CN220842699U - Cabin longitudinal beam and vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicle parts and provides a cabin longitudinal beam and a vehicle, wherein the cabin longitudinal beam comprises a longitudinal beam rear section assembly and a longitudinal beam front section assembly, one end of the longitudinal beam rear section assembly in the front-rear direction of the vehicle is connected with the longitudinal beam front section assembly, the other end of the longitudinal beam rear section assembly is connected with a front wall lower plate and an A column lower inner plate respectively, and the dimension of one end of the longitudinal beam rear section assembly connected with the front wall lower plate in the left-right direction of the vehicle is larger than the dimension of one end of the longitudinal beam rear section assembly connected with the longitudinal beam front section assembly in the left-right direction. Therefore, when the collision impact force in front of the vehicle is transmitted through the cabin longitudinal beam, the collision impact force can be transmitted to the threshold beam of the side wall structure and the front wall structure, so that the collision impact force transmitted to the position of the battery pack can be reduced, the safety of the battery pack is ensured, and the battery pack has the advantages of less parts and low development cost.

Description

Cabin longitudinal beam and vehicle

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a cabin longitudinal beam and a vehicle.

Background

Power cells are the most dominant source of power for electric vehicles and are typically mounted under the front floor of the vehicle. In the event of a collision, the collision force in front of the vehicle is transmitted to the front floor through the cabin longitudinal beam, and in order to prevent the power battery from being damaged by the collision, a reinforcing design is required for the connection structure of the cabin longitudinal beam and the front floor.

At present, a plurality of parts are designed for local reinforcement of a connecting structure, but the number of parts is large, the weight and the cost are high, and the trend of light weight is not met. In addition, when the collision force in front of the automobile is transmitted to the position of the power battery pack through the cabin longitudinal beam, the force transmission path is broken, so that the stress on the position of the power battery pack is larger.

Disclosure of utility model

The utility model solves the problems that: how to improve the rigidity of the connection structure of the cabin longitudinal beam and the front floor and reduce the number of parts.

In order to solve the problems, the utility model provides a cabin longitudinal beam, which comprises a longitudinal beam rear section assembly and a longitudinal beam front section assembly, wherein one end of the longitudinal beam rear section assembly in the front-rear direction of a vehicle is connected with the longitudinal beam front section assembly, the other end of the longitudinal beam rear section assembly is respectively connected with a front wall lower plate and an A column lower inner plate, and the dimension of one end of the longitudinal beam rear section assembly connected with the front wall lower plate in the left-right direction of the vehicle is larger than the dimension of one end of the longitudinal beam rear section assembly connected with the longitudinal beam front section assembly in the left-right direction.

Optionally, one end of the longitudinal beam rear section assembly connected to the longitudinal beam front section assembly is located between two ends of the longitudinal beam rear section assembly along the left-right direction.

Optionally, the cabin longitudinal beam further comprises a first reinforcement, the longitudinal beam rear section assembly is used for enclosing a cavity with the front lower plate, the front connecting plate and the A column inner plate, the first reinforcement is arranged in the cavity, one end of the first reinforcement along the front-rear direction is connected with one end of the longitudinal beam rear section assembly, the other end of the first reinforcement is connected with one end of the longitudinal beam front section assembly, which is far away from the longitudinal beam rear section assembly, of the longitudinal beam front section assembly, and the A column inner plate is connected with the other end of the longitudinal beam rear section assembly.

Optionally, the first reinforcement divides the cavity into a first cavity and a second cavity, and the first cavity and the second cavity are arranged in the left-right direction.

Optionally, the longeron back end assembly includes longeron back end body, first connecting plate and second connecting plate, the longeron back end body is followed the both ends of fore-and-aft direction respectively with first connecting plate with longeron front end assembly is connected, just the longeron back end body connect in the one end of first connecting plate is followed the size of controlling the direction is greater than the longeron back end body connect in the one end of longeron front end assembly is followed the size of controlling the direction, the longeron back end body is followed one end of controlling the direction with the second connecting plate is connected, the other end be used for respectively with the A post inner panel is connected with preceding enclose the connecting plate down, first connecting plate with the second connecting plate be used for respectively connect in preceding enclose the lower plate, just first connecting plate is followed the both ends of controlling the direction are connected respectively in second connecting plate with the A post inner panel down.

Optionally, an end of the first connecting plate, which is far away from the second connecting plate, is further used for being connected to the a-pillar inner plate.

Optionally, the first connecting plate comprises a first plate body and a fourth flanging part, and the first plate body is connected to the longitudinal beam rear section body; the fourth flanging part is arranged at the upper end of the first plate body and is used for being connected with the front lower plate, and/or the fourth flanging part is arranged at one end of the first plate body along the left-right direction and is connected with the second connecting plate, and/or the fourth flanging part is arranged at the other end of the first plate body along the left-right direction and is used for being connected with the A column lower inner plate.

Optionally, the second connecting plate includes second board body and seventh turn-ups portion, the second board body connect in longeron back end body, seventh turn-ups portion follows the upper end border of second board body sets up, and is used for with the preceding enclose lower plate connection.

Optionally, the cabin longitudinal beam further comprises a second reinforcing member, wherein the second reinforcing member is arranged in the cavity and connected to one end of the longitudinal beam rear section assembly, which is far away from the A-pillar lower inner plate.

In order to solve the above problems, the present utility model also provides a vehicle including the cabin longitudinal beam as described above.

