CN117985121A - Beam body structure of vehicle and vehicle - Google Patents

Abstract

The invention provides a beam structure of a vehicle, which is characterized by comprising: a beam body (10) comprising an inner plate (11) and an outer plate, the inner plate (11) and the outer plate enclosing a hollow structure extending in a first direction; and a reinforcement member (20) provided in the beam body (10), at least one end of the reinforcement member (20) in a second direction being connected to the inner plate (11) and/or the outer plate, the second direction being substantially perpendicular to the first direction, the reinforcement member (20) including a crush member and a support member extending in the second direction, the crush member being provided with a crush guide, the crush member protruding in the second direction than the support member in at least one end in the second direction. This reduces the deformation of the beam body and reduces the impact force transmitted to the vehicle body.

Description

Beam body structure of vehicle and vehicle

Technical Field

The invention relates to a beam structure of a vehicle and the vehicle.

Background

With the increase of the vehicle conservation amount, the requirements of users on the safety performance of the vehicle are higher and higher, and particularly, the vehicle is required to have a reasonable beam structure, so that the vehicle is ensured to have good collision performance. For example, a rocker beam of a vehicle is an important component of a vehicle body frame, and if the structural strength of the rocker beam of the vehicle is insufficient, the rocker region is severely deformed when a side collision is received, and the intrusion amount into the vehicle and the intrusion speed are excessively large, the personal safety of occupants in the vehicle is seriously affected.

Conventionally, there is a rocker structure of a vehicle in which a reinforcing member is disposed only in the interior of a rocker, thereby increasing the rigidity of the rocker. However, the rigidity of the rocker is not proportional to the safety of the occupants, and an increase in rigidity does not truly guarantee the safety of the occupants. The prior art has not fully considered how to reduce the impact force transmitted to the vehicle body while reducing the deformation of the rocker beam.

Disclosure of Invention

The present invention provides a beam structure of a vehicle capable of reducing deformation of a beam and reducing impact force transmitted to a vehicle body, and a vehicle having the beam structure.

In order to solve the above problem, a beam structure of a vehicle according to the present invention includes: the beam body comprises an inner plate and an outer plate, and the inner plate and the outer plate are enclosed to form a hollow structure extending along a first direction; and a reinforcement member disposed within the Liang Ben body, the reinforcement member being connected to the inner panel and/or the outer panel at least one end in a second direction, the second direction being substantially perpendicular to the first direction, the reinforcement member including a crush member and a support member extending in the second direction, the crush member being provided with a crush guide, the crush member protruding further in the second direction than the support member along at least one end in the second direction.

By forming the structure, when the vehicle is collided, the crumple member can firstly bear the impact force to crumple and absorb part of impact energy, so that the impact energy transmitted to the vehicle body is reduced, and the whole stress mode of the reinforcement member is that the crumple member is crumpled and then supported, so that the crumple deformation can be controlled within a certain range, and the impact force transmitted to the vehicle body is reduced while the deformation of the beam body is reduced.

On the basis of the structure, when the beam body receives an impact force from the second direction, the crush member receives the impact force before the support member.

Therefore, the whole stress mode of the reinforcement is that the reinforcement is firstly collapsed and then supported, and the collapse deformation is ensured to be controlled within a certain range, so that the deformation of the beam body is reduced, and the impact force transmitted to the vehicle body is reduced.

On the basis of the above structure, in the second direction, the length of the crush member is greater than the length of the support member.

Therefore, the crumple member and the support member can be simply and conveniently arranged in the beam body, so that the whole stress mode of the reinforcement member is crumple first and then support, crumple deformation can be controlled within a certain range, and the impact force transmitted to the vehicle body is reduced while the deformation of the beam body is reduced.

On the basis of the structure, the crumple member is a crumple plate, the crumple guide part is a guide groove arranged on the plate surface of the crumple plate, and the extending direction of the guide groove is approximately parallel to the long and high section of the beam body.

This makes it possible to increase the absorptivity of impact energy by making the collapsing deformation direction of the guide groove substantially the same as the direction of the collision force when the vehicle is impacted.

On the basis of the structure, the supporting piece is a supporting plate, and a reinforcing part is arranged on the surface of the supporting plate.

Thereby, the extent of the crush deformation of the stiffener can be controlled.

On the basis of the structure, the reinforcing part is a supporting groove arranged on the plate surface of the supporting plate, and the extending direction of the supporting groove is approximately parallel to the cross section of the beam body.

Thus, the reinforcing portion is formed by the shape of the support plate itself, and the structure of the reinforcing member can be simplified. In addition, since the extending direction of the support groove is substantially the same as the direction of the impact force when the vehicle is collided, the load capacity in the axial direction of the support plate, that is, the deformation resistance of the support plate in the extending direction of the support groove can be increased.

On the basis of the structure, the supporting grooves comprise grooves concavely arranged on the plate surface of the supporting plate and convex grooves convexly arranged on the plate surface of the supporting plate, and the grooves and the convex grooves are alternately distributed on the plate surface of the supporting plate.

Thus, by providing the grooves and the grooves alternately distributed, the supporting strength of the supporting plate can be further increased.

On the basis of the structure, the support grooves comprise a plurality of support grooves, and at least one support groove is provided with a crumple groove with the extending direction approximately parallel to the long and high section of the beam body.

Therefore, the support strength of the support plate is ensured, and meanwhile, the support plate can provide a further crumple space to further absorb collision energy.

On the basis of the structure, at least one supporting groove is not provided with the crumple groove.

Therefore, the supporting strength of the supporting plate can be ensured, and the crumple deformation of the reinforcing piece is controlled within a certain range.

