WO2024217465A1 - 车辆 - Google Patents

车辆 Download PDF

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Publication number
WO2024217465A1
WO2024217465A1 PCT/CN2024/088393 CN2024088393W WO2024217465A1 WO 2024217465 A1 WO2024217465 A1 WO 2024217465A1 CN 2024088393 W CN2024088393 W CN 2024088393W WO 2024217465 A1 WO2024217465 A1 WO 2024217465A1
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WO
WIPO (PCT)
Prior art keywords
integrated component
pillar
longitudinal beam
profile
cross beam
Prior art date
Application number
PCT/CN2024/088393
Other languages
English (en)
French (fr)
Inventor
杨峰
衣本钢
赵彦利
刘腾涌
梁大荣
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2024217465A1 publication Critical patent/WO2024217465A1/zh

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Definitions

  • the present application relates to the field of vehicle technology, and in particular to a vehicle.
  • the longitudinal beams on the vehicles of the prior art are connected to the inner and outer rear connecting plates of the longitudinal beams through a first connecting structure, the longitudinal beams are connected to the cross beams through a second connecting structure, the longitudinal beams are connected to the dust cover through a third connecting structure, and the longitudinal beams are also connected to parts such as the front panel through other separate connecting structures.
  • the longitudinal beam When a vehicle of the prior art is hit, for example, when the front longitudinal beam is hit from the front, the longitudinal beam has a poor collision force transmission effect and poor collision force transmission stability, and thus provides poor protection for passengers in the vehicle.
  • the present application aims to solve one of the technical problems in the related art at least to some extent.
  • the present application proposes a vehicle.
  • the vehicle according to the embodiment of the present application includes: a longitudinal beam and an A-pillar; a cross beam; and an integrated component, wherein the integrated component is installed on the longitudinal beam and the integrated component is respectively connected to the cross beam and the A-pillar.
  • the vehicle according to the present application adopts integrated components to connect the longitudinal beam, the cross beam and the A-pillar.
  • the integrated components have the advantage of being highly integrated.
  • the collision force can be dispersedly transmitted to the cross beam and the A-pillar through the highly integrated integrated components, thereby improving the collision force transmission stability effect and the protection performance for the occupants.
  • FIG1 is a schematic diagram of a partial structure of a vehicle at one angle according to an embodiment provided by the present application
  • FIG2 is a schematic diagram of a partial structure of a vehicle from another angle according to an embodiment provided by the present application.
  • FIG3 is a schematic diagram of a partial structure of a vehicle from another angle according to an embodiment provided by the present application.
  • FIG4 is a partial cross-sectional view at an angle of a vehicle according to an embodiment provided by the present application.
  • FIG5 is a partial cross-sectional view of a vehicle at another angle according to an embodiment provided by the present application.
  • FIG. 6 is a schematic diagram of the assembly of a first cross beam, an integrated component, and a second cross beam of a vehicle according to an embodiment provided by the present application;
  • FIG7 is a schematic diagram of the assembly of a first cross beam and an integrated component of a vehicle according to an embodiment provided by the present application;
  • FIG8 is a schematic diagram of the assembly of a second cross beam and an integrated component of a vehicle according to an embodiment provided by the present application;
  • FIG. 9 is a schematic diagram of the assembly of a first cross beam, an integrated component, and a second cross beam of a vehicle according to an embodiment provided by the present application;
  • FIG10 is a schematic diagram of the assembly of a first cross beam and an integrated component of a vehicle according to an embodiment provided by the present application;
  • FIG11 is a schematic diagram of the assembly of a front wall panel, an integrated component and an A-pillar of a vehicle according to an embodiment provided by the present application;
  • FIG12 is a schematic diagram of the assembly of an integrated component and an A-pillar of a vehicle according to an embodiment provided by the present application;
  • FIG13 is a schematic diagram of a partial structure of a vehicle according to an embodiment provided by the present application.
  • FIG14 is a schematic diagram of a partial structure of a vehicle according to an embodiment provided by the present application.
  • FIG15 is a schematic diagram of a partial structure of a vehicle according to an embodiment provided by the present application.
  • Fig. 16 is a cross-sectional view taken along line A-A in Fig. 15 in the X-axis direction;
  • FIG17 is an enlarged view of the circled area C in FIG16 ;
  • Fig. 18 is a cross-sectional view taken along line B-B in Fig. 15 in the X-axis direction;
  • FIG. 19 is an enlarged view of the circled D region in FIG. 18 .
  • the vehicle includes a longitudinal beam 141 , a cross beam, an A-pillar 251 and an integrated component 203 .
  • the integrated component 203 is installed on the longitudinal beam 141 , and the integrated component 203 is connected to the cross beam and the A-pillar 251 respectively.
  • the vehicle according to the embodiment of the present application includes a longitudinal beam 141, a cross beam, an A-pillar 251 and an integrated component 203.
  • the integrated component 203 is installed on the longitudinal beam 141, and there are also cross beams and A-pillars 251 near the longitudinal beam 141.
  • the integrated component 203 can simultaneously connect the longitudinal beam 141, the cross beam and the A-pillar 251.
  • the first part of the integrated component 203 is connected to the longitudinal beam 141
  • the second part of the integrated component 203 is connected to the cross beam
  • the third part of the integrated component 203 is connected to the A-pillar.
  • the integrated component 203 A part of the structure on the integrated component 203 can be used as a force transmission structure between the longitudinal beam 141 and the cross beam, and another part of the structure on the integrated component 203 can be used as a force transmission structure between the longitudinal beam 141 and the A-pillar 251.
  • the longitudinal beam 141 and the cross beam can be connected together through the integrated component 203, and the collision force received by the longitudinal beam can be transmitted to the cross beam through the integrated component 203, and the highly integrated characteristics of the integrated component 203 can be used to improve the collision force transmission effect.
  • the longitudinal beam 141 and the A-pillar 251 can also be connected together through the integrated component 203 to improve the collision force transmission effect, which will not be described in detail here.
  • the first component is connected to the longitudinal beam 141 through a separately arranged force transmission structure
  • the second component is connected to the longitudinal beam 141 through a separately arranged force transmission structure, which has technical problems such as poor collision force transmission effect, poor collision force transmission stability, and poor protection for occupants in the vehicle.
  • multiple force transmission structures are integrated into one structure, that is, formed into an integrated component 203
  • the integrated component 203 integrates multiple force transmission structure components.
  • the integrated component 203 of the embodiment of the present application can connect the longitudinal beam 141 with the surrounding parts. When the longitudinal beam 141 is hit, the collision force can be transmitted to the integrated component 203 through the longitudinal beam 141, and then the collision force is dispersed and transmitted to at least the cross beam and the A-pillar through the integrated component 203.
  • the integrated component 203 in the embodiment of the present application integrates at least the force transmission structure of the longitudinal beam 141 to transmit force to the cross beam, and the force transmission structure of the longitudinal beam 141 to transmit force to the A-pillar 251, so that the integrated component 203 has a high degree of integration, and thus the integrated component 203 has a higher structural strength and rigidity.
  • the use of the integrated component 203 in the embodiment of the present application can not only achieve a high degree of integration of multiple force transmission structures, but also improve the stability of transmitting collision force.
  • the vehicle uses an integrated component 203 to connect the longitudinal beam 141, the cross beam and the A-pillar 251.
  • the integrated component 203 has the advantage of being highly integrated.