Compared with the prior art, the utility model has the following beneficial effects:

According to the cabin longitudinal beam, one end, such as the front end, of the longitudinal beam rear section assembly is connected with the longitudinal beam front section assembly, and the other end, such as the rear end, of the longitudinal beam rear section assembly is respectively connected with the front wall lower plate and the A column lower inner plate, so that the longitudinal beam rear section assembly is connected with the front wall lower plate of the front wall structure and is also connected with the A column lower inner plate of the side wall structure, which is connected with the threshold beam, and therefore when the collision impact force in front of a vehicle is transmitted through the cabin longitudinal beam, the collision impact force can be transmitted to the threshold beam of the side wall structure and the front wall structure, the collision impact force transmitted to the battery pack position can be reduced, and the safety of the battery pack is ensured. And, through the size design of the rear end of longeron back end assembly along the left and right direction of vehicle for be greater than the front end of longeron back end assembly along this left and right direction for longeron back end assembly is roughly L shape or T shape structure, can increase the connection area between longeron back end assembly and the preceding enclose lower plate and the inner panel under the A post, improve the rigidity of the connection structure that constitutes by longeron back end assembly, preceding enclose lower plate and the inner panel under the A post, and do not need to set up the part in the junction of longeron back end assembly and preceding enclose lower plate and the inner panel under the A post additionally and improve local rigidity, thereby can reduce the part quantity, reduce development cost.

Drawings

FIG. 1 is a schematic view of a nacelle stringer assembled with an A-pillar and cowl structure in accordance with an embodiment of the present utility model;

FIG. 2 is a schematic view of an alternative view of the cabin stringers as assembled with the A-pillar and cowl structure in accordance with an embodiment of the present utility model;

FIG. 3 is a schematic structural view of an assembly of a cabin stringer with an A-pillar inner panel, an A-pillar lower inner panel, and a cowl connecting panel in an embodiment of the present utility model;

FIG. 4 is a schematic view of a nacelle stringer according to an embodiment of the present utility model;

FIG. 5 is a schematic view of a nacelle stringer from another perspective in accordance with an embodiment of the present utility model;

FIG. 6 is a schematic cross-sectional view of a nacelle stringer at a first stiffener and a second stiffener in an embodiment of the present utility model;

FIG. 7 is a schematic view of a first stiffener according to an embodiment of the present utility model;

FIG. 8 is a schematic view of the structure of the rear body of the stringer according to the embodiment of the present utility model;

FIG. 9 is a schematic view of a first connecting plate according to an embodiment of the present utility model;

fig. 10 is a schematic structural view of a second connecting plate according to an embodiment of the present utility model;

Fig. 11 is a schematic structural view of a second reinforcing member according to an embodiment of the present utility model.

Reference numerals illustrate:

1. A longitudinal beam rear section assembly; 11. a stringer rear section body; 1101. a third reinforcing rib; 1102. a first battery pack mounting hole; 1103. a second positioning hole; 1104. a third positioning hole; 1105. a fourth positioning hole; 1106. a hanger fixing hole; 1107. a sling positioning hole; 1108. a first subframe mounting hole; 1109. a second subframe mounting hole; 1110. eighth positioning holes; 111. a first flanging structure; 1112. fourth reinforcing ribs; 112. a second flanging structure; 1121. fifth reinforcing ribs; 113. a third flanging structure; 1131. a sixth reinforcing rib; 12. a first connection plate; 121. a first plate body; 122. a fourth burring part; 123. seventh reinforcing ribs; 124. a first lightening hole; 13. a second connecting plate; 131. a second plate body; 1311. a fifth positioning hole; 1312. a sixth positioning hole; 132. a seventh burring part; 133. eighth reinforcing ribs; 2. a longitudinal beam front section assembly; 21. a stringer inner panel; 22. a stringer outer panel; 3. a first reinforcement; 31. a first reinforcing plate body; 311. a first positioning hole; 312. a first via; 313. a third subframe mounting hole; 32. a first burring part; 321. a first reinforcing rib; 33. a second burring part; 331. a second reinforcing rib; 34. a third burring part; 35. a fifth burring part; 36. a sixth burring part; 4. a second reinforcement; 41. a second reinforcing plate body; 411. a fourth flanging structure; 412. a seventh positioning hole; 413. a second via; 414. a second battery pack mounting hole; 415. a fourth subframe mounting hole; 416. a second lightening hole; 42. an eighth burring part; 43. a ninth burring part; 44. a tenth burring part; 5. a cavity; 51. a first cavity; 52. a second cavity;

100. a front lower plate; 200. a lower column inner plate; 300. a front wall connecting plate; 400. a column A inner plate; 500. and a dash panel.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

The Z-axis in the drawing represents the vertical direction, i.e., the up-down position, and the forward direction of the Z-axis (i.e., the arrow of the Z-axis points) represents the up direction, and the reverse direction of the Z-axis represents the down direction; the X-axis in the drawing represents the horizontal direction and is designated as the front-rear position, and the forward direction of the X-axis represents the front side and the reverse direction of the X-axis represents the rear side; the Y-axis in the drawing is shown in a left-right position, and the forward direction of the Y-axis represents the left side and the reverse direction of the Y-axis represents the right side. It should also be noted that the foregoing Z-axis, Y-axis, and X-axis are meant to be illustrative only and not indicative or implying that the apparatus or component in question must be oriented, configured or operated in a particular orientation, and therefore should not be construed as limiting the utility model.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein.

Referring to fig. 1 and 2, an embodiment of the present utility model provides a cabin longitudinal beam, which includes a longitudinal beam rear section assembly 1 and a longitudinal beam front section assembly 2, wherein one end of the longitudinal beam rear section assembly 1 in the front-rear direction of the vehicle is connected to the longitudinal beam front section assembly 2, the other end is connected to a front lower panel 100 and an a pillar lower inner panel 200, respectively, and the dimension of one end of the longitudinal beam rear section assembly 1 connected to the front lower panel 100 in the left-right direction of the vehicle is greater than the dimension of one end of the longitudinal beam rear section assembly 1 connected to the longitudinal beam front section assembly 2 in the left-right direction.

