CN109204503B - Vehicle body structure and vehicle - Google Patents

Abstract

The present disclosure relates to a body structure and a vehicle. The body structure includes a front longitudinal beam, a front cabin beam, a battery tray and a load-bearing frame, the front longitudinal beam includes a left front longitudinal beam and a right front longitudinal beam, and the front cabin beam is connected to the left front longitudinal beam and the right front longitudinal beam. On the longitudinal beam, the load-bearing frame at least includes a front mounting beam of the battery pack, a longitudinal beam of the body and a rear mounting beam of the battery pack. The rear mounting beam of the battery pack is fixed on the lower surface of the floor panel, and the longitudinal beam of the body is connected to the floor panel. The rear ends are respectively connected to the front mounting beams of the battery pack, and the rear mounting beams of the battery pack are arranged at intervals behind the front mounting beams of the battery pack. Install the beam before the pack and install the beam after the battery pack. The vehicle body structure provided by the present disclosure can effectively improve the strength and stability of the vehicle body structure in the event of a front collision, so that the safety performance of the vehicle is higher.

Description

Body Structure and Vehicle

technical field

The present disclosure relates to the technical field of vehicles, and in particular, to a vehicle body structure and a vehicle having the vehicle body structure.

Background technique

Minimizing occupant fatalities and injuries in traffic (collision) accidents of vehicles, especially passenger cars, is the core design technology of the entire vehicle development and manufacturing of passenger cars. Among them, the design of the collision safety deformation structure of the body structure is the basis for improving the collision safety performance of the whole vehicle. In order to meet the public's higher and higher collision safety requirements for domestic passenger vehicles, in recent years, the relevant departments of various countries have gradually improved and supplemented the collision safety of some passenger vehicles in their respective national laws and evaluation norms. performance test conditions. For example, the United States is updating its series of regulations and evaluation specifications on safety crash performance for vehicles sold in its domestic market, requiring the body member compartment to withstand greater crash forces and have relatively small deformations under more working conditions.

With the popularity of domestic passenger vehicles in the global market, the shortage of petrochemical energy and environmental protection problems caused by combustion are becoming more and more serious, so countries are actively developing new energy vehicles. As a direction of new energy vehicles, electric vehicles are becoming a future trend. In addition to satisfying the traditional design, the design of electric vehicles also needs to consider the design of higher cruising range to meet the competitiveness with traditional fuel vehicles.

In addition, with the rapid development of electric vehicles in recent years, in order to increase the cruising distance, electric vehicles need to be equipped with more battery packs, so compared with the same specifications of fuel vehicles, electric vehicles have to greatly increase the weight of the whole vehicle, which leads to Under the same test conditions, the kinetic energy of the whole vehicle increases in the early stage of the collision, that is to say, the body structure of the electric vehicle needs to be able to bear more force and absorb more kinetic energy to improve safety. Further, in electric vehicles, due to the need to arrange battery packs, a large amount of space under the body is occupied, and various classic body collision safety structure technologies of traditional fuel vehicles cannot be used. It is imperative to meet the new body structure technology for vehicle safety.

SUMMARY OF THE INVENTION

An object of the present disclosure is to provide a vehicle body structure and a vehicle using the same.

In order to achieve the above object, the present disclosure provides a vehicle body structure including a front longitudinal beam, a front cabin beam, a battery tray and a load-bearing frame, the front longitudinal beam includes a left front longitudinal beam and a right front longitudinal beam spaced along the left-right direction, the The front cabin beam is connected to the left front longitudinal beam and the right front longitudinal beam, and the carrying frame is used to install the battery tray carrying the battery pack and at least includes a battery pack front mounting beam, a body longitudinal beam and a battery pack rear mounting beam a cross beam, the rear mounting beam of the battery pack is used to be fixed on the lower surface of the floor panel, the longitudinal beam of the vehicle body is used to be connected to the floor panel, and the rear ends of the front longitudinal beams are respectively connected to the front of the battery pack Mounting beams, the battery pack rear mounting beams are arranged at intervals behind the battery pack front mounting beams, the body longitudinal beams are two, and the two body longitudinal beams are spaced along the left-right direction and at least partially It is located between the front mounting beam of the battery pack and the rear mounting beam of the battery pack.

Optionally, the front mounting beam of the battery pack is a body beam fixed on the lower surface of a floor panel, and the floor panel is located behind the front cabin beam.

Optionally, the rear end of the front longitudinal beam is only connected to the front mounting beam of the battery pack.

Optionally, the front mounting beam of the battery pack is a body beam close to the front compartment of the body, or a body beam installed close to the front panel, or a body beam installed close to the front end of the inner panel of the door sill, or a body beam installed on the front seat. Install the body cross member in front of the cross member.

Optionally, the body longitudinal beams are battery pack mounting longitudinal beams fixed on the lower surface of the floor panel and/or rocker inner panels fixed on the side edges of the floor panel.

Optionally, the battery tray is provided with a battery tray mounting hole, the carrier frame is provided with a battery tray fastening hole coaxial with the battery tray mounting hole, and the fastener passes through the battery tray mounting hole and the battery tray mounting hole. The battery tray is fastened with holes for fixing the battery tray.

Optionally, an outwardly extending mounting lug is formed on the edge of the battery tray, and the battery tray mounting hole is opened on the mounting lug.

Optionally, the front edge and the rear edge of the battery tray are respectively provided with two battery tray mounting holes, and the two battery tray mounting holes are arranged at intervals along the corresponding edges.