In the above-described structure, the first direction is a vehicle body longitudinal direction, the second direction is a vehicle body width direction, the vehicle has a cross member extending substantially in the vehicle body width direction, the beam body is a rocker beam that is substantially perpendicular to the cross member and is connected to an end portion of the cross member in the vehicle body width direction, and a first end of the reinforcement on the inner side in the vehicle body width direction is located on an extension line of the cross member.

Thus, when the vehicle is involved in a side collision, the impact force on the side of the vehicle body can be directly transmitted to the cross member.

On the basis of the above structure, the cross-sectional shape of the first end of the reinforcement is substantially the same as the cross-sectional shape of the end portion of the cross-beam, and the cross-sectional periphery of the first end of the reinforcement is on the extension line of the cross-beam.

Therefore, the impact force born by each side of the reinforcement can be directly transmitted to the cross beam, and the transmission efficiency of the impact force is further improved.

On the basis of the above structure, an expansion part is arranged above the cross beam, the expansion part is sleeved on the cross beam, the shape of a first end of the expansion part near the inner side in the width direction of the vehicle body is approximately the same as the shape of the periphery of the sleeved cross beam, the shape of a second end of the expansion part near the outer side in the width direction of the vehicle body is approximately the same as the shape of a first end of the reinforcement, and the second end of the expansion part is correspondingly arranged with the first end of the reinforcement.

Thus, even if there is a large difference in the shape of the end of the cross beam near the beam body and the shape of the stiffener, the stiffener and the cross beam can be connected by the expansion portion.

On the basis of the structure, an arch-preventing plate is arranged above the joint of the beam body and the cross beam, one end of the arch-preventing plate is connected to the cross beam, and the other end of the arch-preventing plate is connected to the inner plate of the beam body and is positioned above the first end of the reinforcing piece.

Therefore, the joint of the beam body and the cross beam can be prevented from being deformed by arching when the vehicle is collided.

On the basis of the structure, the reinforcing member is a hollow structure penetrating along the second direction.

Thereby, the weight of the stiffener can be reduced.

On the basis of the structure, the crumple piece is a crumple plate, the crumple plate comprises a first crumple plate and a second crumple plate, the first crumple plate is of an opening structure with a hat-shaped section, the opening of the first crumple plate faces to the second crumple plate, and two ends, extending along the first direction, of the first crumple plate and the second crumple plate are respectively connected to form a hollow structure.

Thus, the reinforcing member can be formed in a hollow structure, and the weight of the reinforcing member can be reduced.

On the basis of the structure, the supporting piece is a supporting plate, the supporting plate is arranged in a hollow structure formed by encircling the first crumple plate and the second crumple plate, the supporting plate comprises a first supporting plate and a second supporting plate, the first supporting plate is of an opening structure with a hat-shaped section, the opening of the first supporting plate faces the second supporting plate and the second crumple plate, and two ends of the first supporting plate and the second supporting plate, which extend along the first direction, are respectively connected with two ends of the first crumple plate and the second crumple plate, which extend along the first direction.

Thus, the reinforcing member can be formed in a hollow structure, and the weight of the reinforcing member can be reduced.

On the basis of the structure, a flanging which is approximately parallel to the long-high section of the beam body is arranged at least one end of the crumple member and/or the supporting member along the second direction.

Therefore, the stressed contact area of the reinforcing piece and the beam body can be increased, and the beam body is prevented from being cut off due to the fact that the impact force is too concentrated.

The vehicle of the present invention is characterized by having the beam structure of the vehicle as described above.

By the beam structure of the vehicle, when the vehicle is impacted, the crush guide part can crush the crush piece to absorb part of impact energy, so that the impact energy transmitted to the vehicle body is reduced, the whole stress mode of the reinforcement is that the crush piece is firstly crushed and then supported, the crush deformation can be controlled within a certain range, and the impact force transmitted to the vehicle body is reduced while the deformation of the beam body is reduced.

Drawings

Fig. 1 is a perspective view of a rocker structure of a vehicle of the present invention as viewed from the outside in the vehicle body width direction.

Fig. 2 is a perspective view of the reinforcement in the rocker structure of the vehicle according to the present invention, as seen from the outer side in the vehicle width direction.

Fig. 3 is a perspective view of the reinforcement in the rocker structure of the vehicle according to the present invention, as seen from the inner side in the vehicle body width direction.

Fig. 4 shows the components constituting the reinforcement in the rocker structure of the vehicle of the present invention, in which (a) is an upper crush plate, (B) is a lower crush plate, (C) is an upper support plate, and (D) is a lower support plate.

Fig. 5 is a perspective view of a connecting portion between a beam body and a cross member of a vehicle in a rocker beam structure of a vehicle according to the present invention, as viewed from the inside in the vehicle body width direction.

Fig. 6 is a view with the expansion and anti-arch plate removed from the connection shown in fig. 5.

In the figure: 10-beam body, 11-inner panel, 12-reinforcement, 20-reinforcement, 21-crush plate, 211-guide channel, 213-upper crush plate, 215-lower crush plate, 217-turn-ups, 219-through holes, 22-support plates, 221-support channels, 223-upper support plates, 2231-end panel sections, 225-lower support plates, 2251-end panel sections, 227-crush channels, 229-through holes, 30-beams, 40-extensions, 50-anti-arching plates.

Detailed Description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings, taking a rocker structure of a vehicle as an example. For convenience in description, the same reference numerals are used for corresponding parts in the drawings, and further description is omitted for repeated parts.

