CN212709673U - Vehicle, vehicle body, front longitudinal beam and outer plate thereof - Google Patents
Vehicle, vehicle body, front longitudinal beam and outer plate thereof Download PDFInfo
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- CN212709673U CN212709673U CN202020635533.8U CN202020635533U CN212709673U CN 212709673 U CN212709673 U CN 212709673U CN 202020635533 U CN202020635533 U CN 202020635533U CN 212709673 U CN212709673 U CN 212709673U
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Abstract
The utility model relates to a vehicle, automobile body, front longitudinal and planking thereof, front longitudinal's planking is including being close to the first body that front anti-collision beam set up, and keeping away from the second body that front anti-collision beam set up, first body with this body coupling of second, just the thickness of first body is less than the thickness of second body. The vehicle, the vehicle body, the front longitudinal beam and the outer plate thereof have good transmission effect on collision force and good absorption effect on collision energy, and can ensure the safety of passengers.
Description
Technical Field
The utility model relates to a vehicle parts technical field especially relates to a vehicle, automobile body, front longitudinal and planking thereof.
Background
With the improvement of living standard, the use of vehicles is becoming more and more frequent, and higher level requirements are also put forward on the safety performance of the vehicles. When a vehicle collides, the safety of passengers is directly influenced by the absorption effect of the vehicle body on collision energy. The front side member is a very important component of a vehicle body, and an outer panel of the front side member absorbs collision energy and transmits collision force to a rocker or the like during a collision. The outer plate of the traditional front longitudinal beam has poor impact energy absorption effect and impact force transmission effect.
SUMMERY OF THE UTILITY MODEL
In view of the above, it is necessary to provide a vehicle, a vehicle body, a front side member, and an outer panel thereof, which have poor impact energy absorption and impact force transmission effects.
On the one hand, the outer plate of the front longitudinal beam comprises a first body and a second body, wherein the first body is close to the front anti-collision beam, the second body is far away from the front anti-collision beam, the first body is connected with the second body, and the thickness of the first body is smaller than that of the second body.
In the outer plate of the front longitudinal beam in the embodiment, when collision occurs, collision force passes through the front anti-collision beam and then is sequentially transmitted to the first body and the second body, then the collision force is transmitted to the footrest, the torsion box and the A-pillar inner plate, and finally the collision force is transmitted to the doorsill, so that the transmission effect on the collision force is good. Meanwhile, the thickness of the first body is smaller than that of the second body, so that the outer plate is progressively crushed along the length direction when being impacted by the collision force, collision energy can be better absorbed, and safety of passengers can be protected.
In one embodiment, the thickness of the first body increases in a direction away from the front impact beam; and/or the thickness of the second body increases in a direction away from the front impact beam.
In one embodiment, the first body is welded to the second body.
In one embodiment, the first body is provided with a crush rib.
In one embodiment, the second body is provided with a crush rib.
In one embodiment, the second body includes a first connection section and a second connection section, one end of the first connection section is connected to the first body, the other end of the first connection section is connected to the second connection section, and the width of the second connection section is greater than that of the first connection section.
In one embodiment, the second connecting section includes a first side surface and a second side surface, and the distance between the first side surface and the second side surface increases in a direction away from the front impact beam.
In another aspect, a front longitudinal beam is provided, which comprises an inner plate and the outer plate; the inner plate comprises a third body and a fourth body, the third body is close to the front anti-collision beam, the fourth body is far away from the front anti-collision beam, the third body is connected with the fourth body, the thickness of the third body is smaller than that of the fourth body, and the first body, the second body, the third body and the fourth body can be matched to form a buffer structure used for absorbing collision energy.
When the front longitudinal beam of the embodiment collides, the collision force is transmitted to the buffer structure through the front anti-collision beam, the buffer structure can transmit the collision force and absorb the collision energy by the deformation of the buffer structure, and therefore the safety of a driver and passengers can be guaranteed. The collision force sequentially passes through the first body and the second body on the outer plate, then passes through the stop foot plate, the torque box and the A-pillar inner plate and is finally transmitted to the doorsill; after the collision force sequentially passes through the third body and the fourth body on the inner plate, one part of the collision force is transmitted to the front wall plate beam and finally transmitted to the middle channel, and the other part of the collision force is transmitted to the doorsill through the stop foot plate, the torsion box and the A column inner plate, so that the transmission effect of the collision force is enhanced. Meanwhile, the thickness of the first body is smaller than that of the second body, and the thickness of the third body is smaller than that of the fourth body, so that the buffer structure is progressively crushed along the length direction when being impacted by the collision force, collision energy can be better absorbed, and safety of passengers can be protected.
