous emergence of new materials, some advanced models or special-purpose vehicles may use other materials to replace traditional steel sheets in the manufacture of the engine compartment longitudinal beam body 1.
[0092] For example, carbon fiber composites, as a high-strength, low-weight material, are gradually being used in automobile manufacturing, including for engine hoods and other body panels on some models. However, it's important to note that the application of carbon fiber composites is currently in a phase of gradual promotion, and challenges remain regarding cost and processing technology. In general, the material selection for engine compartment longitudinal beams depends primarily on factors such as vehicle design requirements, operating environment, and manufacturing costs. When selecting materials, it's necessary to comprehensively consider multiple aspects, including the material's strength, rigidity, toughness, corrosion resistance, manufacturing cost, and processing difficulty.
[0093] In a collision, the longitudinal beam body 1 of the engine compartment absorbs and disperses collision energy, protecting the integrity of the passenger compartment and the safety of the occupants. The front of the longitudinal beam body 1 is connected to the anti-collision beam 4 via the energy-absorbing box 3. These components together constitute the front protection system of the vehicle.
[0094] When a frontal collision occurs, the anti-collision beam 4 absorbs the collision force and transmits it to the left and right ends, and then to the energy absorption box 3. The energy absorption box 3 absorbs the collision force again and then transmits it to the corresponding engine compartment longitudinal beam body 1. The engine compartment longitudinal beam body 1 absorbs the collision force again and disperses it backward along the front-rear direction of the vehicle, thus achieving good force transmission efficiency and collision safety.
[0095] The vehicle described in this embodiment, by incorporating the aforementioned engine compartment longitudinal beam structure and optimized reinforcement block 5 and other structures, effectively enhances the structural strength and collision safety of the front of the vehicle body. Especially in the event of a frontal collision, it efficiently absorbs and buffers the impact force before dispersing it rearward. Furthermore, it provides a stable foundation for the subframe installation, thereby further improving the subframe's installation reliability and durability. The reinforcement block 5 in this embodiment has a simple structure, is easy to manufacture, and can cooperate with surrounding components to improve vehicle collision safety during a full-vehicle collision.
[0096] In the description of this disclosure, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this disclosure, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0097] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents. The above descriptions are merely some embodiments of this disclosure and are not intended to limit this disclosure. The technical features or structures in the foregoing different embodiments can be arbitrarily combined as needed to form other specific technical solutions. For those skilled in the art, this disclosure can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of the claims of this disclosure.
Claims
1. A cabin longitudinal beam structure, characterized in that: Includes the engine compartment longitudinal beam body (1) and the reinforcing plate (2) extending along the front and rear directions of the vehicle. The cabin longitudinal beam body (1) has a cavity (100) extending along its own length direction. The reinforcing plate (2) is disposed in the cavity (100) and has a first protrusion (203) and a second protrusion (204) connected sequentially along the height direction of the cabin longitudinal beam body (1). Along the width direction of the cabin longitudinal beam body (1), the first protruding portion (203) protrudes toward the first side wall (1011) of the cabin longitudinal beam body (1) and forms a first cavity (200) with the second side wall (1021) of the cabin longitudinal beam body (1), and the second protruding portion (204) protrudes toward the second side wall (1021) and forms a second cavity (300) with the first side wall (1011).
2. The cabin longitudinal beam structure according to claim 1, wherein: The cavity (100) is provided with a first mounting sleeve (205), which is used to install the power suspension. The first mounting sleeve (205) is located between the top wall of the engine room longitudinal beam body (1) and the first protrusion (203), and the bottom end of the first mounting sleeve (205) extends into the first cavity (200).
3. The cabin longitudinal beam structure according to claim 2, wherein: The cavity (100) is provided with a second mounting sleeve (206), which is used to mount the subframe; The second mounting sleeve (206) is located between the bottom wall of the engine room longitudinal beam body (1) and the second protrusion (204), and the top end of the second mounting sleeve (206) extends into the second cavity (300).