Specifically, the cabin stringers are generally arranged in a bilateral symmetry manner in the cabin, wherein a stringer rear section assembly 1 of the cabin stringers is connected to a rear end of a stringer front section assembly 2 and is located below the stringer front section assembly 2, the stringer front section assembly 2 generally includes a stringer inner plate 21 and a stringer outer plate 22, and the stringer rear section assembly 1 is generally connected to the stringer inner plate 21. For the cabin longitudinal beam on the left side of the cabin, as shown in fig. 1 and 2 for example, the left end of the longitudinal beam rear section assembly 1 is connected with the a-pillar lower inner panel 200 and the front wall connecting panel 300, the front end of the longitudinal beam rear section assembly 1 is connected with the longitudinal beam front section assembly 2, and the rear end of the longitudinal beam rear section assembly 1 is connected with the front wall lower panel 100. Wherein the cowl lower 100 is generally connected to the lower end of the dash panel 500, and the a-pillar lower inner panel 200 is generally connected to the lower end of the a-pillar inner panel 400 and to the rocker. Further, the dimension of the rear end of the side member rear section assembly 1 in the vehicle left-right direction (i.e., the dimension of the rear end of the side member rear section assembly 1 in the Y-axis direction in fig. 4, which is also the rear end width of the side member rear section assembly 1) is larger than the dimension of the front end of the side member rear section assembly 1 in the vehicle left-right direction (i.e., the dimension of the front end of the side member rear section assembly 1 in the Y-axis direction in fig. 4, which is also the front end width of the side member rear section assembly 1). When the front end of the longitudinal beam rear section assembly 1 is positioned at the left side or the right side of the longitudinal beam rear section assembly 1, the longitudinal beam rear section assembly 1 is approximately L-shaped, and at the moment, the longitudinal beam rear section assembly 1 is of an L-shaped structure; when the front end of the longitudinal beam rear section assembly 1 is located between the left side and the right side of the longitudinal beam rear section assembly 1, the longitudinal beam rear section assembly 1 is approximately T-shaped, and at this time, the longitudinal beam rear section assembly 1 is of a T-shaped structure.

In this embodiment, one end, for example, the front end, of the longitudinal beam rear section assembly 1 is connected with the longitudinal beam front section assembly 2, and the other end, for example, the rear end, of the longitudinal beam rear section assembly 1 is respectively connected with the front lower panel 100 and the a pillar lower inner panel 200, so that the longitudinal beam rear section assembly 1 is connected with the front lower panel 100 of the front structure, and is also connected with the a pillar lower inner panel 200 of the side wall structure, which is connected with the threshold beam, so that when the collision impact force in front of the vehicle is transmitted through the cabin longitudinal beam, the collision impact force can be transmitted to the threshold beam of the side wall structure and the front wall structure, and the collision impact force transmitted to the battery pack position can be reduced, and the safety of the battery pack is ensured. Moreover, by designing the dimension of the rear end of the side member rear section assembly 1 in the left-right direction of the vehicle to be larger than the dimension of the front end of the side member rear section assembly 1 in the left-right direction, the side member rear section assembly 1 is made to have a substantially L-shaped or T-shaped structure, the connection area between the side member rear section assembly 1 and the front wall lower plate 100 and the a pillar lower inner plate 200 can be increased, the rigidity of the connection structure constituted by the side member rear section assembly 1, the front wall lower plate 100 and the a pillar lower inner plate 200 can be improved, and it is unnecessary to additionally provide parts at the connection of the side member rear section assembly 1 and the front wall lower plate 100 and the a pillar lower inner plate 200 to improve the local rigidity, so that the number of parts can be reduced, and development costs can be reduced.

Alternatively, as shown in fig. 4 and 8, one end of the rail rear section assembly 1 connected to the rail front section assembly 2 is located between both ends of the rail rear section assembly 1 in the left-right direction.

In this embodiment, on the basis that the rear end width of the longitudinal beam rear section assembly 1 is greater than the front end width of the longitudinal beam rear section assembly 1, the rear end of the longitudinal beam rear section assembly 1 is also located between the left end and the right end of the longitudinal beam rear section assembly 1, that is, the longitudinal beam rear section assembly 1 is approximately T-shaped, that is, the longitudinal beam rear section assembly 1 is of a T-shaped structure, which makes the overall structure of the longitudinal beam rear section assembly 1 more stable and the stress more uniform.

Optionally, as shown in fig. 3 to 5, the cabin longitudinal beam further includes a first reinforcement member 3, the longitudinal beam rear section assembly 1 is configured to enclose a cavity 5 with the front lower panel 100, the front connecting panel 300 and the a pillar inner panel 400, the first reinforcement member 3 is disposed in the cavity 5, and one end of the first reinforcement member 3 in the front-rear direction is connected with one end of the longitudinal beam rear section assembly 1 connected with the longitudinal beam front section assembly 2, and the other end is connected with one end of the longitudinal beam rear section assembly 1 far from the longitudinal beam front section assembly 2 and the a pillar inner panel 400 respectively.