  • the collision force can be dispersedly transmitted to the cross beam and the A-pillar through the highly integrated integrated component 203, thereby improving the collision force transmission stability effect and the protection performance for the occupants.
  • the integrated component 203 is an integrally formed component.
  • the integration level of the integrated component 203 can be improved, and the processing and manufacturing of the integrated component 203 is facilitated.
  • the integrated component 203 is a casting, that is, the integrated component 203 is a cast integral structural component, for example, the integrated component 203 is a cast aluminum component, and due to its own molding process, the surface of the cast aluminum component can have a reinforced structure, thereby improving the structural strength of the integrated component 203.
  • the vehicle further includes a dash panel 201, and the dash panel 201 is connected to the integrated component 203. That is, the integrated component 203 enables the longitudinal beam 141 to be connected to the dash panel 201, so that when the longitudinal beam 141 is subjected to a front collision, it is conducive to the transmission of force from the longitudinal beam 141 to the dash panel 201.
  • the longitudinal beam 141 can be a front longitudinal beam, which can transmit force in the direction of the dash panel 201 when the front longitudinal beam is subjected to a collision.
  • the integrated component 203 by using the integrated component 203 to connect the dash panel 201 and the longitudinal beam 141, the high integration of the integrated component 203 is utilized, and the collision force transmission effect between the dash panel 201 and the longitudinal beam 141 can be greatly improved.
  • the dash panel 201 is a carbon fiber component, so that the dash panel 201 has advantages such as light weight.
  • the rear part of the integrated part 203 is connected to the front panel 201 by a double "Z" shaped nesting structure to improve the stability of the connection structure. Improve the stability of collision force transmission.
  • the longitudinal beam 141 extends along the first direction.
  • the front of the integrated component 203 is connected to the longitudinal beam 141
  • the rear of the integrated component 203 is connected to the front panel 201. That is to say, the integrated component 203 can be located between the front panel 201 and the front longitudinal beam, and the front of the integrated component 203 can be connected to the front longitudinal beam, and the rear can be connected to the front panel 201.
  • the front in the embodiment of the present application refers to the front of the vehicle, and the rear refers to the rear of the vehicle.
  • the front panel 201 is located on one side of the front longitudinal beam in the first direction, which is conducive to transmitting the collision force from the first direction, improving the force transmission effect of the front panel 201 and the front longitudinal beam for the collision force from the front, and improving the protection performance for the passengers in the vehicle.
  • the longitudinal beam 141 extends in a first direction, and the cross beam extends in a second direction.
  • the longitudinal beam 141 extends in a front-to-rear direction of the vehicle, and the cross beam extends in a left-to-right direction of the vehicle.
  • the front longitudinal beam can transmit the collision force from the front in the first direction, and at least a part of the collision force is transmitted to the second direction through the integrated component 203 and the cross beam, thereby realizing the transmission of the collision force in multiple directions.
  • the integrated component 203 and the A-pillar 251 can be connected in the second direction, for example, the front part of the integrated component 203 is connected to the front longitudinal beam, and the rear part is connected to the A-pillar 251, so that the collision force can be transmitted to the location of the A-pillar 251.
  • the front longitudinal beam and the A-pillar 251 can form a second direction force transmission frame.
  • the integrated component 203 is installed at the end of the longitudinal beam 141 in the first direction.
  • the structure of the root of the longitudinal beam 141 can be undertaken by an integrated component 203, that is, the armored structure method of the root of the longitudinal beam 141 is adopted in this embodiment.
  • the longitudinal beam 141 When the longitudinal beam 141 is hit by the front, the longitudinal beam 141 transmits the collision force backward to the root of the longitudinal beam 141 and then to the integrated component 203.
  • a portion of the integrated component 203 serves as a reinforcement, and the reinforcement can be located at the upper part of the integrated component in the third direction, and the reinforcement can be connected to the A-pillar.
  • a portion of the integrated component 203 can serve as an internal reinforcement plate, which can not only play a reinforcing role, but also play a force transmission role.
  • the third direction can be the height direction of the vehicle.
  • the first direction is the Y direction
  • the second direction is the X direction
  • the third direction is the Z direction
  • any two directions of the X direction, the Y direction, and the Z direction are perpendicular to each other.
  • a portion of the integrated component 203 is used as the front wall reinforcement pillar 205, and the upper portion of the integrated component 203 can be used as the front wall reinforcement pillar 205, and the collision force can be resisted and dispersed by the front wall reinforcement pillar 205. As shown in FIG5, the collision force is resisted and dispersed by the front wall reinforcement pillar 205 and can be transmitted backward to the A-pillar 251 and the A-pillar top frame 252.
  • the structural strength and rigidity of the integrated component 203 itself, combined with the integrated component 203 and the crossbeam, can form a first direction force transmission frame, which can disperse and transmit part of the collision force to the crossbeam.
  • the vehicle further includes a threshold 241, and the threshold 241 is connected to the integrated component 203. That is, a portion of the integrated component 203 can be connected to the threshold 241, and the portion can serve as a force transmission structure for transmitting force to the threshold 241.
  • the integrated component 203 is connected to the threshold 241 in the second direction, for example, the front portion of the integrated component 203 is connected to the front longitudinal beam, and the rear portion is respectively connected to the threshold 241, so that the collision force can be transmitted to the position where the threshold 241 is located.
  • the front longitudinal beam and the threshold 241 can form a second direction force transmission frame.
  • the vehicle further includes a floor, and the height of the floor is not higher than the height of the longitudinal beam 141.
  • the height of the end of the front longitudinal beam in the first direction in the third direction is not less than the height of the floor area in the third direction, for example, the root of the front longitudinal beam is flush with the floor area in the third direction, that is, the end of the front longitudinal beam in the first direction and the floor area adopt a pure flat structure design, avoiding the traditional structure from encroaching on the underfloor space, and releasing the underfloor space.
  • the vehicle further includes a floor sealing plate 211 , and the bottom plane of the integrated component 203 maintains a flat design with the floor sealing plate 211 in the third direction.
  • the bottom of the integrated component 203 can cooperate with the bottom surfaces of the second cross beam 204 , the floor sealing plate 211 and the A-pillar 251 , respectively.
  • the vehicle further includes a front subframe.
  • the front subframe rear mounting point is arranged in plane on the integrated component 203, that is, the mounting surface 203-7 of the front subframe is arranged on the integrated component 203.
  • the mounting structure of the front subframe rear mounting point can be embedded in the integrated component 203, and a reinforcing rib is designed around the mounting structure to improve the rigidity and strength of the subframe mounting point.
  • the front subframe mounting point is arranged at the lower part of the integrated component 203 and is arranged at the same height as the floor area.
  • the rear part of the front sub-frame rear mounting structure adopts a double "Z"-shaped embedded design to set the second cross beam 204, which is conducive to ensuring the structural stability of the sub-frame mounting point position during a collision.
  • the integrated component 203 is connected to the longitudinal beam 141 in a nested manner.
  • the connection convenience between the integrated component 203 and the longitudinal beam 141 is improved, and the degree of freedom in multiple directions is limited.
  • the cross section of the longitudinal beam 141 has a plurality of cavities.
  • the cross section of the longitudinal beam 141 is a “ ⁇ ”-shaped structure, that is, the longitudinal beam 141 can be a “ ⁇ ”-shaped profile structure.
  • the cross section here refers to a cross section along a plane perpendicular to the extension direction of the longitudinal beam 141.
  • the cross section of the front part of the integrated component 203 is a " ⁇ "-shaped structure, and an open slot is provided at the rear end of the longitudinal beam 141, and the open slot extends in the front-to-back direction.