Since the rocker structure of the vehicle is laterally symmetrical in the vehicle body width direction, only one side will be described as an example in the following description. In the drawings, the X direction is the vehicle body longitudinal direction (may be referred to as the vehicle body front-rear direction, +x direction indicates the vehicle body rear), the Y direction is the vehicle body width direction (may be referred to as the vehicle body left-right direction, for a rocker provided on the left side of the vehicle body when viewed facing the vehicle body front, +y direction indicates the vehicle body width direction outside), and the Z direction is the vehicle body height direction (+z direction indicates above). For convenience of explanation, a part of the vehicle body structural elements not related to the improvement of the present invention are omitted.

Fig. 1 is a perspective view of a rocker structure of a vehicle of the present invention as viewed from the outside in the vehicle body width direction. As shown in the drawings, the rocker beam structure of the present invention includes a beam body 10 extending in the longitudinal direction of the vehicle body, and a reinforcement 20 provided in the beam body 10. The beam body 10 includes an inner panel 11 on the inner side in the vehicle width direction and an outer panel on the outer side in the vehicle width direction. In the figure, in order to clearly show the connection relation between the beam body 10 and the stiffener 20, etc., only the inner panel 11 of the beam body 10 is shown without showing the outer panel of the beam body 10, and the inner panel 11 and the outer panel, not shown, are enclosed into a hollow structure extending in the vehicle body length direction, and the stiffener 20 is provided inside the hollow structure. One or more reinforcing members 20 may be provided in the beam body 10 along the length direction of the vehicle body, only one reinforcing member 20 provided in the beam body 10 being shown in the drawing.

Optionally, a reinforcing plate 12 is provided within the beam body 10. As shown in fig. 1, the reinforcement plate 12 is attached to the inner panel 11 of the beam body 10, and is provided only at a partial position of the beam body 10 in the vehicle body length direction. Although not shown, the reinforcing plate 12 may be connected to the outer plate of the beam body 10. By providing the reinforcing plate 12 in the beam body 10, the strength of the beam body 10 at a position where the probability of being deformed by impact of the vehicle is high can be increased. The reinforcement 20 is connected to the beam body 10 via the reinforcement plate 12. The connection may be achieved by welding, for example.

The chassis of the vehicle has a plurality of cross members 30 extending in the vehicle body width direction, and both end portions of the cross members 30 in the vehicle body width direction are connected to the beam body 10. The plurality of reinforcing members 20 are provided corresponding to the plurality of cross members 30, respectively. That is, the end portion (i.e., the first end) of the reinforcement 20 on the inner side in the vehicle width direction is opposed to the cross member 30 via the inner panel 11 of the beam body 10, and is located on the extension line of the cross member 30. Thus, the reinforcement 20 and the cross member 30 are substantially aligned in the vehicle width direction, so that the impact force of the vehicle body side can be directly transmitted to the cross member 30 when the vehicle is in a side collision, and the door sill intrusion is prevented from being excessive when the vehicle is in a side collision, and the vehicle interior is prevented from being impacted.

It is preferable that the cross-sectional shape of the first end of the reinforcing member 20 is substantially the same as the cross-sectional shape of the end portion of the cross member 30 on the outer side in the vehicle width direction. Also, it is preferable that the cross-sectional periphery of the first end of the stiffener 20 is on the extension of the cross beam 30. Specifically, the cross-sectional peripheral edge of the first end of the reinforcing member 20 may be entirely on the extension line of the cross beam 30, or a part of the cross-sectional peripheral edge of the first end of the reinforcing member 20 may be on the extension line of the cross beam 30. That is, at least a portion of the cross-sectional perimeter of the first end of the stiffener 20 is on the extension of the beam 30. This can directly transmit the impact force received by each side of the reinforcing member 20 to the cross member 30, thereby further improving the transmission efficiency of the impact force.

As shown in fig. 1, in the hollow structure of the beam body 10, a first end of the reinforcement 20 is connected with the inner panel 11 of the beam body 10. The first end of the reinforcement 20 may be connected to an outer panel (not shown) instead of the inner panel 11, and an end portion (i.e., a second end) of the reinforcement 20 on the outer side in the vehicle width direction may be connected to the outer panel. In addition, the first and second ends of the stiffener 20 may be connected to the inner and outer plates of the beam body 10, respectively. Thereby, the reinforcing member 20 is fixedly provided in the beam body 10. The connection may be achieved by welding, for example.

Fig. 2 to 4 show the reinforcement 20 in the rocker structure of the vehicle of the present invention, in which fig. 2 is a perspective view from the outside in the vehicle body width direction, and fig. 3 is a perspective view from the inside in the vehicle body width direction. Fig. 4 shows the components constituting the reinforcement in the rocker structure of the vehicle of the present invention, in which (a) is an upper crush plate, (B) is a lower crush plate, (C) is an upper support plate, and (D) is a lower support plate.

As shown in fig. 2 to 4, the reinforcement 20 includes a crush plate 21 as a crush material and a support plate 22 as a support material, and the crush plate 21 and the support plate 22 extend substantially in the vehicle width direction and are stacked in the vehicle height direction.

As shown, a plurality of through holes 219 may be formed in the plate surface of the crush plate 21, and a plurality of through holes 229 may be formed in the plate surface of the support plate 22. By forming these through holes, the weight of the crush plate 21 and the support plate 22 can be reduced while securing the strength thereof, contributing to weight reduction of the vehicle body.