In this embodiment, the first reinforcement member 3 has a generally arc-shaped structure, and the front end thereof is connected to the front end of the side member rear section assembly 1, and the rear end thereof extends to, for example, the left side of the rear end of the side member rear section assembly 1 and is connected to the rear end of the side member rear section assembly 1 and the a pillar inner panel 400, specifically, the rear end of the first reinforcement member 3 is connected to the first connection plate 12 (described later) of the side member rear section assembly 1 and the lower end of the a pillar inner panel 400. In this way, by enclosing the side member rear section assembly 1 with the front lower panel 100, the front connecting panel 300 and the a pillar inner panel 400 to form the cavity 5, so that the connection structure constituted by the side member rear section assembly 1, the front lower panel 100 and the a pillar lower inner panel 200 is a cavity beam structure, the overall rigidity and bending and torsion resistance of the connection structure can be improved, and by providing the first reinforcement 3 in the cavity 5 and connecting, for example, the front end of the first reinforcement 3 with, for example, the front end of the side member rear section assembly 1, connecting, for example, the rear end of the first reinforcement 3 with, for example, the rear end of the side member rear section assembly 1 and the a pillar inner panel 400, so as to guide the transmission of the collision impact force to the a pillar and the threshold beam position using the first reinforcement 3, the stress at the battery pack position is reduced, and the safety of the battery pack is further protected to the maximum extent.

Alternatively, as shown in conjunction with fig. 6, the first reinforcing member 3 partitions the cavity 5 into the first cavity 51 and the second cavity 52, and the first cavity 51 and the second cavity 52 are disposed in a left-right direction. Therefore, the first cavity 51 and the second cavity 52 are convenient to use as force transmission channels, so that collision impact force received by the longitudinal beam rear section assembly 1 can be transmitted to the threshold beam and the front wall structure of the side wall structure respectively, and the purpose of reducing the collision impact force transmitted to the position of the battery pack is achieved.

Further, as shown in conjunction with fig. 6 and 7, the first reinforcement 3 includes a first reinforcement plate body 31, the first reinforcement plate body 31 partitions the cavity 5 into a first cavity 51 and a second cavity 52, the first reinforcement 3 further includes a first burring 32 and/or a second burring 33, one end of the first reinforcement plate body 31 in the up-down direction of the vehicle is used for being connected to the side member rear section assembly 1 through the first burring 32, and the other end of the first reinforcement plate body 31 in the up-down direction is used for being connected to the junction of the front wall connecting plate 300 and the front wall lower plate 100 through the second burring 33.

In the present embodiment, the first burring 32 is generally disposed along the lower end edge of the first reinforcement plate body 31 and is connected to the side member rear section body 11 of the side member rear section assembly 1, the second burring 33 is generally disposed along the upper end edge of the first reinforcement plate body 31, and the front half of the second burring 33 is generally connected to the front wall connection plate 300 and the rear half is generally connected to the front wall lower plate 100. In this way, the rigidity of the first reinforcing member 3 can be improved by the first burring part 32 and the second burring part 33, respectively; meanwhile, the contact area between the first reinforcement 3 and the longitudinal beam rear section assembly 1 and/or the contact area between the first reinforcement 3 and the front wall connecting plate 300 and the front wall lower plate 100 can be increased, and the connection strength can be improved.

Further, as shown in fig. 7, the first flange portion 32 is provided with a first reinforcing rib 321, and/or the second flange portion 33 is provided with a second reinforcing rib 331.

In this embodiment, the first stiffener 321 and/or the second stiffener 331 are generally in a concave rib structure, so that the stiffness of the first flange portion 32 and the second flange portion 33 can be respectively improved by using the first stiffener 321 and the second stiffener 331, so as to improve the connection strength between the first stiffener 3 and the rear end assembly 1 of the longitudinal beam and between the first stiffener 3 and the front wall connecting plate 300 and the front wall lower plate 100, so that the first stiffener 3 can better transmit the collision impact force.

Further, as shown in conjunction with fig. 3 and 7, the first reinforcement 3 further includes a third burring 34, and the first reinforcement panel body 31 is configured to be connected to the a-pillar inner panel 400 through the third burring 34. In this way, the contact area between the first reinforcement 3 and the a-pillar inner panel 400 can be increased by the third burring 34, and the connection strength can be improved.

Further, as shown in fig. 7, the first reinforcing plate body 31 is provided with a first positioning hole 311, and the first reinforcing member 3 is used for positioning connection with the welding fixture through the first positioning hole 311. In this way, the precision and accuracy of welding can be ensured.

Alternatively, as shown in conjunction with fig. 2 to 5, the girder rear section assembly 1 includes a girder rear section body 11, a first connecting plate 12 and a second connecting plate 13, both ends of the girder rear section body 11 in the front-rear direction are connected with the first connecting plate 12 and the girder front section assembly 2, and the dimension of one end of the girder rear section body 11 connected to the first connecting plate 12 in the left-right direction is larger than the dimension of one end of the girder rear section body 11 connected to the girder front section assembly 2 in the left-right direction, one end of the girder rear section body 11 in the left-right direction is connected with the second connecting plate 13, the other end is connected with the a-pillar lower inner plate 200 and the front wall connecting plate 300, the first connecting plate 12 and the second connecting plate 13 are connected with the front wall lower plate 100, and both ends of the first connecting plate 12 in the left-right direction are connected with the second connecting plate 13 and the a-pillar lower inner plate 200, respectively.