  • the front part of the integrated component 203 can be plugged into the open slot.
  • the embodiment of the present application adopts the nesting between the cavity structures, which makes the fastening structure more reliable, can greatly improve the connection reliability between the crossbeam and the root of the longitudinal beam 141, and thus is beneficial to ensure the stability of the collision force transmission at the root of the longitudinal beam 141 and the protection of the occupants.
  • the integrated component 203 and the longitudinal beam 141 can be positioned using threaded fasteners.
  • the threaded fasteners installed on the wall surfaces of the integrated component 203 and the longitudinal beam 141 can be used to embed the front portion of the integrated component 203 into the inner side of the longitudinal beam 141 to support the longitudinal beam 141, and the integrated component 203 is fastened by bolts on the outer wall, thereby ensuring that the front and rear support structures of the longitudinal beam 141 and the integrated component 203 are smooth and effective.
  • the integrated component 203 is nested and connected with the crossbeam, which improves the convenience of connecting the integrated component 203 and the crossbeam and realizes the limitation of the degrees of freedom in multiple directions.
  • the integrated component 203 has a first mating surface and a second mating surface formed in a Z shape.
  • the crossbeam has a third mating surface and a fourth mating surface respectively formed in a Z shape, wherein the first mating surface and the third mating surface are in surface contact, and the second mating surface and the fourth mating surface are in surface contact.
  • the integrated component 203 has a first mating surface and a second mating surface respectively formed in a Z shape, the first mating surface and the second mating surface are offset in a first direction, and at least partially offset in a third direction, and the crossbeam has a third mating surface and a fourth mating surface respectively formed in a Z shape, wherein the first mating surface and the third mating surface are in surface contact, and the second mating surface is in contact with the fourth mating surface, thereby realizing a double Z-shaped nested connection between the integrated component 203 and the crossbeam, thereby improving the connection reliability of the crossbeam and the root of the longitudinal beam 141.
  • At least one of the first mating surface and the second mating surface of the integrated component 203 extends in the direction of the beam, and at least one of the third mating surface and the fourth mating surface of the beam extends in the direction of the integrated component 203, so as to facilitate stable and reliable connection between the integrated component 203 and the beam.
  • the integrated component 203 has a first flanged surface 203-8 and a second flanged surface 203-9, the first flanged surface 203-8 and the second flanged surface 203-9 cooperate to form an opening with an angle, a portion of the A-pillar 251 extends into the opening, the A-pillar 251 has an A-pillar first profile 251-1 and an A-pillar second profile 251-2, when a portion of the A-pillar 251 is embedded in the integrated component 203, the A-pillar first profile 251-1 is opposite to the first flanged surface 203-8, and the A-pillar second profile 251-2 is opposite to the second flanged surface 203-9.
  • the connection area between the integrated component 203 and the A-pillar 251 adopts a right-angle structure embedded design.
  • the integrated component 203 is connected to the A-pillar 251 and the front panel 201 respectively in the rear direction, wherein the A-pillar 251 can mainly bear the force transmission in the rear direction of the vehicle.
  • the integrated component 203 is arranged between the front panel 201 and the front longitudinal beam, the front of the integrated component 203 is connected to the front longitudinal beam, and the rear is connected to the front panel 201 and the A-pillar 251.
  • the left and right directions of the integrated component 203 are connected to the cross beam, and the cross beam can be connected to the lower end of the front panel 201, which can greatly improve the collision force transmission effect and protection performance of the lower end of the front panel 201 and the root of the front longitudinal beam.
  • the integrated part 203 has a first flanged surface 203-8 and a second flanged surface 203-9
  • the A-pillar 251 has an A-pillar first profile 251-1 and an A-pillar second profile 251-2.
  • the angle between the first flanged surface 203-8 and the second flanged surface 203-9 is approximately 90°, that is, the first flanged surface 203-8 and the second flanged surface 203-9 are approximately at a right angle.
  • the positions of the first flange surface 203-8 and the second flange surface 203-9 on the integrated component 203 are set at the overlap position of the A-pillar 251.
  • the first flange surface 203-8 and the second flange surface 203-9 can be matched with the first profile 251-1 of the A-pillar and the second profile 251-2 of the A-pillar respectively, and a physical connection structure can be set on the matching plane, so that the integrated component 203 and the A-pillar 251 can be tightly embedded together, which is conducive to limiting the movement of the integrated component 203 in the first direction and the second direction, and effectively improving the effect and stability of transmitting the front collision force to the A-pillar.
  • connection area between the integrated component 203 and the A-pillar 251 adopts a right-angle embedded design, so that the integrated component 203 and the A-pillar can be tightly held together, and the force transmission in the first direction and the second direction can be effectively realized, and the force transmission effect from the root of the longitudinal beam 141 to the A-pillar 251 is improved, thereby effectively ensuring the stability of the collision force transmission at the root of the longitudinal beam 141. and protection of occupants.
  • the cross beam includes a first cross beam 202 and a second cross beam 204 , and the first cross beam 202 and the second cross beam 204 are spaced apart and distributed; the integrated component 203 is respectively connected to the first cross beam 202 , the second cross beam 204 and the A-pillar 251 .
  • first crossbeam 202 and the second crossbeam 204 are spaced apart and distributed along the third direction.
  • the first crossbeam 202 and the second crossbeam 204 may extend along the second direction respectively, and the first crossbeam 202 and the second crossbeam 204 may be connected to the longitudinal beam 141 through the integrated component 203 respectively.
  • the first crossbeam 202 and the second crossbeam 204 extend along the left-right direction respectively, and the longitudinal beam 141 extends along the front-back direction.
  • the first crossbeam 202 and the second crossbeam 204 are spaced apart and distributed along the up-down direction, so that the collision force received can be transmitted to more positions.
  • the structural strength and rigidity of the integrated component 203 itself can disperse and transmit part of the collision force to the first cross beam 202 and the second cross beam 204.
  • the integrated component 203 is connected to the first crossbeam 202 and the second crossbeam 204 in the left-right direction, and the first crossbeam 202 is arranged above the integrated component 203, and its height can be level with the upper part of the integrated component 203.
  • the second crossbeam 204 is arranged below the integrated component 203, and its height can be level with the lower part of the integrated component 203.
  • the integrated component 203 can form a force transmission frame in the first direction with the first crossbeam 202 and the second crossbeam 204.
  • the first cross beam 202 , the second cross beam 204 , the longitudinal beam 141 and the integrated component 203 may cooperate to form a Y-shaped structure, so as to facilitate the transmission of forces in multiple directions.
  • the integrated component 203 is connected to the first beam 202 and the second beam 204 respectively in a double "Z" shaped nested form.
  • the integrated component 203 and the second beam 204 are connected in a cross-sectional manner in a "Z" shaped nested structure.
  • connection relationship between the integrated component 203 and the first crossbeam 202 will be described in detail below in conjunction with specific embodiments.
  • the integrated component 203 has an integrated component first profile 203-5, an integrated component second profile 203-6, an integrated component third profile 203-10 and an integrated component fourth profile 203-11, wherein the integrated component first profile 203-5 and the integrated component second profile 203-6 are connected in the third direction, and the integrated component first profile 203-5 is located below the integrated component second profile 203-6.
  • the third profile surface 203-10 of the integrated component and the fourth profile surface 203-11 of the integrated component are butted against each other in the third direction, and the third profile surface 203-10 of the integrated component is located above the fourth profile surface 203-11 of the integrated component.