As previously described, the first end of the reinforcement 20 may be connected with the inner panel 11 of the beam body 10. Specifically, the end (i.e., the first end) of the crush plate 21 on the inner side in the vehicle width direction protrudes further inward, i.e., closer to the inner panel 11 of the beam body 10, and is connected to the inner panel 11 than the end (i.e., the first end) of the support plate 22 on the inner side in the vehicle width direction, whereas the end (i.e., the second end) of the crush plate 21 on the outer side in the vehicle width direction protrudes further outward, i.e., closer to the outer panel of the beam body 10, not shown, than the end (i.e., the second end) of the support plate 22 on the outer side in the vehicle width direction. In addition, both ends of the support plate 22 extending in the vehicle body length direction may be connected to the crush plates 21. The connection between the above-mentioned components can likewise be achieved by, for example, welding.

Accordingly, when the vehicle receives an impact force from the vehicle body width direction by a side collision, the crush plate 21 receives the impact force from the side collision first to crush and deform, and then the support plate 22 receives the impact force, so that the entire reinforcement 20 is subjected to a stress mode of first crush and then support, and the crush deformation can be controlled within a certain range, whereby the impact force transmitted to the vehicle body can be reduced while the deformation of the beam body is reduced.

In addition, regarding the arrangement relationship of the crush plate 21 and the support plate 22 in the vehicle width direction, although the embodiment in which the first end of the crush plate 21 protrudes further inward than the first end of the support plate 22 and the second end of the crush plate 21 protrudes further outward than the second end of the support plate 22 is shown in the figure, it is also possible to make only the first end of the crush plate 21 protrude further inward than the first end of the support plate 22 or to make only the second end of the crush plate 21 protrude further outward than the second end of the support plate 22. That is, at least one end of the crush plate 21 in the vehicle width direction may protrude further in the vehicle width direction than the support plate 22. At this time, if the crush plate 21 and the support plate 22 are connected as a single structure (for example, both ends extending in the vehicle body length direction are connected), the length of the crush plate 21 in the vehicle body width direction may be less than or equal to the length of the support plate 22. In addition, if the length of the crush plate 21 is longer than the length of the support plate 22 in the vehicle body width direction, the crush plate 21 and the support plate 22 may be separately provided without being connected as a unit.

As previously mentioned, the cross-sectional perimeter of the first end of the stiffener 20 is preferably on an extension of the beam 30. Specifically, the cross-sectional perimeter of the first end of crush plate 21 is preferably on the extension of beam 30. However, the cross-sectional perimeter of the first end of the support panel 22 may be on the extension of the cross-beam 30, or both the crush panel 21 and the first end of the support panel 22 may be on the extension of the cross-beam 30.

In addition, as long as it is ensured that at least one end of the crush plate 21 protrudes in the vehicle width direction than the support plate 22 in the vehicle width direction, various connection methods of the crush plate 21 and the support plate 22 with the beam body 10 can be adopted.

For example, the first and second ends of the crush can 21 are connected to the inner and outer plates 11, 11 of the beam body 10, respectively. At this time, the first and second ends of the support plate 22 may not be connected to both the inner plate 11 and the outer plate of the beam body 10, or only one of the first and second ends of the support plate 22 may be connected to either the inner plate 11 or the outer plate of the beam body 10.

In addition, the first and second ends of the crush plate 21 may not be connected to the inner panel 11 and the outer panel of the beam body 10. At this time, only one of the first end and the second end of the support plate 22 is connected to the inner plate 11 or the outer plate of the beam body 10.

Further, only the first end of the crush plate 21 may be connected to the inner plate 11 of the beam body 10. At this time, only one of the first end and the second end of the support plate 22 is connected to the inner panel 11 or the outer panel of the beam body 10, or neither the first end nor the second end of the support plate 22 is connected to the inner panel 11 or the outer panel of the beam body 10, while the second end of the crush plate 21 protrudes further outward in the vehicle width direction than the second end of the support plate 22, or the second end of the support plate 22 protrudes further outward in the vehicle width direction than the second end of the crush plate 21.

Further, only the second end of the crush plate 21 may be connected to the outer plate of the beam body 10. At this time, only one of the first end and the second end of the support plate 22 is connected to the inner panel 11 or the outer panel of the beam body 10, or neither the first end nor the second end of the support plate 22 is connected to the inner panel 11 or the outer panel of the beam body 10, and the first end of the crush plate 21 protrudes further inward in the vehicle width direction than the first end of the support plate 22, or the first end of the support plate 22 protrudes further inward in the vehicle width direction than the first end of the crush plate 21.

In each of the above-described connection methods, it is preferable that both ends of the support plate 22 extending in the longitudinal direction of the vehicle body are connected to the crush plate 21. However, if the length of the crush plate 21 is greater than the length of the support plate 22 in the vehicle body width direction, the crush plate 21 and the support plate 22 may be provided independently of each other without being connected as a unit (for example, a first end of the crush plate 21 is connected to the inner plate 11 of the beam body 10, a second end of the support plate 22 is connected to an outer plate, not shown, of the beam body 10, and there is no connection between the crush plate 21 and the support plate 22).

Crush plate 21 includes an upper crush plate 213 as a first crush plate and a lower crush plate 215 as a second crush plate. The upper crush plate 213 includes a horizontal plate surface portion substantially perpendicular to the vehicle body height direction, a vertical plate surface portion extending downward from both ends of the horizontal plate surface portion extending in the vehicle body length direction, and end plate surface portions formed by bending forward and backward, respectively, from the lower end portion of the vertical plate surface portion in the vehicle body length direction, so as to form an opening structure having a hat-shaped cross section, the opening of which faces the lower crush plate 215. The lower crush panel 215 can be formed, for example, in a generally planar shape. The upper crush plate 213 and the lower crush plate 215 can be manufactured by, for example, press forming. Both ends of the upper crush plate 213 and the lower crush plate 215 extending in the vehicle body longitudinal direction are connected, respectively, to form a hollow structure penetrating in the vehicle body width direction. Thereby, the weight of the reinforcing member 20 can be reduced.