In still another aspect, a vehicle body is provided, which includes the front side member.
When the vehicle body of the embodiment is impacted by the collision force, the collision force passes through the front anti-collision beam and then is sequentially transmitted to the buffer structure of the front longitudinal beam, the collision force can be transmitted by using the buffer structure, and the collision energy is absorbed by using the deformation of the buffer structure, so that the safety of a driver and passengers can be ensured. The collision force sequentially passes through the first body and the second body on the outer plate of the buffer structure, then passes through the stop plate, the torsion box and the A-pillar inner plate and is finally transmitted to the doorsill; after the impact force sequentially passes through the third body and the fourth body on the inner plate of the buffer structure, one part of the impact force is transmitted to the front wall plate beam and finally transmitted to the middle channel, and the other part of the impact force is transmitted to the doorsill through the stop foot plate, the torque box and the A column inner plate, so that the impact force transmission effect is enhanced. Meanwhile, the thickness of the first body is smaller than that of the second body, and the thickness of the third body is smaller than that of the fourth body, so that the buffer structure is progressively crushed along the length direction when being impacted by the collision force, collision energy can be better absorbed, and safety of passengers can be protected.
In a further aspect, a vehicle is provided, comprising the vehicle body.
The vehicle of the embodiment has good effects of transmitting the collision force and absorbing the collision energy, and can ensure the safety of passengers and drivers.
Drawings
FIG. 1 is an assembly view of an embodiment of a front rail from a perspective;
FIG. 2 is an assembled view of the front rail of FIG. 1 from another perspective;
fig. 3 is a schematic structural view of an outer panel of the front side member of fig. 1.
Description of reference numerals:
10. the front longitudinal beam comprises a front longitudinal beam body, 110, an outer plate body, 111, a first body, 1111, a collapse rib, 112, a second body, 1121, a first connecting section, 1122, a second connecting section, 1123, a collapse rib, 1124, a first side face, 1125, a second side face, 113, a first connecting part, 120, an inner plate body, 121, a third body, 122, a fourth body, 123, a second connecting part, 20, a front anti-collision beam, 30, an A column inner plate, 40, a doorsill, 50, a front wall plate cross beam, 60 and a middle channel.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.
In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
It should also be understood that in explaining the connection relationship or the positional relationship of the elements, although not explicitly described, the connection relationship and the positional relationship are interpreted to include an error range which should be within an acceptable deviation range of a specific value determined by those skilled in the art. For example, "about," "approximately," or "substantially" may mean within one or more standard deviations, without limitation.
As shown in fig. 1 and 2, in one embodiment, an outer panel 110 of a front side member 10 is provided, which includes a first body 111 disposed adjacent to a front impact beam 30, and a second body 112 disposed away from the front impact beam 30. The first body 111 is connected to the second body 112, and the thickness of the first body 111 is smaller than that of the second body 112.
In the outer panel 110 of the front side member 10 of the above embodiment, when a collision occurs, the collision force passes through the front impact beam and is transmitted to the first body 111 and the second body 112 in this order, and then the collision force is transmitted to the footrest (not shown), the torsion box (not shown), and the a-pillar inner panel 30, and finally the collision force is transmitted to the rocker 40, which is excellent in the transmission effect of the collision force. Meanwhile, since the thickness of the first body 111 is smaller than that of the second body 112, when the impact of the collision force is received, the outer plate 110 is progressively crushed along the length direction, so that the collision energy can be better absorbed, and the safety of the passenger can be further protected.
It should be noted that the first body 111 and the second body 112 may be configured in a plate shape or a strip shape. The connection mode of the first body 111 and the second body 112 can be realized by riveting, welding or screwing and the like, and only the requirement that the first body 111 and the second body 112 can be connected and the collision force can be transmitted and the first body and the second body can absorb the collision energy is ensured.
In one embodiment, the first body 111 is welded to the second body 112. Thus, the first body 111 and the second body 112 are stably and reliably connected by welding, so that the collision force can be reliably and smoothly transmitted to the second body 112 through the first body 111, and the transmission effect on the collision force is good; meanwhile, the deformation of the first body 111 and the second body 112 under the impact force is not affected, so that the impact energy is absorbed. The laser tailor-welding mode is preferred, the welding speed is high, and the deformation is small.
In one embodiment, the thickness of the first body 111 increases in a direction away from the front impact beam 30 (as shown in direction a of fig. 1). So, when receiving the collision for first body 111 is the formula of stepping on crushing deformation, and is more even to the absorption of collision energy, and it is effectual to absorb. The first body 111 may be made of high strength steel plate, aluminum alloy, or the like. Preferably, the thickness of the first body 111 increases linearly along the direction away from the front impact beam 30, so that the progressive crushing deformation effect is better.