  • the first profile 203-5 and the second profile 203-6 of the integrated component form an angle that opens toward the docking position of the third profile 203-10 and the fourth profile 203-11 of the integrated component.
  • the third profile 203-10 and the fourth profile 203-11 of the integrated component form an angle that opens toward the docking position of the first profile 203-5 and the second profile 203-6 of the integrated component.
  • the third profile 203-10 of the integrated component and the fourth profile 203-11 of the integrated component are respectively located on the first profile of the integrated component.
  • 203 - 5 and the second profile 203 - 6 of the integrated component are on one side in the first direction.
  • the first beam 202 has a first beam first profile 202-1 and a first beam second profile 202-2.
  • the first profile 203-5 of the integrated component can overlap with the second profile 202-2 of the first beam and can be fastened by two physical connection structures
  • the second profile 203-6 of the integrated component can overlap with the first profile 202-1 of the first beam and can be fastened by 1 to 2 physical connection structures to form an upper "Z-shaped" connection structure.
  • the third profile 203-10 of the integrated component overlaps with the corresponding profile of the lower layer of the first beam 202, and can be fastened by three physical connection structures.
  • the fourth profile 203-11 of the integrated component overlaps with the corresponding profile of the lower layer of the first beam 202, and can be fastened by two physical connection structures, forming a "Z-shaped" connection structure between the integrated component 203 and the lower layer of the first beam 202.
  • the connection reliability between the integrated component 203 and the first crossbeam 202 can be effectively improved, so that when the collision force is transmitted to the integrated component 203, the structural stability of the upper part of the integrated component 203 is effectively stabilized, and the transmission of the collision force of the longitudinal beam 141 is effectively dispersed.
  • a quasi-double Z-shaped nested connection form between the integrated component 203 and the first crossbeam 202, it is beneficial to fasten the integrated component 203 and the first crossbeam 202 in multiple dimensions in a three-dimensional space, rather than connecting on a single plane, which can greatly improve the connection reliability between the first crossbeam 202 and the root of the longitudinal beam 141.
  • a quasi-double Z-shaped nested connection form is also used between the integrated component 203 and the second crossbeam 204 to ensure the stability of the collision force transmission at the root of the longitudinal beam 141 and the protection of the occupants. As shown in Figure 8, it is shown that the integrated component 203 and the second crossbeam 204 adopt a "Z"-shaped nested structure cross-section matching.
  • the integrated component 203 is arranged between the front panel 201 and the front longitudinal beam, the front of the integrated component 203 is connected to the front longitudinal beam, the rear of the integrated component 203 is connected to the front panel 201 and the A-pillar 251, and the left and right directions of the integrated component 203 are connected to the cross beam.
  • the first cross beam 202 is connected to the second cross beam 204, and the second cross beam 204 can be connected to the lower end of the front panel 201, which can greatly improve the collision force transmission effect and protection performance of the lower end of the front panel 201 and the root of the front longitudinal beam.
  • the vehicle further includes a central channel 213, and the central channel 213 is connected to the first cross beam 202 and the second cross beam 204 respectively; wherein the cross section of at least one of the first cross beam 202 and the second cross beam 204 has a plurality of chambers.
  • the first cross beam 202 and the second cross beam 204 extend in the second direction respectively and are connected to the central channel 213 respectively.
  • the collision force can be dispersedly transmitted to the first cross beam 202, the second cross beam 204, the A-pillar 251, the door sill 241, and the central channel 213 through the stable lower force transmission frame structure of the front wall 201, thereby improving the collision force transmission stability effect of the lower end of the front wall 201 and the protection performance of the occupants.
  • the first cross beam 202 adopts a double-cavity cross-section design to enhance the force transmission effect from the cross beam to the central channel 213.
  • the cross-section can disperse the force and preform the cavity deformation, and can partially transmit the collision force from the longitudinal beam 141 to the central channel 213 and preform the first cross beam 202 cavity bending deformation, thereby reducing the collision intrusion of the occupants.
  • the first beam 202 has a first beam first profile 202-1, a first beam second profile 202-2, and a first beam second profile 202-3.
  • the third profile 202-3 of the beam, the central channel 213 has a first profile 213-2 and a second profile 213-1 of the central channel, and the third profile 202-3 of the first beam can be a rib structure profile.
  • the first crossbeam 202 is provided with a double-cavity cross-section structure, and the first crossbeam first profile 202-1 is connected to the first profile 213-2 of the central channel, and the first crossbeam second profile 202-2 is connected to the second profile 213-1 of the central channel.
  • the first crossbeam 202 is provided with a double-cavity cross-section, and the third crossbeam profile 202-3 in the middle of the first crossbeam is arranged at the top of the first profile 213-2 of the central channel.
  • the double-cavity cross-section design of the first crossbeam 202 can disperse and transmit the force, and the third crossbeam profile 202-3 in the middle achieves the purpose of prefabricated cavity deformation, and the first crossbeam 202 part of the collision force from the longitudinal beam 141 can be transmitted to the central channel 213 by the first crossbeam 202.
  • the direct relationship between the rib structure and the central channel 213 can effectively improve the stability and force transmission effect of the central channel 213 when the collision force is transmitted.
  • the central channel 213 has a central channel third profile 213-3
  • the second crossbeam 204 is designed with a " ⁇ "-shaped triangular cross section and is connected to the central channel third profile 213-3, so as to prevent the central channel 213 from losing stability and bending when resisting the front collision force, improve the force transmission stability of the central channel 213 and the protection of the occupants, and reduce the front collision intrusion of the passenger compartment.
  • the second crossbeam 204 is designed with a " ⁇ "-shaped triangular cross section, which can prevent the central channel 213 from bending, improve the force transmission stability of the central channel 213 and the protection of the occupants.
  • a portion of the integrated component 203 can be used as a longitudinal beam connecting plate.
  • the longitudinal beam connecting plate can be an inner or outer longitudinal beam connecting plate, which can be used to connect surrounding parts.
  • the integrated component 203 also integrates a longitudinal beam connecting plate structure, and the longitudinal beam 141 can transfer the collision force to more structures through the integrated component 203.
  • a portion of the integrated component 203 may serve as a dust cover, that is, the portion of the integrated component 203 may have a dustproof function.
  • the integrated component 203 can integrate the rear section of the front longitudinal beam and its inner and outer connecting plates, dust cover, inner and outer reinforcing plates and other force-transmitting structural components in the traditional structure.
  • the rear section of the longitudinal beam, the inner and outer rear connecting plates of the longitudinal beam, the dust cover and other parts originally designed in the conventional manner at the root of the longitudinal beam are integrated into a cast aluminum structural part.
  • the integrated component 203 has an integrated component fifth profile 203 - 3 and an integrated component sixth profile 203 - 4
  • the second crossbeam 204 has a second crossbeam first profile 204 - 2 and a second crossbeam second profile 204 - 3 .
  • the fifth profile 203 - 3 of the integrated component overlaps with the first profile 204 - 2 of the second beam and can be fastened by two physical connection structures.
  • the sixth profile 203 - 4 of the integrated component overlaps with the second profile 204 - 3 of the second beam and can be fastened by four physical connection structures to form an upper “Z-shaped” connection structure between the integrated component 203 and the second beam 204 .
  • the integrated component 203 has an integrated component seventh profile 203 - 1 and an integrated component eighth profile 203 - 2
  • the second crossbeam 204 has a second crossbeam third profile 204 - 1 .