A crush guide is provided on the plate surface of the crush plate 21. Specifically, guide grooves 211 are formed in the plate surfaces of the upper crush plate 213 and the lower crush plate 215, respectively, and the guide grooves 211 constitute crush guides for causing crush absorption portions of the upper crush plate 213 and the lower crush plate 215 to crush energy. By providing the crush guide, the crush plate 21 can crush and absorb part of the impact energy, and the impact energy transmitted to the vehicle body can be reduced.

In addition, the guide groove 211 may be formed only in one of the upper crush plate 213 and the lower crush plate 215, and the guide groove 211 may not be formed in the other one. The guide groove 211 may be formed only on a part of the plate surface of the upper crush plate 213.

The guide groove 211 formed in the horizontal plate surface portion of the upper crush plate 213 extends substantially in the vehicle body longitudinal direction, the guide groove 211 formed in the vertical plate surface portion of the upper crush plate 213 extends substantially in the vehicle body height direction, and the guide groove 211 formed in the lower crush plate 215 extends substantially in the vehicle body longitudinal direction. In other words, the extending direction of the guide groove 211 is substantially parallel to the long and high cross section (XZ plane) of the beam body 10. This makes it possible to increase the absorptivity of impact energy by making the crush deformation direction of the guide groove 211 substantially the same as the direction of the collision force when the vehicle is impacted.

The support plate 22 includes an upper support plate 223 and a lower support plate 225. As in the upper crush panel 213, the upper support plate 223 includes a horizontal plate surface portion substantially perpendicular to the vehicle body height direction, a vertical plate surface portion extending downward from both ends of the horizontal plate surface portion extending in the vehicle body length direction, and end plate surface portions 2231 formed by bending the lower end portions of the vertical plate surface portions in the vehicle body length direction toward the front and rear, respectively, so as to form an opening structure having a hat-shaped cross section. The lower support plate 225 may be formed in, for example, a substantially flat plate shape, including a central plate surface portion and end plate surface portions 2251 formed to extend from the central plate surface portion toward the front and rear, respectively, in the vehicle body length direction. The upper support plate 223 and the lower support plate 225 may be manufactured by, for example, press molding.

As shown in the drawing, the end plate surface portion 2231 is formed only in a part of the length range (the central position of the length range in the drawing) of the upper support plate 223 extending substantially in the vehicle width direction, and the end plate surface portion 2251 is formed only in a part of the length range (the both end positions of the length range in the drawing) of the lower support plate 225 extending substantially in the vehicle width direction. When the upper support plate 223 and the lower support plate 225 are stacked, the end plate surface portion 2231 of the upper support plate 223 and the end plate surface portion 2251 of the lower support plate 225 are offset from each other in the vehicle body width direction so as not to overlap so that they are located on substantially the same plane in the vehicle body height direction, thereby ensuring that both can be reliably connected to the crush plate 21 when the upper support plate 223 and the lower support plate 225 are stacked on the crush plate 21; the weight can be reduced while the connection strength is ensured.

In addition, the end plate surface portions 2231 of the upper support plate 223 may be formed at both end positions of the length range thereof, and the end plate surface portions 2251 of the lower support plate 225 may be formed at the center position of the length range thereof, or the end plate surface portions 2231 of the upper support plate 223 may be formed at a position on one end side of the length range thereof, and the end plate surface portions 2251 of the lower support plate 225 may be formed at a position on the other end side of the length range thereof, or the end plate surface portions 2231 of the upper support plate 223 and the end plate surface portions 2251 of the lower support plate 225 may be formed at a plurality of positions of the length range thereof, respectively. As long as the end plate surface portions 2231, 2251 of the upper support plate 223 and the lower support plate 225 are offset from each other in the vehicle body width direction without overlapping each other when they are stacked, the positions and the number of the end plate surface portions 2231, 2251 of both may be appropriately set.

Upper support plate 223 and lower support plate 225 are disposed within a hollow structure defined by upper crush plate 213 and lower crush plate 215, with the opening of upper support plate 223 facing lower support plate 225 and lower crush plate 215. Both ends of the upper support plate 223 and the lower support plate 225 extending in the vehicle body length direction are connected to both ends of the upper crush plate 213 and the lower crush plate 215 extending in the vehicle body length direction, respectively.

The plate surface of the support plate 22 is provided with a reinforcing portion. Specifically, support grooves 221 are formed on the plate surfaces of the upper support plate 223 and the lower support plate 225, respectively, and the support grooves 221 constitute reinforcing portions that improve the support strength of the upper support plate 223 and the lower support plate 225. The support groove 221 extends substantially in the vehicle body width direction, in other words, the extending direction of the support groove 221 is substantially parallel to the cross section (YZ plane) of the beam body 10.

By providing the reinforcing portion on the plate surface of the support plate 22, the extent of the collapsing deformation of the reinforcing member 20 can be controlled. Further, the reinforcing portion is formed by the shape of the support plate 22 itself, and the structure of the reinforcing member 20 can be simplified. In addition, since the extending direction of the support groove 221 is substantially the same as the direction of the impact force when the vehicle is subjected to a side collision, the load capacity in the axial direction of the support plate 22, that is, the deformation resistance of the support plate 22 in the extending direction of the support groove 221 can be increased.