4. The cabin longitudinal beam structure according to claim 3, wherein: The engine room longitudinal beam body (1) includes an inner longitudinal beam plate (102) and an outer longitudinal beam plate (101) that are connected by interlocking. The cavity (100) also contains an upper cavity (400) located above the first cavity (200) and a lower cavity (500) located below the second cavity (300).
5. The cabin longitudinal beam structure according to claim 1, characterized in that: Along the protrusion direction of the first protrusion (203), the top of the first protrusion (203) is connected to the first sidewall (1011); and / or, Along the protrusion direction of the second protrusion (204), the top of the second protrusion (204) is connected to the second sidewall (1021).
6. The cabin longitudinal beam structure according to claim 1, wherein: The reinforcing plate (2) includes a first plate (201) and a second plate (202) spliced together; The cross-section of the first plate body (201) is in a "ji" shape, and is configured with the first convex part (203), and the outward flanging edges (2011) on the upper and lower sides of the first convex part (203). The second plate body (202) has a main body (2021) located between the first side wall (1011) and the second side wall (1021), and upward flanging edges (2022) and downward flanging edges (2023) provided on the inner and outer sides of the main body (2021). The upward flanging edge (2022) is connected to one of the outward flanging edges (2011), and the first plate body (201) and the second plate body (202) are enclosed to form the second convex part (204).
7. The engine compartment longitudinal beam structure according to claim 1, wherein: Along the vehicle's inside-outside direction, the first side wall (1011) is located outside the second side wall (1021). The rear end of the first side wall (1011) has an inwardly recessed part (1012), and a groove (1013) is provided on the first convex part (203) and is also inwardly recessed. The recessed part (1012) is used to connect to the shock absorber tower.
8. The engine compartment longitudinal beam structure according to any one of claims 1 to 7, wherein: The first convex part (203) and the second convex part (204) are multiple and are alternately arranged along the height direction of the engine compartment longitudinal beam body (1). The adjacent first convex part (203) and second convex part (204) are arranged in contact with each other.
9. A vehicle, characterized in that: The vehicle is provided with the engine compartment longitudinal beam structure according to any one of claims 1 to 8.
10. The vehicle according to claim 9, wherein: The front end of the engine compartment longitudinal beam body (1) is connected to a bumper beam (4) through an energy absorption box (3), and strengthening blocks (5) are provided at both ends of the bumper beam (4). The strengthening blocks (5), the bumper beam (4), and the energy absorption box (3) are arranged in a triangle, and there is a preset distance (600) between the strengthening blocks (5) and the energy absorption box (3).
11. The vehicle according to claim 10, wherein: Both ends of the bumper beam (4) respectively have outer parts located outside the energy absorption box (3), and the outer parts are inclined from the inside to the outside and are arranged backward along the direction pointing to the outside of the vehicle. The strengthening blocks (5) are arranged at the free ends of the outer parts and are arranged close to the front end of the engine compartment longitudinal beam body (1).
12. The vehicle according to claim 10, wherein: The strengthening block (5) includes a strengthening block body (501) having a plurality of hollow holes (503), and a connecting body (502) protruding from one side of the strengthening block body (501). The connecting body (502) is inserted into the bumper beam (4) and is connected to the bumper beam (4).
13. The vehicle according to claim 12, wherein: The reinforcing block body (501) is triangular, the connecting body (502) has three connecting arms (5021) spaced apart vertically, and an abutment plate (5022), the connecting arms (5021) are inserted into the anti-collision beam (4); The abutment plate (5022) abuts against the outer side of the rear side wall of the anti-collision beam (4).
14. The vehicle according to any one of claims 9 to 13, wherein: The front end of the cabin longitudinal beam body (1) is provided with a connecting plate (7) extending in the vertical direction, and the bottom of the connecting plate (7) has an extension portion (701) extending out of the bottom of the cabin longitudinal beam body (1). A mounting bracket (6) is installed on the extension (701), and a third mounting sleeve (604) for mounting the subframe is provided on the mounting bracket (6).
15. The vehicle according to claim 14, wherein: The mounting bracket (6) includes a first mounting plate (601) and a second mounting plate (602) that are connected by interlocking. A cavity is formed between the first mounting plate (601), the second mounting plate (602), the extension portion (701), and the cabin longitudinal beam body (1).