  • the seventh profile 203-1 of the integrated component overlaps with the third profile 204-1 of the second beam and can be fastened by seven physical connection structures.
  • the eighth profile 203-2 of the integrated component is fastened with the profile corresponding to the second beam 204 by two physical connection structures.
  • the final "Z-shaped" connection structure between the integrated component 203 and the lower layer of the second cross beam 204 adopts a "double Z-shaped" nested connection form, which effectively improves the connection reliability between the integrated component 203 and the second cross beam 204, and effectively stabilizes the structural stability of the lower part of the integrated component 203 when the collision force is transmitted to the integrated component 203, and effectively disperses the transmission of the collision force of the longitudinal beam 141.
  • the vehicle includes at least two integrated components 203, wherein a through hole for passing the steering column is provided on one of the integrated components 203. That is, the number of integrated components 203 is more than two, wherein when the number of integrated components 203 is two, one integrated component 203 can be installed at one end of the longitudinal beam 141 in the first direction, and the other integrated component 203 can be installed at the other end of the longitudinal beam 141 in the first direction.
  • one end of the longitudinal beam 141 is used for description in the embodiment of the present application.
  • the front longitudinal beam of the present application includes a front longitudinal beam front section and a front longitudinal beam rear section, and an integrated component 203 is installed at the end of the front longitudinal beam rear section.
  • the front longitudinal beam rear section can integrate the front longitudinal beam rear section and its force transmission structural components in the traditional structure to form a highly integrated front longitudinal beam rear section.
  • the vehicle according to the embodiment of the present application adopts the integrated component 203 integrating multiple force transmission structures, which can disperse and transmit the collision force received by the longitudinal beam to multiple structures, thereby improving the collision force transmission stability effect and the protection performance for the occupants.
  • the vehicle can be a new energy sports car, etc.
  • a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium.
  • a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
  • a first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

Landscapes

  • Body Structure For Vehicles (AREA)

Abstract

一种车辆，其包括纵梁（141）、A柱（251）、横梁和集成件（203），集成件安装于纵梁，集成件分别与横梁和A柱连接。车辆在纵梁受到碰撞时，能够通过高度集成化的集成件将碰撞力分散传递至横梁以及A柱，提高了碰撞传力稳定性效果和对乘员的保护性能。

Description

车辆
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2023年04月18日提交的、名称为“车辆”的、中国专利申请号“202310461375.7”及比亚迪股份有限公司于2023年06月16日提交的、名称为“车辆”的、中国专利申请号“202310723969.0”的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域，尤其是涉及一种车辆。
背景技术
现有技术的车辆上的纵梁与纵梁内外后连接板通过第一连接结构连接，纵梁与横梁通过第二连接结构连接，纵梁与防尘罩通过第三连接结构连接，纵梁还通过其他单独的连接结构与前围板等零件连接。
在现有技术的车辆受到碰撞时，例如前纵梁受到前部碰撞时，纵梁的碰撞传力效果不好，碰撞传力稳定性差，对于车辆内的乘员的保护性差。
发明内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本申请提出一种车辆。
根据本申请实施例的车辆，包括：纵梁和A柱；横梁；集成件，所述集成件安装于所述纵梁，所述集成件分别与所述横梁和所述A柱连接。
根据本申请的车辆通过采用集成件连接纵梁、横梁和A柱，集成件具有高度集成的优点，在纵梁受到碰撞时，能够通过高度集成化的集成件将碰撞力分散传递至横梁以及A柱，提高了碰撞传力稳定性效果和对乘员的保护性能。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
图1是根据本申请提供的一个实施例的车辆的一个角度的局部结构示意图；