Specifically, for the cabin longitudinal beam on the left side of the cabin, the left end of the longitudinal beam rear section body 11 is connected with the a-pillar lower inner panel 200 and the front wall connecting panel 300, the right end of the longitudinal beam rear section body 11 is connected with the second connecting panel 13, the front end of the longitudinal beam rear section body 11 is generally welded with the longitudinal beam inner panel 21 of the longitudinal beam front section assembly 2, the rear end of the longitudinal beam rear section body 11 is connected with the first connecting panel 12, moreover, the left end of the first connecting panel 12 is connected with the a-pillar lower inner panel 200, the right end of the first connecting panel 12 is connected with the second connecting panel 13, the upper end of the first connecting panel 12 is connected with the front wall lower panel 100, and the upper end of the second connecting panel 13 is connected with the front wall lower panel 100 and the front wall panel 500. The dimension of the rear end of the side member rear section body 11 in the left-right direction (i.e., the dimension of the rear end of the side member rear section body 11 in the Y-axis direction in fig. 4, which is also the rear end width of the side member rear section body 11) is larger than the dimension of the front end of the side member rear section body 11 in the left-right direction (i.e., the dimension of the front end of the side member rear section body 11 in the Y-axis direction in fig. 4, which is also the front end width of the side member rear section body 11). When the front end of the longitudinal beam rear section body 11 is positioned at the left side or the right side of the longitudinal beam rear section body 11, the longitudinal beam rear section body 11 is approximately L-shaped, namely the longitudinal beam rear section assembly 1 is of an L-shaped structure; when the front end of the stringer rear section body 11 is located between the left and right sides of the stringer rear section body 11, the stringer rear section body 11 is substantially T-shaped, i.e., the stringer rear section assembly 1 is of T-shaped structure. The first connecting plate 12 is generally arranged to extend in the left-right direction of the vehicle, and the second connecting plate 13 is generally arranged to extend along the right end of the rail rear section body 11, that is, the shape of the second connecting plate 13 is generally adapted to the shape of the right end of the rail rear section body 11.

In this embodiment, the connection between the front wall connection plate 300 and the front wall lower plate 100 of the front wall structure and the connection between the side wall rear assembly 1 and the a-pillar lower inner plate 200 of the side wall structure are achieved by connecting the first connection plate 12 provided at the rear end of the side wall rear body 11 with the front wall lower plate 100 and the a-pillar lower inner plate 200, connecting the second connection plate 13 provided at the right end, for example, of the side wall rear body 11 with the front wall lower plate 100, and connecting the left end, for example, of the side wall rear body 11 with the a-pillar lower inner plate 200 and the front wall connection plate 300.

Optionally, as shown in connection with fig. 3, the end of the first connecting plate 12 remote from the second connecting plate 13 is also used for connection to the a-pillar inner panel 400. That is, for the cabin stringers on the left side of the cabin, the rear end left side of the stringer rear section assembly 1 is connected not only to the a-pillar lower inner panel 200 but also to the a-pillar inner panel 400. In this way, the collision impact force transmitted by the cabin longitudinal beam can be transmitted to the threshold beam through the A-pillar lower inner plate 200 and the vehicle door frame through the A-pillar inner plate 400, so that the collision impact force at the position of the battery pack can be further reduced, and the safety of the battery pack is ensured.

Further, as shown in fig. 8, the rear girder body 11 is provided with a first flanging structure 111 and/or a second flanging structure 112 and/or a third flanging structure 113, the rear girder body 11 is used for being connected with the front wall connecting plate 300 through the first flanging structure 111, the rear girder body 11 is connected with the second connecting plate 13 through the second flanging structure 112, and the rear girder body 11 is connected with the first connecting plate 12 through the third flanging structure 113.

In the present embodiment, the first flange structure 111 and the second flange structure 112 are generally disposed along the edges of the two ends of the side member rear section body 11 in the left-right direction, respectively, and the third flange structure 113 is generally disposed along the rear end edge of the side member rear section body 11. In this way, the rigidity of the left end and the right end of the rear section body 11 of the longitudinal beam can be respectively improved by using the first flanging structure 111 and the second flanging structure 112, the rigidity of the rear end of the rear section body 11 of the longitudinal beam can be improved by using the third flanging structure 113, and meanwhile, the contact area between the rear section body 11 of the longitudinal beam and the front wall connecting plate 300, the contact area between the rear section body 11 of the longitudinal beam and the first connecting plate 12 and/or the contact area between the rear section body 11 of the longitudinal beam and the second connecting plate 13 can be conveniently increased by using the flanging structures, so that the connection strength is improved.

Further, as shown in fig. 8, the third reinforcing rib 1101 is provided on the rear section body 11 of the longitudinal beam and/or the fourth reinforcing rib 1112 is provided on the first flanging structure 111 and/or the fifth reinforcing rib 1121 is provided on the second flanging structure 112 and/or the sixth reinforcing rib 1131 is provided on the third flanging structure 113. In this way, the local rigidity of the rear section body 11 of the longitudinal beam and the rigidity of the flanging structure are improved by utilizing the reinforcing rib structure, so that the firmness of the rear section body 11 of the longitudinal beam when being connected with the front wall connecting plate 300, the first connecting plate 12 and the second connecting plate 13 is ensured.

Further, as shown in fig. 8, the rear end of the rear section body 11 of the longitudinal beam is provided with a first battery pack mounting hole 1102 to provide a mounting point for the battery pack.

Further, as shown in fig. 8, the rear section body 11 of the longitudinal beam is further provided with a second positioning hole 1103, and the rear section body 11 of the longitudinal beam is used for positioning connection with the welding fixture through the second positioning hole 1103. In practical application, two second positioning holes 1103 are generally formed in the rear section body 11 of the longitudinal beam, one is used as a main positioning hole, and the other is used as an auxiliary positioning hole, so that the positioning accuracy of the rear section body 11 of the longitudinal beam on a welding tool is further ensured, and the welding precision and accuracy are further improved.