The supporting grooves 221 include grooves concavely provided on the plate surface of the supporting plate 22 and grooves convexly provided on the plate surface of the supporting plate 22, and the grooves may be alternately distributed on the plate surface of the supporting plate 22. Thus, by providing the grooves and the grooves alternately distributed, the supporting strength of the supporting plate 22 can be further increased. The grooves and the grooves are preferably symmetrically designed on the plate surface of the support plate 22 with respect to an axis extending substantially in the vehicle body width direction of the support plate 22. This ensures the support strength of the support plate 22 and allows the support plate to uniformly receive the impact force.

In addition, the support groove 221 may be formed only in one of the upper support plate 223 and the lower support plate 225, and the support groove 221 may not be formed in the other one. In addition, the support groove 221 may be formed only on a part of the plate surface of the upper support plate 223.

As shown, a plurality of support grooves 221 are formed on the upper support plate 223. For example, a convex groove protruding upward is formed near both ends of the horizontal plate surface portion extending in the vehicle body longitudinal direction, and a central groove recessed downward is formed in a substantially central portion of the horizontal plate surface portion in the vehicle body longitudinal direction. The central recess projects towards the inside of the stiffener 20. The convex groove is provided with a crush groove 227 substantially perpendicular to the extending direction of the support groove 221, in other words, the extending direction of the crush groove 227 is substantially parallel to the long-high cross section (XZ plane) of the beam body 10. No crush slots are provided in the central recess, that is, no crush slots 227 are provided in at least one of the support slots 221.

In addition, a crush groove 227 may be provided in a part of the support groove 221 in the vertical plate surface portion of the upper support plate 223, the crush groove 227 being substantially perpendicular to the extending direction of the support groove 221.

A plurality of support grooves 221 are formed on the lower support plate 225. For example, a concave groove is formed in the vicinity of both ends of the lower support plate 225 extending in the vehicle body longitudinal direction, and a central convex groove is formed in the vicinity of the central portion of the lower support plate 225 in the vehicle body longitudinal direction, the central convex groove being provided to protrude upward. The central convex groove protrudes toward the inside of the reinforcing member 20, opposite up and down the central concave groove formed on the upper support plate 223.

By the central groove of the upper support plate 223 and the central groove of the lower support plate 225 protruding toward the inside of the stiffener 20 to be vertically opposed in the hollow structure of the stiffener 20, the contact area between the stiffener 20 and the inner and outer plates 11 and 10 of the beam body 10 can be made large when the vehicle is subjected to a side collision, thereby effectively functioning as the stiffener 20 while reducing space occupation. Here, it is preferable that the central groove of the upper support plate 223 and the central convex groove of the lower support plate 225 protrude toward the inside of the reinforcing member 20 as much as possible.

In addition, similarly to the upper support plate 223, crush cells 227 are provided in a part of the support cells 221 formed in the lower support plate 225 so as to be substantially perpendicular to the extending direction of the support cells 221, and crush cells are not provided in other support cells 221.

That is, among the plurality of support grooves 221 formed on the plate surface of the support plate 22, at least one support groove 221 is provided with a crush groove 227 substantially perpendicular to the extending direction of the support groove 221, and at least one support groove 221 is not provided with a crush groove.

By providing the crush slots 227 on at least one support slot 221 in this way, further crush space can be provided by the support plate 22 to further absorb collision energy while ensuring the support strength of the support plate 22. In addition, since the crush grooves 227 are not provided in at least one of the support grooves 221, the support strength of the support plate 22 can be ensured, and the crush deformation of the reinforcing member 20 can be controlled within a certain range.

Although the figure shows an example in which 2 crush cells 227 are formed in one support cell 221, the number of crush cells 227 formed in one support cell 221 may be 1 or 3 or more, and may be appropriately set as required. It is preferable that the positions and the number of the crush cells 227 are symmetrically arranged with respect to an axis extending substantially in the vehicle width direction of the support plate 22. Among the plurality of support grooves 221 formed in the plate surface of the support plate 22, it is preferable that the support grooves 221 in the middle are not provided with crush grooves 227, but the support grooves 221 on both sides are provided with crush grooves 227. This ensures the support strength of the support plate 22 and allows the support plate to uniformly receive the impact force.

As shown in fig. 2 to 4, cuffs 217 are provided at the first and second ends of the upper and lower crush plates 213 and 215, respectively. The flange 217 is formed by bending and extending the first and second ends of the upper crush plate 213 and the lower crush plate 215 in the vehicle longitudinal direction or the vehicle height direction. That is, the extending direction of the flange 217 is substantially parallel to the long and high cross section (XZ plane) of the beam body 10. In addition, although not shown in the drawings, flanges may be provided at the first and second ends of the upper and lower support plates 223 and 225, respectively, in the same manner. By providing the flange 217, the force contact area between the reinforcing member 20 and the beam body 10 can be increased, and the beam body 10 is prevented from being cut due to too concentrated impact force.

Alternatively, the direction in which the flange 217 of the crush plate 21 extends toward the support plate 22, so that the flange 217 can be formed between the support plate 22 and the inner plate 11 and/or the outer plate of the beam body 10 in the vehicle body width direction, further reducing the probability of cutting the beam body 10 due to the impact force being too concentrated on the edge of the support plate 22.

Fig. 5 is a perspective view of a connecting portion between the beam body 10 and the cross member 30 of the vehicle in the rocker beam structure of the vehicle according to the present invention, as viewed from the inside in the vehicle body width direction. Fig. 6 is a view with the expansion 40 and the anti-arch plate 50 removed from the connection shown in fig. 5.