图2是根据本申请提供的一个实施例的车辆的又一个角度的局部结构示意图；
图3是根据本申请提供的一个实施例的车辆的再一个角度的局部结构示意图；
图4是根据本申请提供的一个实施例的车辆的一个角度的局部截面图；
图5是根据本申请提供的一个实施例的车辆的又一个角度的局部截面图；
图6是根据本申请提供的一个实施例的车辆的第一横梁、集成件和第二横梁的装配示意图；
图7是根据本申请提供的一个实施例的车辆的第一横梁和集成件的装配示意图；
图8是根据本申请提供的一个实施例的车辆的第二横梁和集成件的装配示意图；
图9是根据本申请提供的一个实施例的车辆的第一横梁、集成件和第二横梁的装配示意图；
图10是根据本申请提供的一个实施例的车辆的第一横梁和集成件的装配示意图；
图11是根据本申请提供的一个实施例的车辆的前围板、集成件和A柱的装配示意图；
图12是根据本申请提供的一个实施例的车辆的集成件和A柱的装配示意图；
图13是根据本申请提供的一个实施例的车辆的局部结构示意图；
图14是根据本申请提供的一个实施例的车辆的局部结构示意图；
图15是根据本申请提供的一个实施例的车辆的局部结构示意图；
图16是图15中沿线A-A在X轴方向的截面图；
图17是图16中圈示的C区域的放大图；
图18是图15中沿线B-B在X轴方向的截面图；
图19是图18中圈示的D区域的放大图。
具体实施方式
下面详细描述本申请的实施例，实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面结合附图具体描述根据本申请实施例的车辆。
如图1至图19所示，根据本申请实施例的车辆包括纵梁141、横梁、A柱251和集成件203。
集成件203安装于纵梁141，集成件203分别与横梁和A柱251连接。
如图3所示，根据本申请实施例的车辆包括纵梁141、横梁、A柱251和集成件203，在纵梁141上安装有集成件203，同时纵梁141的附近还存在横梁和A柱251。通过集成件203能够同时连接纵梁141、横梁和A柱251，例如集成件203上的第一部位连接纵梁141，集成件203上的第二部位连接横梁，同时集成件203上的第三部位连接A柱，此时，集成 件203上的一部分结构可以作为纵梁141和横梁之间的传力结构，集成件203上的又一部分结构可以作为纵梁141和A柱251之间的传力结构。也就是说，通过集成件203可以将纵梁141和横梁连接在一起，纵梁受到的碰撞力可以通过集成件203传递至横梁，能够利用集成件203的高度集成化特性，提高碰撞传力效果。同样的，通过集成件203也可以将纵梁141与A柱251连接在一起，提高碰撞传力效果，在此不作赘述。
需要说明的是，现有技术中，第一部件通过单独设置的传力结构与纵梁141连接，第二部件通过单独设置的传力结构与纵梁141连接，存在碰撞传力效果不好，碰撞传力稳定性差，对于车辆内的乘员的保护性差的技术问题。而在本申请的实施例中，多个传力结构集成在一个结构，即形成为集成件203，该集成件203集成了多个传力结构部件。通过本申请实施例的集成件203可以将纵梁141与周边的零件连接在一起，在纵梁141受到碰撞时，碰撞力可以通过纵梁141传递至集成件203，再通过集成件203将碰撞力至少分散传递至横梁和A柱。
可见，本申请实施例的集成件203至少集成了纵梁141向横梁传力的传力结构，以及纵梁141向A柱251传力的传力结构，从而使得集成件203具有高度集成性，进而使得集成件203具有更高的结构强度和刚度。也就是说，本申请实施例中采用集成件203，不仅可以实现多个传力结构的高度集成化，还能够提高传递碰撞力的稳定性。
由此，根据本申请实施例的车辆通过采用集成件203连接纵梁141、横梁和A柱251，集成件203具有高度集成的优点，在纵梁141受到碰撞时，能够通过高度集成化的集成件203将碰撞力分散传递至横梁以及A柱，提高了碰撞传力稳定性效果和对乘员的保护性能。
根据本申请的一个实施例，集成件203为一体成型件，通过采用一体成型件能够提高集成件203的集成度，并且便于集成件203的加工制作。
在本申请的一些实施方式中，集成件203为铸造件。也就是说，集成件203为铸造一体结构件，例如集成件203为铸铝件，铸铝件由于自身的成型工艺，使得铸铝件表面可以具有加强结构，提高了集成件203的结构强度。
根据本申请的一个实施例，车辆还包括前围板201，前围板201与集成件203连接。也就是说，通过集成件203能够使得纵梁141与前围板201连接，从而在纵梁141受到前碰撞时，有利于实现纵梁141向前围板201方向的传力。此时，纵梁141可以为前纵梁，可以在前纵梁受到碰撞时，将前围板201方向传递力。在本实施例中，通过采用集成件203连接前围板201和纵梁141，利用了集成件203的高度集成性，能够大幅度提升前围板201和纵梁141之间的碰撞传力效果。
前围板201为碳纤维件，使得前围板201具有轻质等优点。
集成件203的后部采用类双“Z”字形嵌套结构与前围板201连接，提高连接结构稳定 性，提高碰撞力传递的稳定性。
纵梁141沿第一方向延伸，在第一方向上，集成件203的前部与纵梁141连接，集成件203的后部与前围板201连接，也就是说，集成件203可以位于前围板201和前纵梁中间，集成件203的前方可以连接前纵梁，后方可以连接前围板201。在本申请的实施例中的前方指的是车辆的前方，后方指的是车辆的后方。在本实施例中，前围板201位于前纵梁在第一方向的一侧，有利于传递来自第一方向的碰撞力，提升前围板201和前纵梁对于来自前部碰撞力的传力效果，提高对于车内乘客的保护性能。
纵梁141沿第一方向延伸，横梁沿第二方向延伸。例如，纵梁141沿车辆的前后方向延伸，横梁沿车辆的左右方向延伸。前纵梁能够将来自前方的碰撞力沿着第一方向传递后，至少一部分碰撞力经过集成件203和横梁向第二方向传递，实现碰撞力向多个方向的传递。
集成件203与A柱251可以在第二方向上连接，例如，集成件203的前部与前纵梁连接，后部与A柱251连接，能够将碰撞力传递至A柱251所在位置。前纵梁可以与A柱251形成第二方向传力框架。
集成件203安装在纵梁141在第一方向的端部。也就是说，纵梁141的根部的结构可以由一个集成件203承接，即本实施例中采用了纵梁141根部的装甲式结构方法，当纵梁141受到前部碰撞时，纵梁141向后传递碰撞力，传递至纵梁141的根部并传递至集成件203。
集成件203上的一部分作为加强件，加强件可以位于集成件在第三方向上的上部，加强件可以与A柱连接。换句话说，集成件203上的一部分可以作为内部加强板，不仅可以起到加强作用，还能够起到传力作用。在本申请中，第三方向可以为车辆的高度方向。例如，第一方向为Y方向，第二方向为X方向，第三方向为Z方向，X方向、Y方向和Z方向中的任意两个方向相垂直。
例如，集成件203上的一部分作为前围加强立柱205，集成件203的上部可以作为前围加强立柱205，碰撞力可以通过前围加强立柱205进行抵抗分散。如图5所示，在碰撞力通过前围加强立柱205进行抵抗分散，并可以向后传递至A柱251及A柱顶框252。
在本实施例中，前部碰撞力可以通过前纵梁前段向后传递至集成件203时，通过集成件203本身的结构强度及刚度，结合集成件203与横梁可以形成第一方向传力框架，能够将部分碰撞力分散传递至横梁。
在本申请的一些实施方式中，车辆还包括门槛241，门槛241与集成件203连接。也就是说，集成件203上的一部分可以连接门槛241，该部分可以作为向门槛241传递作用力的传力结构。集成件203与门槛241在第二方向上连接，例如，集成件203的前部与前纵梁连接，后部分别与门槛241连接，能够将碰撞力传递至门槛241所在位置。前纵梁可以与门槛241形成第二方向传力框架。
根据本申请的一个实施例，如图13所示，车辆还包括地板，地板的高度不高于纵梁141的高度。例如，前纵梁在第一方向上的端部在第三方向上的高度不小于与地板区域在第三方向上高度，例如，在前纵梁的根部在第三方向上与地板区域齐平，即前纵梁在第一方向上的端部与地板区域采用纯平结构设计，避免了传统结构对地板下空间的侵占，释放出地板下空间。
车辆还包括地板封板211，集成件203的底部平面与地板封板211在第三方向上保持纯平设计，集成件203的底部可以分别与第二横梁204、地板封板211和A柱251的底面配合。
车辆还包括前副车架。前副车架后安装点平面布置在集成件203上，即前副车架的安装面203-7布置在集成件203上。前副车架后安装点安装结构可以嵌入在集成件203内部，且在安装结构周围设计加强肋，提升副车架安装点的刚度及强度。例如，在第三方向上，前副车架安装点布置在集成件203下部，且与地板区域保持同一高度设置。