Further, as shown in fig. 8, the rear section body 11 of the longitudinal beam is further provided with a third positioning hole 1104, and the rear section body 11 of the longitudinal beam is used for being connected with the tooling in a positioning manner through the third positioning hole 1104. In this way, the rear rail assembly 1 can be pre-positioned at the third positioning hole 1104 in the assembly shop and, for example, in a fixture tool, thereby facilitating the assembly operation of the battery pack.

Further, as shown in fig. 8, the rear rail section body 11 is further provided with a fourth positioning hole 1105, and the rear rail section body 11 is positioned and connected with the inner rail plate 21 of the front rail section assembly 2 through the fourth positioning hole 1105, so as to facilitate assembly.

Further, as shown in fig. 8, the rear end of the stringer rear section body 11 is further provided with a spreader fixing hole 1106 and a spreader positioning hole 1107. Thus, when the integral structure formed by assembling and welding the cabin longitudinal beam and the front wall structure is fixed on the lifting appliance of the welding workshop for transferring operation, the lifting appliance positioning hole 1107 can be utilized to pre-position the installation of the integral structure on the lifting appliance so as to reduce the installation difficulty, and then the lifting appliance fixing hole 1106 is utilized to fix the integral structure on the lifting appliance for transferring.

Further, as shown in fig. 8, the first reinforcing plate body 31 is further provided with a first via hole 312, the first via hole 312 is coaxially arranged with the spreader positioning hole 1107 on the rear section body 11 of the longitudinal beam, and the aperture of the first via hole 312 is larger than that of the spreader positioning hole 1107. Thus, when the lifting tool is used for transferring the integral structure formed by assembling and welding the cabin longitudinal beam and the front wall structure, the positioning structure on the lifting tool can be penetrated by the first through hole 312, so that the first reinforcement piece 3 in the cavity 5 is prevented from interfering with the lifting tool.

Further, as shown in fig. 8, the rear rail section body 11 is further provided with a first subframe mounting hole 1108 and a second subframe mounting hole 1109 to provide mounting points for the subframe of the chassis.

Further, as shown in fig. 7, the first reinforcement plate body 31 is further provided with a third subframe mounting hole 313 coaxially provided with the first subframe mounting hole 1108. In this way, the auxiliary frame, the first reinforcement member 3 and the longitudinal beam rear section body 11 form connection at the first auxiliary frame mounting hole 1108, so that the stability of the auxiliary frame mounting is improved, and meanwhile, the rigidity of the auxiliary frame mounting point can be improved by using the first reinforcement member 3.

Alternatively, as shown in fig. 2 and 9, the first connecting plate 12 includes a first plate body 121 and a fourth burring 122, the first plate body 121 being connected to the side member rear section body 11; the fourth flange portion 122 is disposed at an upper end of the first plate body 121 and is used for being connected to the front lower panel 100, and/or the fourth flange portion 122 is disposed at one end of the first plate body 121 along the left-right direction and is connected to the second connecting plate 13, and/or the fourth flange portion 122 is disposed at the other end of the first plate body 121 along the left-right direction and is used for being connected to the a-pillar lower inner panel 200.

Specifically, the first panel body 121 is generally connected to the third burring 113 at the rear end of the trailing-end side rail body 11, and the fourth burring 122 is provided along the upper and/or left and/or rear end edges of the first panel body 121. For the cabin longitudinal beam on the left side of the cabin, the fourth flanging part 122 at the upper end of the first plate body 121 is generally folded back, the fourth flanging part 122 at the right end of the first plate body 121 is generally folded back forward, and is located between the second connecting plate 13 and the second flanging structure 112 of the rear section body 11 of the longitudinal beam, and the fourth flanging part 122 is clamped by using the second connecting plate 13 and the second flanging structure 112 so as to ensure the connection firmness. In one example, as shown in fig. 9, the fourth burring parts 122 at the left and right ends of the first plate body 121 may be respectively located at the front and rear sides of the first plate body 121; in another example, the fourth flange portions 122 at the left and right ends of the first plate body 121 may be located at the front side or the rear side of the first plate body 121 at the same time, and may be designed according to the needs in practical applications.

In this embodiment, the fourth flange portion 122 is provided on the first panel body 121 to enhance the rigidity of the first connecting panel 12, and the fourth flange portion 122 is used to form a connection with the front lower panel 100, the second connecting panel 13 and the a pillar lower inner panel 200 by, for example, spot welding, so that the contact area between the first connecting panel 12 and the front lower panel 100, the second connecting panel 13 and the a pillar lower inner panel 200 can be increased, and the connection effectiveness and reliability can be ensured.

Further, as shown in fig. 4, 5, and 7 to 9, the first reinforcement 3 further includes a fifth burring 35, the first reinforcement 3 is connected to the first panel body 121 of the first connecting panel 12 through the fifth burring 35, and/or the first reinforcement 3 further includes a sixth burring 36, and the first reinforcement 3 is connected to the third burring 113 of the stringer rear section body 11 through the sixth burring 36. In this way, the fifth flanging part 35 and/or the sixth flanging part 36 are used to further increase the rigidity of the rear end of the first reinforcement member 3, and meanwhile, the flanging structure can also be used to increase the contact area between the first reinforcement member 3 and the first connecting plate 12 and/or between the first reinforcement member 3 and the longitudinal beam rear section body 11, so as to ensure the connection stability.

Further, as shown in fig. 9, seventh ribs 123 are provided on the first plate body 121 and/or the fourth burring 122 to enhance the local rigidity of the first connecting plate 12.

Further, as shown in fig. 9, the first plate body 121 is provided with a first lightening hole 124 to lighten the weight of the first connection plate 12.

Alternatively, as shown in conjunction with fig. 2 and 10, the second connecting plate 13 includes a second plate body 131 and a seventh burring 132, the second plate body 131 being connected to the side member rear section body 11, the seventh burring 132 being provided along an upper end edge of the second plate body 131 and being used for connection with the cowl lower panel 100 and the dash panel 500.