In one embodiment, the thickness of the second body 112 increases in a direction away from the front impact beam 30 (as shown in direction a of fig. 1). Thus, when the vehicle is collided, the second body 112 is deformed in a progressive crushing manner, so that the collision energy is absorbed more uniformly, and the absorption effect is good. The second body 112 may be made of high-strength steel plate, aluminum alloy, or the like. Preferably, the thickness of the second body 112 increases linearly in a direction away from the front impact beam 30, so that the progressive crushing deformation effect is better.
In one embodiment, the thickness of the first body 111 is gradually increased along the direction away from the front impact beam 30, and the thickness of the second body 112 is gradually increased along the direction away from the front impact beam 30, so that the thickness of the entire outer panel 110 is gradually increased along the direction away from the front impact beam 30, and the outer panel 110 is gradually crushed and deformed when being impacted, and the impact energy is absorbed effectively.
It should be noted that the thickness of the first body 111 and the thickness of the second body 112 can be flexibly adjusted according to actual use requirements, and only basic strength requirements, rigidity requirements and support performance need to be met. The first body 111 and the second body 112 may be made of high strength steel plate, aluminum alloy, or the like.
As shown in fig. 3, in addition to any of the above embodiments, the first body 111 is provided with a crush rib 1111. This is advantageous in that the first body 111 can be sufficiently crushed when receiving a collision force, and can absorb more energy. The crush ribs 1111 may be formed by being recessed or protruding from the surface of the first body 111, and only need to be able to promote the first body 111 to be crushed. The crush ribs 1111 are preferably provided in a direction perpendicular to the longitudinal direction of the outer panel 110.
As shown in fig. 3, in addition to any of the above embodiments, the second body 112 is provided with a crush rib 1123. Thus, when the second body 112 receives the collision force, the second body 112 can be bent at the position where the crush rib 1123 is disposed, which is beneficial to controlling the collision posture of the vehicle body and can better absorb and buffer the collision energy. The crush ribs 1123 may be formed by being recessed or protruding from the surface of the second body 112, and only need to promote the bending of the second body 112. The direction in which the crush ribs 1123 are provided is preferably perpendicular to the longitudinal direction of the outer panel 110.
As shown in fig. 3, it is needless to say that the crush ribs 1111 may be provided on the first body 111 and the crush ribs 1123 may be provided on the second body 112. Thus, the outer panel 110 can absorb the collision energy sufficiently and is also advantageous for controlling the collision posture of the vehicle body.
As shown in fig. 3, on the basis of any of the above embodiments, the second body 112 includes a first connecting section 1121 and a second connecting section 1122. One end of the first connection segment 1121 is connected to the first body 111 by welding, riveting or screwing, and the other end of the first connection segment 1121 is connected to the second connection segment 1122. In this way, the collision force can be transmitted to the first body 111, the first connecting section 1121, and the second connecting section 1122 in this order, and finally transmitted to the vehicle body structure such as the rocker 40. The width of the second connection section 1122 is greater than the width of the first connection section 1121. In this way, the collision force transmitted from the first connection segment 1121 to the second connection segment 1122 can be transmitted more dispersedly, the transmission area of the collision force is increased, and the transmission effect of the collision force is improved. The first connecting section 1121 and the second connecting section 1122 can be formed by integral molding.
As shown in fig. 3, in particular, the second connecting segment 1122 includes a first side surface 1124 and a second side surface 1125, and the distance between the first side surface 1124 and the second side surface 1125 increases in a direction away from the front impact beam 30 (as shown in a direction of fig. 3). In this manner, the first side 1124 and the second side 1125 are flared (as shown in FIG. 3, L)2Is greater than L1Length of the first connection segment 1121) so that the collision force transmitted in the longitudinal direction of the first connection segment 1121 can be transmitted toward the upper side or the lower side, that is, the collision force can be dispersed, and the transmission effect of the collision force is better.
Similarly, the thickness of the second connecting section 1122 is greater than that of the first connecting section 1121, so that the first connecting section 1121 and the second connecting section 1122 can also be progressively crushed, and the impact energy absorption effect is good. The thickness of the first connecting section 1121 is set to increase progressively in a direction away from the front impact beam 30; increase progressively along keeping away from preceding crashproof roof beam 30 direction with the thickness setting of second linkage 1122 for the thickness of second body 112 increases progressively along keeping away from preceding crashproof roof beam 30 direction, and when receiving the collision, second body 112 is the progressive crushing deformation, and is effectual to the absorption of collision energy.