前副车架后安装结构后部采用类双“Z”字形嵌入式设计设置第二横梁204，有利于保证碰撞时副车架安装点位置的结构稳定性。
在本申请的一些实施方式中，集成件203与纵梁141嵌套连接，通过采用嵌套连接结构，提高了集成件203与纵梁141的连接便捷性，实现了对于多个方向上的自由度的限定。
根据本申请的一个实施例，纵梁141的横截面具有多个腔体。例如，如图4所示，纵梁141的横截面为类“日”字形结构，即纵梁141可以为类“日”字形型材结构。此处的横截面指的是沿着垂直于纵梁141的延伸方向的平面的截面。
例如，集成件203的前部的横截面为类“日”字形结构，在纵梁141的后端具有开口槽，开口槽朝向前后方向延伸，在将集成件203与纵梁141进行安装时，可以将集成件203的前部插接至开口槽内。通过将集成件203在与前纵梁连接区域结构设计采用“日”字形嵌套连接，有利于使得集成件203和前纵梁在三维立体空间中提高多个维度的紧固性。相比于现有技术中采用单一平面上的连接而言，本申请实施例中采用的是腔体结构之间的嵌套，使得紧固结构更加可靠，能够大幅度提升横梁与纵梁141根部的连接可靠性，进而有利于保证纵梁141根部碰撞传力的稳定性以及对乘员的保护。
例如，集成件203与纵梁141可以采用螺纹结构紧固件进行定位，例如，在将集成件203的前部插接至纵梁141后端内部后，可以通过集成件203和纵梁141的壁面上安装的螺纹结构紧固件，实现集成件203的前部嵌入纵梁141内侧的形式以承接纵梁141，并通过外侧壁的螺栓连接紧固，保证了纵梁141和集成件203的前后承接结构顺畅有效。
在本申请的一些实施方式中，集成件203与横梁嵌套连接，提高了集成件203与横梁的连接便捷性，实现了对于多个方向上的自由度的限定。
根据本申请的一个实施例，集成件203上具有分别形成为Z字形的第一配合面和第二配 合面，横梁上具有分别形成为Z字形的第三配合面和第四配合面，其中，第一配合面和第三配合面面接触，第二配合面与第四配合面面接触。
例如，集成件203上具有分别形成为Z字形的第一配合面和第二配合面，第一配合面和第二配合面在第一方向上错开，且在第三方向上至少部分错开，横梁上具有分别形成为Z字形的第三配合面和第四配合面，其中，第一配合面和第三配合面面接触，第二配合面与第四配合面接触，实现集成件203和横梁采用双Z字形嵌套连接，提高横梁和纵梁141根部的连接可靠性。
在本申请的一些实施方式中,如图15至图19所示，集成件203的第一配合面和第二配合面中的至少一个向横梁所在方向伸出，横梁的第三配合面和第四配合面的至少一个向集成件203所在方向伸出，便于集成件203与横梁稳定、可靠地连接。
根据本申请的一个实施例，如图11所示，集成件203具有第一翻边面203-8和第二翻边面203-9，第一翻边面203-8和第二翻边面203-9配合形成具有夹角的开口，A柱251的一部分伸入开口，A柱251具有A柱第一型面251-1和A柱第二型面251-2，在A柱251的一部分嵌入集成件203时，A柱第一型面251-1与第一翻边面203-8相对，A柱第二型面251-2和第二翻边面203-9相对。例如，集成件203与A柱251的连接区域采用了直角结构嵌入式设计。
如图11所示，集成件203向后分别与A柱251和前围板201连接，其中，A柱251可以主要承担向车后方向的传力。例如，集成件203设置在前围板201和前纵梁之间，集成件203的前方接前纵梁，后方接前围板201和A柱251，集成件203的左右方向与横梁连接，横梁可以与前围板201下端连接，可以大幅提升前围板201下端、前纵梁根部碰撞传力效果和保护性能。
如图12所示，集成件203具有第一翻边面203-8和第二翻边面203-9，A柱251具有A柱第一型面251-1和A柱第二型面251-2。第一翻边面203-8和第二翻边面203-9之间的夹角为类90°，即第一翻边面203-8和第二翻边面203-9之间呈类直角关系。其中，集成件203上第一翻边面203-8和第二翻边面203-9的位置设置在于A柱251搭接的位置，第一翻边面203-8和第二翻边面203-9可以分别与A柱第一型面251-1和A柱第二型面251-2配合，并可以在配合平面上设置物理连接结构，从而可以将集成件203与A柱251紧密嵌合在一起，有利于限制集成件203在第一方向的移动和在第二方向的移动，有效提升前部碰撞力传递至A柱的效果及稳定性。
在本实施例中，通过集成件203与A柱251的连接区域采用了直角结构嵌入式设计，可以将集成件203与A柱紧紧抱在一起，可以有效的实现第一方向方向及第二方向传力，提升纵梁141根部到A柱251的传力效果，从而有效保证纵梁141根部碰撞传力的稳定性以 及对乘员的保护。
根据本申请的一个实施例，横梁包括第一横梁202和第二横梁204，第一横梁202和第二横梁204间隔开分布；集成件203分别与第一横梁202、第二横梁204和A柱251连接。
例如，第一横梁202和第二横梁204沿第三方向间隔开分布。其中，第一横梁202和第二横梁204可以分别沿第二方向延伸，第一横梁202和第二横梁204可以分别通过集成件203与纵梁141连接。例如，第一横梁202和第二横梁204分别沿左右方向延伸，纵梁141沿前后方向延伸。第一横梁202和第二横梁204沿上下方向间隔开分布，能够将受到的碰撞力传递至更多位置。
前部碰撞力可以通过前纵梁前段向后传递至集成件203时，通过集成件203本身的结构强度及刚度，结合集成件203与第一横梁202和第二横梁204形成的第一方向传力框架，能够将部分碰撞力分散传递至第一横梁202和第二横梁204。
集成件203在左右方向上与第一横梁202和第二横梁204连接，第一横梁202设置在集成件203的上方，高度可以与集成件203的上部持平。第二横梁204设置在集成件203的下方，高度可以与集成件203的下部持平。此时，集成件203可以与第一横梁202和第二横梁204形成了第一方向的传力框架。
第一横梁202、第二横梁204、纵梁141和集成件203可以配合形成类Y形结构，便于传递作用力至多个方向。
例如，如图6、图7所示，集成件203与第一横梁202、第二横梁204分别采用类双“Z”字形嵌套的形式进行连接，如图8所示为集成件203与第二横梁204之间采用类“Z”字形嵌套结构形式断面配合。
如图4至图7所示，下面结合具体实施例对集成件203与第一横梁202的连接关系进行详细说明。
在集成件203上具有集成件第一型面203-5、集成件第二型面203-6、集成件第三型面203-10和集成件第四型面203-11，其中，集成件第一型面203-5和集成件第二型面203-6在第三方向上对接，集成件第一型面203-5位于集成件第二型面203-6的下方。
集成件第三型面203-10和集成件第四型面203-11在第三方向上对接，集成件第三型面203-10位于集成件第四型面203-11的上方。
集成件第一型面203-5和集成件第二型面203-6之间形成开口朝向集成件第三型面203-10和集成件第四型面203-11对接位置的夹角。集成件第三型面203-10和集成件第四型面203-11之间形成开口朝向集成件第一型面203-5和集成件第二型面203-6对接位置的夹角。
此外，集成件第三型面203-10和集成件第四型面203-11分别位于集成件第一型面 203-5和集成件第二型面203-6在第一方向上的一侧。
对应的，第一横梁202具有第一横梁第一型面202-1和第一横梁第二型面202-2。其中，如图7和图8所示，集成件第一型面203-5可以与第一横梁第二型面202-2搭接配合，并可以通过两个物理连接结构紧固，集成件第二型面203-6可以与第一横梁第一型面202-1搭接配合，并可以通过1至2个物理连接结构紧固，构成上层“Z字形”连接结构。
集成件第三型面203-10与第一横梁202下层对应型面搭接配合，并可以通过3个物理连接结构紧固。集成件第四型面203-11与第一横梁202下层对应型面搭接配合，并可以通过2个物理连接结构紧固，构成集成件203与第一横梁202下层的“Z字形”连接结构。