In the present embodiment, the second plate body 131 of the second connecting plate 13 is generally connected to the second flange structure 112 of the rear rail section body 11, the seventh flange portion 132 of the second connecting plate 13 is generally disposed along the upper right edge of the rear rail section body 11, and for convenience of welding operation, it is generally preferable to fold the seventh flange portion 132 rightward. In this way, by providing the seventh burring 132 on the second panel body 131 to promote the rigidity of the second connecting panel 13, and at the same time, it is also convenient to form connection with the cowl lower panel 100 and the dash panel 500 by using the seventh burring 132 by, for example, spot welding or the like, and moreover, it is possible to increase the contact area of the second connecting panel 13 with the cowl lower panel 100 and the dash panel 500, ensuring the effectiveness and reliability of connection.

Further, as shown in fig. 10, eighth reinforcing ribs 133 are provided on the second plate body 131 and/or the seventh burring 132 to enhance the local rigidity of the second connection plate 13.

Further, as shown in fig. 10, a fifth positioning hole 1311 is further formed in the second plate body 131, and the second connecting plate 13 is positioned and connected with the inner stringer plate 21 of the front stringer assembly 2 through the fifth positioning hole 1311, so as to facilitate assembly.

Further, as shown in fig. 10, a sixth positioning hole 1312 is further formed in the second plate body 131, and the second connecting plate 13 is used for positioning connection with the welding fixture through the sixth positioning hole 1312. In practical application, two sixth positioning holes 1312 are usually formed in the second connecting plate 13, one is used as a main positioning hole, and the other is used as an auxiliary positioning hole, so that the positioning accuracy of the second connecting plate 13 on the welding fixture is further ensured, and the welding precision and accuracy are further improved.

Optionally, as shown in connection with fig. 3 and 6, the nacelle longitudinal beam further comprises a second reinforcement 4, the second reinforcement 4 being arranged in the cavity 5 and being connected to the end of the longitudinal beam rear section assembly 1 remote from the a-pillar lower inner panel 200.

In this embodiment, for the cabin stringer on the left side of the cabin, the rear left end of the stringer rear section assembly 1 is connected with the a-pillar lower inner panel 200, while the second reinforcement 4 is located at the rear right end of the stringer rear section assembly 1, and for the cabin stringer on the right side of the cabin, the rear right end of the stringer rear section assembly 1 is connected with the a-pillar lower inner panel 200, while the second reinforcement 4 is located at the rear left end of the stringer rear section assembly 1. And, the second reinforcement 4 is generally connected to the rail rear section body 11, the first connection plate 12 and the second connection plate 13 of the rail rear section assembly 1. Thus, on the one hand, the overall rigidity of the rear longitudinal beam assembly 1 can be further improved, and on the other hand, since the end of the rear longitudinal beam assembly 1, which is far away from the lower a-pillar inner panel 200, is generally provided with a mounting hole such as the first battery pack mounting hole 1102, the rigidity of the battery pack mounting position can be further improved by the arrangement of the second reinforcing member 4, and the anti-collision performance of the battery pack mounting position can be further improved.

Further, as shown in fig. 11, the second reinforcement 4 includes a second reinforcement plate body 41, an eighth burring 42, a ninth burring 43, and a tenth burring 44, the second reinforcement plate body 41 is connected to the second plate body 131 through the eighth burring 42, the second reinforcement plate body 41 is connected to the second burring 112 of the girder rear body 11 through the ninth burring 43, and the second reinforcement plate body 41 is connected to the third burring 113 of the girder rear body 11 through the tenth burring 44. Thus, by providing the eighth burring portion 42, the ninth burring portion 43, and the tenth burring portion 44, not only the rigidity of the second reinforcing member 4 can be improved, but also the contact area between the second reinforcing member 4 and the side member rear-end body 11 and between the second reinforcing member 4 and the second connecting plate 13 can be increased, improving the connection strength.

Further, as shown in fig. 11, the second reinforcing plate body 41 is provided with fourth burring structures 411 at both ends in the left-right direction to promote the lateral rigidity of the second reinforcing member 4 in the left-right direction.

Further, as shown in fig. 11, the second reinforcing plate body 41 is provided with a seventh positioning hole 412, the rear stringer body 11 is provided with an eighth positioning hole 1110, and the second reinforcing member 4 and the rear stringer body 11 form positioning connection at the seventh positioning hole 412 and the eighth positioning hole 1110, so as to facilitate assembly.

Further, as shown in fig. 11, the second reinforcing plate body 41 is provided with a second through hole 413, and the second through hole 413 is coaxially disposed with the corresponding hanger fixing hole 1106. In this way, the second through hole 413 is formed in the second reinforcing plate body 41, so that the fastener at the hanger fixing hole 1106 at the position corresponding to the rear section body 11 of the longitudinal beam is avoided.

Further, as shown in fig. 11, the second reinforcing plate body 41 is further provided with a second battery pack mounting hole 414 coaxially provided with the first battery pack mounting hole 1102. In this way, the second reinforcement 4 can be used to provide the mounting point for the battery pack, and at the same time, the second reinforcement 4 can be used to increase the rigidity of the mounting point for the battery pack.

Further, as shown in fig. 11, the second reinforcing plate body 41 is further provided with a fourth subframe mounting hole 415 coaxially provided with the second subframe mounting hole 1109. In this way, the auxiliary frame, the second reinforcing piece 4 and the longitudinal beam rear section body 11 form connection at the position of the second auxiliary frame mounting hole 1109, so that the stability of auxiliary frame mounting is improved, and meanwhile, the rigidity of an auxiliary frame mounting point position can be improved by using the second reinforcing piece 4.