Depending on the arrangement requirements of the functional components in the vehicle, for example, in order to provide a locking device of a seat belt or the like in the vehicle, the height of the end portion of the partial cross beam 30 near the beam body 10 is short (refer to fig. 6), and there is a large difference in the shape of the reinforcement 20 provided correspondingly thereto, and it is difficult to match the two. To cope with such a structure, an expansion portion 40 may be provided above the cross member 30. Specifically, as shown in fig. 5, the extension 40 is formed to have a height higher than the end of the beam 30 having a shorter height, and is formed to be substantially identical to or higher than the height of the main body of the beam 30, and is fitted to the side of the beam 30 adjacent to the beam body 10. The shape of the end portion (i.e., the first end) of the expanded portion 40 on the inner side in the vehicle width direction is substantially the same as the peripheral shape of the cross member 30 at the position where the expanded portion is fitted, and the shape of the end portion (i.e., the second end) of the expanded portion 40 on the outer side in the vehicle width direction is substantially the same as the shape of the first end of the reinforcing member 20. The second end of the expansion 40 is connected to the beam body 10. The cross member 30 is connected to the beam body 10 via the expansion portion 40 or directly connected to the beam body 10 without the expansion portion 40, and falls within the scope of the present invention.

The second end of the expansion 40 is disposed corresponding to the first end of the stiffener 20. That is, the first end of the reinforcing member 20 is opposite to the second end of the expansion portion 40 through the inner panel 11 of the beam body 10 and is located on the extension line of the expansion portion 40.

By providing the expansion portion 40, the corresponding sides of the reinforcement 20 and the expansion portion 40 that is engaged with the cross member 30 can be made substantially flush, and the transmission of the impact force between the reinforcement 20 and the cross member 30 can be made more biased to the in-plane, thereby reducing the deformation of the beam body 10. That is, the reinforcement 20 and the cross member 30 can be connected well.

As shown in fig. 5, an arch guard 50 is provided above the junction between the beam body 10 and the cross beam 30 (specifically, the expansion portion 40). The arch prevention plate 50 has a substantially rectangular shape, and is connected to the expansion portion 40 at an end portion on the inner side in the vehicle width direction (i.e., a first end) and is connected to the inner panel 11 of the beam body 10 at an end portion on the outer side in the vehicle width direction (i.e., a second end). The anti-arch plate 50 may have other shapes as long as it can connect the expansion 40 and the beam body 10. The anti-arch plate 50 may also be integrally formed with the extension 40. In addition, although not shown in the drawings, the arch guard 50 is located above the first end of the reinforcing member 20 provided in the beam body 10 in the vehicle body height direction.

In addition, although fig. 5 shows an embodiment in which the expansion portion 40 is provided at one end of the cross member 30, and the first end of the arch preventing plate 50 is connected to the expansion portion 40, the present invention is not limited thereto. The first end of the arch 50 is connected to the cross beam 30 and the second end is connected to the inner panel 11 of the beam body 10 without providing the expansion 40, since there is no large difference in the shape or height of the end of the cross beam 30 adjacent to the beam body 10 and the reinforcement 20. The first end of the arch guard 50 is connected to the cross beam 30 via the expansion 40 or directly to the cross beam 30 without the expansion 40, all falling within the scope of the present invention.

By providing the arch guard 50 above the junction between the beam body 10 and the cross beam 30 in this way, the junction between the beam body 10 and the cross beam 30 can be prevented from being deformed by arching when the vehicle is involved in a collision.

The above describes an embodiment of the present invention, but the present invention is not limited thereto. For example, in the embodiment of the present invention, the rocker structure of the vehicle is described as an example, but the present embodiment is also applicable to other beam structures of the vehicle.

In the embodiment of the present invention, the crush plate 21 and the support plate 22 are exemplified as the crush material and the support material, but other structures may be adopted for the crush material and the support material. For example, a rod-shaped member, a cylindrical member, or the like, or a combination of a plate-shaped member, a rod-shaped member, a cylindrical member, or the like may be employed.

In the embodiment of the present invention, the crush plate 21 and the support plate 22 extending substantially in the vehicle width direction are illustrated as being stacked in the vehicle height direction, but other arrangements may be adopted. For example, they may be arranged in parallel substantially in the vehicle width direction and on the same straight line, or they may be arranged in layers or in an arrangement in a direction different from the vehicle height direction, for example, the vehicle length direction, as long as at least one end of the crush plate 21 in the vehicle width direction protrudes in the vehicle width direction than the support plate 22.

In the embodiment of the present invention, the guide groove 211 formed on the plate surface of the crush plate 21 is exemplified as the crush guide, but other structures may be adopted for the crush guide. For example, the crush plate 21 may be formed with a thin belt-like region or a hollow region having a crush deformation direction substantially equal to a direction of a collision force when the vehicle is impacted, and may function as a crush guide.

In the embodiment of the present invention, the support groove 221 provided on the plate surface of the support plate 22 is exemplified as the reinforcing portion, but other structures may be adopted for the reinforcing portion. For example, a reinforcing rib may be provided on the plate surface of the support plate 22, and the extending direction of the reinforcing rib is substantially parallel to the cross section (YZ plane) of the beam body 10, so that the range of the crush deformation of the reinforcing member 20 can be controlled and the transmission path of the impact force can be increased.

In addition, in the embodiment of the present invention, the upper support plate 223 and the lower support plate 225 are provided in a hollow structure surrounded by the upper crush plate 213 and the lower crush plate 215, but the structure of the stiffener 20 is not limited thereto. For example, the upper support plate 223 and the lower support plate 225 may be formed as a hollow structure, and the upper crush plate 213 and the lower crush plate 215 may be disposed in the hollow structure. The lamination order of the crush plates 21 (upper crush plate 213, lower crush plate 215) and the support plates 22 (upper support plate 223, lower support plate 225) can be adjusted as necessary.