在本实施例中，通过第一横梁202和集成件203采用类双Z字形嵌套连接形式，可以有效提升集成件203与第一横梁202的连接可靠性，达到在碰撞力传递至集成件203时，有效稳定集成件203上部的结构稳定性，并且有效分散纵梁141碰撞力的传递。此外，通过使得集成件203与第一横梁202采用类双Z字形嵌套连接形式，有利于在三维立体空间中将集成件203与第一横梁202在多个维度进行紧固，而非在单一平面上的连接，能够大福提升第一横梁202与纵梁141根部的连接可靠性。同样地，集成件203与第二横梁204之间也采用类双Z字形嵌套连接形式，实现保证纵梁141根部碰撞传力的稳定性以及对乘员的保护，如图8所示，显示了集成件203与第二横梁204采用“Z”字形嵌套结构形式断面配合。
集成件203设置在前围板201和前纵梁之间，集成件203的前方接前纵梁，后方接前围板201和A柱251，集成件203的左右方向与横梁连接。第一横梁202和第二横梁204连接，第二横梁204可以与前围板201下端连接，可以大幅提升前围板201下端、前纵梁根部碰撞传力效果和保护性能。
在本申请的一些实施方式中，车辆还包括中央通道213，中央通道213分别与第一横梁202和第二横梁204连接；其中，第一横梁202和第二横梁204中的至少一个的横截面具有多个腔室。例如，第一横梁202和第二横梁204分别沿第二方向延伸且分别与中央通道213连接。其中，在第一方向传力框架和第二方向传力框架配合时，且第二横梁204与前围板201在第三方向的下端连接时，可以通过稳固的前围板201的下部传力框架结构，将碰撞力分散传递至第一横梁202、第二横梁204、A柱251、门槛241、中央通道213，提升前围板201下端碰撞传力稳定性效果和对乘员的保护性能。
如图14所示，第一横梁202采用双腔型截面设计方案，提升横梁到中央通道213的传力效果，该截面可将力分散传递预制腔体变形，可将来自纵梁141的碰撞力部分传递到中央通道213并预制第一横梁202腔体弯曲变形，降低乘员的碰撞侵入量。
例如，第一横梁202具有第一横梁第一型面202-1、第一横梁第二型面202-2和第一横 梁第三型面202-3，中央通道213具有中央通道第一型面213-2和中央通道第二型面213-1，第一横梁第三型面202-3可以为筋结构型面。
其中，第一横梁202设置双腔型截面结构，同时第一横梁第一型面202-1与中央通道第一型面213-2连接，第一横梁第二型面202-2与中央通道第二型面213-1连接，第一横梁202设置双腔型截面中间的第一横梁第三型面202-3位置设置在中央通道第一型面213-2的顶端，发生前部碰撞时，第一横梁202的双腔型截面设计，可将力分散传递，中间的第一横梁第三型面202-3达到预制腔体变形的目的，可将来自纵梁141的碰撞力第一横梁202部分传递到中央通道213，同时筋结构与中央通道213的正对关系，可有效提升碰撞力传递时中央通道213的稳定性及传力效果。
中央通道213具有中央通道第三型面213-3，第二横梁204采用类“目”字形三角截面设计，并与中央通道第三型面213-3连接，避免中央通道213抵抗前部碰撞力时失稳、弯折，提升中央通道213传力稳定性以及对乘员的保护，降低乘员舱的前部碰撞侵入量。也就是说，第二横梁204采用类“目”字形三角截面设计，可以避免中央通道213弯折，提升中央通道213传力稳定性以及对乘员的保护。
集成件203上的一部分可以作为纵梁连接板。其中纵梁连接板可以是纵梁内、外连接板，可以用于连接周边零件。也就是说，集成件203还集成了纵梁连接板结构，纵梁141可以通过集成件203将碰撞力传递至更多结构上。
集成件203上的一部分可以作为防尘罩，也就是说，该部分的集成件203可以具有防尘功能。
集成件203可以集成了传统结构中的前纵梁后段及其内外连接板、防尘罩、内外加强板等传力结构部件，例如将原本纵梁根部常规设计的纵梁后段、纵梁内外后连接板、防尘罩等零件集成到一个铸铝结构零件上。
集成件203具有集成件第五型面203-3和集成件第六型面203-4，第二横梁204具有第二横梁第一型面204-2和第二横梁第二型面204-3。
集成件第五型面203-3与第二横梁第一型面204-2搭接配合，并可以通过两个物理连接结构紧固。
集成件第六型面203-4与第二横梁第二型面204-3搭接配合，并可以通过4个物理连接结构紧固，构成集成件203与第二横梁204的上层“Z字形”连接结构。
集成件203具有集成件第七型面203-1和集成件第八型面203-2，第二横梁204具有第二横梁第三型面204-1。
集成件第七型面203-1与第二横梁第三型面204-1搭接配合，并可以通过七个物理连接结构紧固，集成件第八型面203-2与第二横梁204对应的型面通过2个物理连接结构紧固， 最终构成集成件203与第二横梁204下层的“Z字形”连接结构，采用“双Z字形”嵌套连接形式，有效提升了集成件203与第二横梁204的连接可靠性，达到在碰撞力传递至集成件203时，有效稳定集成件203下部的结构稳定性，并且有效分散纵梁141碰撞力的传递。
根据本申请的一个实施例，车辆包括至少两个集成件203，其中一个集成件203上设有用于通过转向管柱的过孔。也就是说，集成件203的数量为两个以上，其中，在集成件203的数量为两个时，一个集成件203可以安装在纵梁141在第一方向的一个端部，另一个集成件203可以安装在纵梁141在第一方向的另一个端部，为了便于说明，在本申请的实施例中以纵梁141的一个端部进行说明。
例如，本申请的前纵梁包括前纵梁前段和前纵梁后段，一个集成件203安装在前纵梁后段的端部，此时前纵梁后段可以集成了传统结构中的前纵梁后段及其传力结构部件，形成为高度集成式的前纵梁后段。
总而言之，根据本申请实施例的车辆，采用集成了多个传力结构的集成件203，能够将纵梁受到的碰撞力分散传递至多个结构，提高了碰撞传力稳定性效果和对乘员的保护性能。其中，车辆可以为新能源跑车等。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (15)

  1. 一种车辆，包括：
    纵梁和A柱；
    横梁；
    集成件，所述集成件安装于所述纵梁，所述集成件分别与所述横梁和所述A柱连接。
  2. 根据权利要求1所述的车辆，其中，所述集成件为一体成型件。
  3. 根据权利要求2所述的车辆，其中，所述集成件为铸造件。
  4. 根据权利要求1-3中任一项所述的车辆，其中，还包括：
    前围板，所述前围板与所述集成件连接。
  5. 根据权利要求1-4中任一项所述的车辆，其中，还包括：
    门槛，所述门槛与所述集成件连接。
  6. 根据权利要求1-5中任一项所述的车辆，其中，还包括：
    地板，所述地板的高度不高于所述纵梁的高度。
  7. 根据权利要求1-6中任一项所述的车辆，其中，所述集成件与所述纵梁嵌套连接。
  8. 根据权利要求7所述的车辆，其中，所述纵梁的横截面具有多个腔体。
  9. 根据权利要求1-8中任一项所述的车辆，其中，所述集成件与所述横梁嵌套连接。
  10. 根据权利要求9所述的车辆，其中，所述集成件上具有分别形成为Z字形的第一配合面和第二配合面，所述横梁上具有分别形成为Z字形的第三配合面和第四配合面，其中，第一配合面和第三配合面面接触，第二配合面与第四配合面面接触。
  11. 根据权利要求10所述的车辆，其中，所述集成件的第一配合面和第二配合面中的至少一个向所述横梁所在方向伸出，所述横梁的第三配合面和第四配合面的至少一个向所述集成件所在方向伸出。
  12. 根据权利要求1-11中任一项所述的车辆，其中，所述集成件具有第一翻边面和第二翻边面，所述第一翻边面和所述第二翻边面配合形成具有夹角的开口，所述A柱的一部分伸入所述开口，所述A柱具有A柱第一型面和A柱第二型面，在所述A柱的一部分嵌入所述集成件时，所述A柱第一型面与所述第一翻边面相对，所述A柱第二型面和所述第二翻边面相对。
  13. 根据权利要求1-12中任一项所述的车辆，其中，所述横梁包括第一横梁和第二横梁，所述第一横梁和所述第二横梁间隔开分布；所述集成件分别与所述第一横梁、所述第二横梁和所述A柱连接。
  14. 根据权利要求13所述的车辆，其中，还包括：
    中央通道，所述中央通道分别与所述第一横梁和所述第二横梁连接；
    其中，所述第一横梁和所述第二横梁中的至少一个的横截面具有多个腔室。
  15. 根据权利要求1-14中任一项所述的车辆，其中，包括至少两个所述集成件，其中一个所述集成件上设有用于通过转向管柱的过孔。
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