As shown in fig. 1 and 2, in one embodiment, there is also provided a front side member 10, including an inner panel 120 and the outer panel 110 of any of the above embodiments; the inner plate 120 includes a third body 121 close to the front impact beam 30 and a fourth body 122 far away from the front impact beam 30, the third body 121 is connected with the fourth body 122, the thickness of the third body 121 is smaller than that of the fourth body 122, and the first body 111, the second body 112, the third body 121 and the fourth body 122 can cooperate to form a buffer structure for absorbing impact energy.
In the front side member 10 of the above embodiment, when a collision occurs, the collision force is transmitted to the buffer structure through the front impact beam, and the collision force can be transmitted by the buffer structure and the collision energy can be absorbed by the deformation of the buffer structure, so that the safety of the driver and the passenger can be ensured. Wherein, the collision force passes through the first body 111 and the second body 112 on the outer plate 110 in sequence, then passes through the rocker plate, the torsion box and the A-pillar inner plate 30 and finally is transmitted to the doorsill 40; the collision force is transmitted to the dash cross member 50 and finally to the center tunnel 60 through a portion of the third body 121 and the fourth body 122 on the inner panel in sequence, and the other portion is transmitted to the rocker 40 through the rocker panel, the torsion box, and the a-pillar inner panel 30, thereby enhancing the transmission effect of the collision force. Meanwhile, since the thickness of the first body 111 is smaller than that of the second body 112, and the thickness of the third body 121 is smaller than that of the fourth body 122, when the impact of the collision force is received, the buffer structure is progressively crushed along the length direction, so that the collision energy can be better absorbed, and the safety of the passenger can be protected.
The first body 111 may be connected to the third body 121 by welding, and the second body may be connected to the fourth body 122 by welding, so that the outer plate 110 and the inner plate 120 are connected to each other.
In order to ensure that the front side member 10 can transmit the collision force more effectively and absorb the collision energy more effectively, the structures of the inner panel 120 and the outer panel 110 may be the same or approximately the same.
Specifically, the thickness of the third body 121 increases in a direction away from the front impact beam 30; the thickness of the fourth body 122 is set to increase in a direction away from the front impact beam 30. Therefore, the thickness of the whole buffer structure is increased progressively along the direction away from the front anti-collision beam 30, and the buffer structure is deformed in progressive crushing when being collided, so that the impact energy absorption effect is good.
The third body 121 and the fourth body 122 may be made of high strength steel plate, aluminum alloy, or the like. Preferably, the thickness of the third body 121 and the thickness of the fourth body 122 are linearly increased along the direction away from the front impact beam 30, so that the progressive crushing deformation effect is better, and the impact energy absorption effect is better. The connection mode of the third body 121 and the fourth body 122 can be realized by riveting, welding or screwing, and the like, and only the requirements that the third body 121 and the fourth body 122 can be connected, the collision force can be transmitted, and the deformation of the third body 121 and the fourth body 122 can be ensured to absorb the collision energy are met; preferably, a laser tailor-welding mode is adopted, the welding speed is high, and the deformation is small.
Of course, the crush ribs 1111 may be provided on the third body 121 and the crush ribs 1123 may be provided on the fourth body 122. Thus, the inner plate 120 can better fully absorb the collision energy and is also beneficial to controlling the collision posture of the vehicle body; the crush ribs 1111 are arranged on the first body 111 and the crush ribs 1123 are arranged on the second body 112, so that the whole front longitudinal beam 10 can better absorb the collision energy, and the control of the collision posture of the vehicle body is facilitated.
The structure of the fourth body 122 may also be similar to that of the second body 112, and in particular, it may be that the fourth body 122 includes a third connecting section (not labeled) and a fourth connecting section (not labeled). One end of the third connecting section is connected with the third body 121 by welding, riveting or screwing, and the other end of the third connecting section is connected with the fourth connecting section. In this manner, the collision force can be transmitted on the third body 121, the third connecting segment, and the fourth connecting segment and finally transmitted to the center tunnel 60. The width of the fourth connecting section is larger than that of the third connecting section. Therefore, the collision force transmitted to the fourth connecting section by the third connecting section can be transmitted more dispersedly, the transmission area of the collision force is increased, and the transmission effect of the collision force is better.
More specifically, the fourth connecting section includes a third side (not labeled) and a fourth side (not labeled), and the distance between the third side and the fourth side increases in a direction away from the front impact beam 30. Therefore, the contour formed by the third side face and the fourth side face is in a horn mouth shape, so that the collision force transmitted along the length direction of the third connecting section can be transmitted towards the upper side or the lower side, namely the collision force is dispersed, and the transmission effect of the collision force is better.