As described above, the preferred embodiments of the present invention are fully described with reference to the drawings, but various modifications and changes will be apparent to those skilled in the art. It is to be understood that the present invention can be realized not only by combining the embodiments with each other, but also by combining technical features of the embodiments, and such modifications and changes are intended to be included within the scope of the present invention as long as they do not depart from the scope of the present invention.

Claims (18)

1. A beam structure of a vehicle, comprising:

a beam body (10) comprising an inner plate (11) and an outer plate, the inner plate (11) and the outer plate enclosing a hollow structure extending in a first direction; and

A reinforcement (20) provided in the beam body (10), the reinforcement (20) being connected to the inner plate (11) and/or the outer plate at least one end in a second direction, the second direction being substantially perpendicular to the first direction,

The reinforcement member (20) includes a crush member extending in the second direction and a support member, the crush member being provided with a crush guide portion thereon, the crush member protruding further in the second direction than the support member along at least one end in the second direction.

2. A beam structure of a vehicle according to claim 1, wherein the crush member receives an impact force from the second direction before the support member receives the impact force.

3. The vehicle beam structure of claim 1, wherein the length of the crush member is greater than the length of the support member in the second direction.

4. The beam structure of a vehicle according to claim 1, wherein the crush member is a crush plate (21), the crush guide is a guide groove (211) provided on a plate surface of the crush plate (21), and an extending direction of the guide groove (211) is substantially parallel to a long-high cross section of the beam body (10).

5. The beam structure of a vehicle according to any one of claims 1 to 4, wherein the support member is a support plate (22), and a reinforcing portion is provided on a plate surface of the support plate (22).

6. The beam structure of a vehicle according to claim 5, wherein the reinforcement portion is a support groove (221) provided on a plate surface of the support plate (22), and an extending direction of the support groove (221) is substantially parallel to a cross section of the beam body (10).

7. The beam structure of the vehicle according to claim 6, wherein the support grooves (221) include grooves concavely provided on the plate surface of the support plate (22) and convex grooves convexly provided on the plate surface of the support plate (22), the grooves and the convex grooves being alternately distributed on the plate surface of the support plate (22).

8. A beam structure of a vehicle according to claim 6, characterized in that the support grooves (221) comprise a plurality of support grooves, at least one of the support grooves (221) being provided with a crush groove (227) extending in a direction substantially parallel to the long high cross section of the beam body (10).

9. The beam structure of a vehicle according to claim 8, wherein at least one of the support channels (221) is not provided with the crush boxes (227).

10. The beam structure of a vehicle according to any one of claims 1 to 4, wherein the first direction is a vehicle body length direction, the second direction is a vehicle body width direction, the vehicle has a cross member (30) extending substantially in the vehicle body width direction, the beam body (10) is a rocker beam that is substantially perpendicular to the cross member (30) and is connected to an end portion of the cross member (30) in the vehicle body width direction, and a first end of the reinforcement (20) on an inner side in the vehicle body width direction is located on an extension line of the cross member (30).

11. The beam structure of a vehicle according to claim 10, characterized in that the cross-sectional shape of the first end of the reinforcement (20) is substantially the same as the cross-sectional shape of the end portion of the cross-beam (30), and that the cross-sectional periphery of the first end of the reinforcement (20) is on an extension of the cross-beam (30).

12. The beam structure of a vehicle according to claim 10, wherein an expansion portion (40) is provided above the cross member (30), the expansion portion (40) is sleeved on the cross member (30), a shape of a first end of the expansion portion (40) on the inner side in the vehicle width direction is substantially the same as a peripheral shape of the sleeved cross member (30), a shape of a second end of the expansion portion (40) on the outer side in the vehicle width direction is substantially the same as a shape of a first end of the reinforcement member (20), and a second end of the expansion portion (40) is provided in correspondence with the first end of the reinforcement member (20).

13. A beam structure of a vehicle according to claim 10, characterized in that above the junction of the beam body (10) and the cross beam (30) a camber guard (50) is provided, one end of the camber guard (50) being connected to the cross beam (30) and the other end being connected to the inner plate (11) of the beam body (10) and being located above the first end of the reinforcement (20).

14. A beam structure of a vehicle according to any one of claims 1 to 4, characterized in that the reinforcement (20) is a hollow structure penetrating in the second direction.

15. The beam structure of a vehicle according to claim 14, wherein the crush member is a crush plate (21), the crush plate (21) includes a first crush plate (213) and a second crush plate (215), the first crush plate (213) is an open structure having a hat-shaped cross section, an opening of the first crush plate (213) faces the second crush plate (215), and two ends of the first crush plate (213) and the second crush plate (215) extending in the first direction are connected, respectively, to form a hollow structure.

16. The beam structure of a vehicle according to claim 15, wherein the support member is a support plate (22), the support plate (22) is disposed in a hollow structure surrounded by the first crush plate (213) and the second crush plate (215), the support plate (22) includes a first support plate (223) and a second support plate (225), the first support plate (223) is an opening structure having a hat-shaped cross section, an opening of the first support plate (223) faces the second support plate (225) and the second crush plate (215), and two ends of the first support plate (223) and the second support plate (225) extending in the first direction are connected to two ends of the first crush plate (213) and the second crush plate (215) extending in the first direction, respectively.

17. A beam structure of a vehicle according to any one of claims 1-4, characterized in that a flange (217) substantially parallel to the long high cross section of the beam body (10) is provided at least one end of the crush member and/or the support member in the second direction.

18. A vehicle characterized by having the beam structure of the vehicle according to any one of claims 1 to 17.