Further, as shown in fig. 11, the second reinforcing plate body 41 is further provided with a second lightening hole 416 to lighten the weight of the second reinforcing member 4.

Another embodiment of the utility model provides a vehicle comprising a cabin rail as described above.

The vehicle in this embodiment further includes a cowl lower panel 100, an a-pillar lower inner panel 200, a cowl connecting panel 300, an a-pillar inner panel 400, and a dash panel 500, and a longitudinal beam rear section assembly 1 of the cabin longitudinal beam is connected to the rear end of the longitudinal beam front section assembly and is located below the longitudinal beam front section assembly. For a cabin longitudinal beam on the left side of the cabin, the rear end of the longitudinal beam rear section assembly 1 is connected with the front wall lower plate 100, and the left end of the longitudinal beam rear section assembly 1 is connected with the A-pillar lower inner plate 200 and the front wall connecting plate 300; the size of the rear end of the longitudinal beam rear section assembly 1 along the left-right direction of the vehicle is larger than the size of the front end of the longitudinal beam rear section assembly 1 along the left-right direction of the vehicle, so that the whole longitudinal beam rear section assembly 1 is approximately in an L-shaped or T-shaped structure. In addition, the beneficial effects of the vehicle in this embodiment with respect to the prior art are the same as those of the cabin longitudinal beam described above, and will not be described here again.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the scope of the utility model.

Claims (10)

1. The utility model provides a cabin longeron, its characterized in that includes longeron back end assembly (1) and longeron anterior segment assembly (2), longeron back end assembly (1) along the fore-and-aft direction of vehicle one end connect in longeron anterior segment assembly (2), the other end be used for connecting respectively in enclose under-plate (100) and A post inner panel (200), just longeron back end assembly (1) connect in before enclose under-plate (100) one end along the size of the left and right directions of vehicle is greater than longeron back end assembly (1) connect in the one end of longeron anterior segment assembly (2) is followed the size of left and right directions.

2. Cabin longitudinal beam according to claim 1, characterized in that one end of the longitudinal beam rear section assembly (1) connected to the longitudinal beam front section assembly (2) is located between two ends of the longitudinal beam rear section assembly (1) in the left-right direction.

3. Cabin longitudinal beam according to claim 1, further comprising a first reinforcement (3), wherein the longitudinal beam rear section assembly (1) is arranged to enclose a cavity (5) with the front lower panel (100), the front connecting panel (300) and the a pillar inner panel (400), the first reinforcement (3) is arranged in the cavity (5), and one end of the first reinforcement (3) in the front-rear direction is connected with one end of the longitudinal beam rear section assembly (1) connected with one end of the longitudinal beam front section assembly (2), and the other end is connected with one end of the longitudinal beam rear section assembly (1) away from the longitudinal beam front section assembly (2) and the a pillar inner panel (400) respectively.

4. A cabin stringer according to claim 3, wherein said first reinforcement (3) divides said cavity (5) into a first cavity (51) and a second cavity (52), and said first cavity (51) and said second cavity (52) are arranged in said left-right direction.

5. Cabin longitudinal girder according to claim 1, characterized in that the longitudinal girder rear section assembly (1) comprises a longitudinal girder rear section body (11), a first connecting plate (12) and a second connecting plate (13), both ends of the longitudinal girder rear section body (11) along the front-rear direction are respectively connected with the first connecting plate (12) and the longitudinal girder front section assembly (2), and the dimension of one end of the longitudinal girder rear section body (11) connected with the first connecting plate (12) along the left-right direction is larger than the dimension of one end of the longitudinal girder rear section body (11) connected with the longitudinal girder front section assembly (2) along the left-right direction, one end of the longitudinal girder rear section body (11) along the left-right direction is connected with the second connecting plate (13), the other end is respectively connected with the a pillar lower inner plate (200) and the front surrounding connecting plate (300), the first connecting plate (12) and the second connecting plate (13) are respectively used for being connected with the front surrounding lower plate (100), and the first connecting plate (12) along the left-right direction is respectively connected with the two ends of the first connecting plate (13).

6. Cabin longitudinal beam according to claim 5, characterized in that the end of the first connection plate (12) remote from the second connection plate (13) is also intended for connection to an a-pillar inner plate (400).

7. Cabin longitudinal girder according to claim 5, characterized in that the first connection plate (12) comprises a first plate body (121) and a fourth flanging portion (122), the first plate body (121) being connected to the longitudinal girder rear section body (11); the fourth flanging part (122) is arranged at the upper end of the first plate body (121) and is used for being connected with the front lower plate (100), and/or the fourth flanging part (122) is arranged at one end of the first plate body (121) along the left-right direction and is connected with the second connecting plate (13), and/or the fourth flanging part (122) is arranged at the other end of the first plate body (121) along the left-right direction and is used for being connected with the A column lower inner plate (200).

8. Cabin longitudinal girder according to claim 5, characterized in that the second connection plate (13) comprises a second plate body (131) and a seventh flange part (132), the second plate body (131) being connected to the girder rear section body (11), the seventh flange part (132) being arranged along the upper end edge of the second plate body (131) and being intended for connection with the cowl lower plate (100).

9. A cabin longitudinal beam according to claim 3, further comprising a second reinforcement (4), said second reinforcement (4) being arranged in said cavity (5) and being connected to an end of said longitudinal beam rear section assembly (1) remote from said a-pillar lower inner panel (200).

10. Vehicle, characterized by comprising a cabin rail according to any one of claims 1-9.