As shown in fig. 1 and 2, in one embodiment, a vehicle body is further provided, and includes the front side member 10 of any one of the above embodiments.
When the vehicle body of the embodiment is impacted by the collision force, the collision force passes through the front anti-collision beam and then is sequentially transmitted to the buffer structure of the front longitudinal beam, the collision force can be transmitted by using the buffer structure, and the collision energy is absorbed by using the deformation of the buffer structure, so that the safety of a driver and passengers can be ensured. Wherein, the collision force passes through the first body 111 and the second body 112 on the outer plate 110 of the buffer structure in sequence, then passes through the stop plate, the torsion box and the A-pillar inner plate 30 and finally is transmitted to the doorsill 40; after the collision force sequentially passes through the third body 121 and the fourth body 122 on the inner panel 120 of the cushion structure, a portion of the collision force is transmitted to the cowl cross member 50 and finally to the center tunnel 60, and another portion of the collision force is transmitted to the rocker 40 through the rocker panel, the torsion box, and the a-pillar inner panel 30, thereby enhancing the effect of transmitting the collision force. Meanwhile, since the thickness of the first body 111 is smaller than that of the second body 112, and the thickness of the third body 121 is smaller than that of the fourth body 122, when the impact of the collision force is received, the buffer structure is progressively crushed along the length direction, so that the collision energy can be better absorbed, and the safety of the passenger can be protected.
In one embodiment, a vehicle is also provided, including the body of the above-described embodiments.
The vehicle of the embodiment has good effects of transmitting the collision force and absorbing the collision energy, and can ensure the safety of passengers and drivers.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above examples only represent some embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. The outer plate of the front longitudinal beam is characterized by comprising a first body and a second body, wherein the first body is close to the front anti-collision beam, the second body is far away from the front anti-collision beam, the first body is connected with the second body, and the thickness of the first body is smaller than that of the second body.
2. An outer panel of a front side member according to claim 1, wherein a thickness of the first body increases in a direction away from the front impact beam; and/or the thickness of the second body increases in a direction away from the front impact beam.
3. The front side member outer panel according to claim 1, wherein the first body is welded to the second body.
4. An outer panel of a front side member according to claim 1, wherein the first body is provided with a crush rib.
5. An outer panel of a front side member according to claim 1, wherein the second body is provided with a crush rib.
6. An outer panel of a front side member according to any one of claims 1 to 5, wherein the second body includes a first connecting section and a second connecting section, one end of the first connecting section is connected to the first body, the other end of the first connecting section is connected to the second connecting section, and the width of the second connecting section is larger than the width of the first connecting section.
7. The outer panel of a front side member according to claim 6, wherein the second connecting section includes a first side surface and a second side surface, and a distance between the first side surface and the second side surface increases in a direction away from the front impact beam.
8. A front side member comprising an inner panel and the outer panel as claimed in any one of claims 1 to 7; the inner plate comprises a third body and a fourth body, the third body is close to the front anti-collision beam, the fourth body is far away from the front anti-collision beam, the third body is connected with the fourth body, the thickness of the third body is smaller than that of the fourth body, and the first body, the second body, the third body and the fourth body can be matched to form a buffer structure used for absorbing collision energy.
9. A vehicle body characterized by comprising the front side member according to claim 8.
10. A vehicle characterized by comprising the vehicle body of claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020635533.8U CN212709673U (en) | 2020-04-23 | 2020-04-23 | Vehicle, vehicle body, front longitudinal beam and outer plate thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020635533.8U CN212709673U (en) | 2020-04-23 | 2020-04-23 | Vehicle, vehicle body, front longitudinal beam and outer plate thereof |
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| Publication Number | Publication Date |
|---|---|
| CN212709673U true CN212709673U (en) | 2021-03-16 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202020635533.8U Active CN212709673U (en) | 2020-04-23 | 2020-04-23 | Vehicle, vehicle body, front longitudinal beam and outer plate thereof |
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|---|---|
| CN (1) | CN212709673U (en) |
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2020
- 2020-04-23 CN CN202020635533.8U patent/CN212709673U/en active Active
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Address after: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only) Patentee after: Hechuang Automotive Technology Co.,Ltd. Address before: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only) Patentee before: Hechuang Smart Technology Co.,Ltd. |
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Address after: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only) Patentee after: Hechuang Smart Technology Co.,Ltd. Address before: Room 1201, No. 37, Jinsha street, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province Patentee before: Guangzhou Auto Weilai New Energy Automotive Technology Co.,Ltd. |