Optionally, the battery tray includes a first battery tray and a second battery tray spaced along the front-rear direction, and the carrier frame further includes a spaced installation beam in front of the battery pack and a rear installation beam of the battery pack. The cross beam is installed in the battery pack between the two battery packs, the first battery tray is respectively overlapped with the front mounting beam of the battery pack, the longitudinal beam of the body and the mounting beam in the battery pack, and the second battery tray is installed in the battery pack respectively. The beams, longitudinal beams of the body and the rear installation beams of the battery pack are overlapped.

Optionally, the body longitudinal beam is a battery pack mounting longitudinal beam fixed under the floor panel, and the battery pack mounting longitudinal beam includes a first battery pack mounting longitudinal beam respectively connected to both ends of the battery pack front mounting beam. beam and a second battery pack mounting longitudinal beam, the body structure further includes a rear longitudinal beam including a first rear longitudinal beam and a second rear longitudinal beam respectively connected to the rear ends of the corresponding battery pack mounting longitudinal beams Longitudinal beam, the rear mounting beam of the battery pack is connected between the rear longitudinal beams, so that the rear longitudinal beam has a front section of the rear longitudinal beam and a rear longitudinal beam respectively located on the front and rear sides of the rear mounting beam of the battery pack The carrying frame includes the front mounting beam of the battery pack, the first battery pack mounting longitudinal beam, the front section of the first rear longitudinal beam, the rear mounting beam of the battery pack, the front section of the second rear longitudinal beam, and the second battery pack, which are connected end to end in sequence. Package to install stringers.

Optionally, the bearing frame further includes rocker inner panels connected to the left and right sides of the floor panel, the vehicle body longitudinal beam is a battery pack mounting longitudinal beam fixed on the lower surface of the floor panel, and the rocker inner panel is It is located on the outer side of the battery pack mounting stringer and overlaps with the battery pack mounting stringer and/or the battery pack front mounting beam.

Optionally, the vehicle body structure further includes a rear seat mounting beam, the rear seat mounting beam is connected between the rear longitudinal beams and is located in front of the rear mounting beam of the battery pack at intervals, and the load-bearing frame is further Including the rear seat mounting beam.

Optionally, the front mounting beam of the battery pack is formed as a first groove-shaped structure with an upward opening, including a bottom wall of the beam and a side wall of the beam, and the upper edge of the opening of the first groove-shaped structure is folded outward to form a beam. Open flange, the front mounting beam of the battery pack is connected to the floor panel through the open flange of the beam.

Optionally, the front longitudinal beams are respectively overlapped on the bottom wall of the transverse beam, the side walls of the transverse beam and the opening flange of the transverse beam, and the rear end of the front longitudinal beam is formed as a second groove shape that opens upward. The structure includes the bottom wall of the longitudinal beam and the side wall of the longitudinal beam, the upper edge of the opening of the second trough-like structure is folded outward to form a first longitudinal beam flange, and the end of the side wall of the longitudinal beam is outward Fold over to form a second longitudinal beam flange, the end of the bottom wall of the longitudinal beam extends outward to form a longitudinal beam bottom wall overlapping edge, wherein the first longitudinal beam flange and the cross beam opening flange In the overlap connection, the second longitudinal beam flange is overlapped with the lateral beam side wall, and the longitudinal beam bottom wall overlapped edge is overlapped with the transverse beam bottom wall.

Optionally, the position of the front longitudinal beam corresponding to the connection of the front cabin beam is formed as a third groove-shaped structure extending in the front-rear direction and opening upward, including the bottom wall of the first longitudinal beam and the side wall of the first longitudinal beam, so The upper edge of the opening of the third trough structure is folded outward to form a first longitudinal beam side wall flange, and the front cabin beam is respectively connected to the first longitudinal beam bottom wall, the first longitudinal beam side wall and the first longitudinal beam side wall. The side walls of the first longitudinal beam are flanged and overlapped, the front cabin beam is formed into a fourth groove-shaped structure with an upward opening, and the edge of the opening of the fourth groove-shaped structure is folded upward to form a third groove extending in the left-right direction. A flange, the end of the fourth groove-shaped structure is folded outward to form a second flange extending in the up-down direction, and the end of the fourth groove-shaped structure is also formed with a third flange extending in the front-rear direction. The first flange is overlapped with the side wall flange of the first longitudinal beam, the second flange is overlapped with the side wall of the first longitudinal beam, and the third flange is overlapped with the side wall of the first longitudinal beam. The bottom wall of the first longitudinal beam is overlapped.

Optionally, the body longitudinal beam is a battery pack mounting beam fixed under the floor panel, and the two battery pack mounting beams are respectively connected to two ends of the battery pack front mounting beam. The package installation longitudinal beam is respectively overlapped with the bottom wall of the transverse beam, the side wall of the transverse beam and the opening of the transverse beam. The inner side wall of the pack mounting longitudinal beam and the outer side wall of the battery pack mounting longitudinal beam and the bottom wall of the battery pack mounting longitudinal beam connecting the inner side wall of the battery pack mounting longitudinal beam and the outer side wall of the battery pack mounting longitudinal beam, the fifth groove-shaped The upper edge of the opening of the structure is folded outward to form the top flange of the inner side wall of the battery pack mounting stringer and the outer side wall flange of the battery pack mounting stringer respectively, and the battery pack mounting stringer passes through the battery pack mounting stringer. The top flange of the inner side wall is fixed on the lower surface of the floor panel, and the end of the inner side wall of the battery pack mounting stringer is folded to form the end flange of the inner side wall of the battery pack mounting stringer, and the battery pack mounting stringer is The end of the bottom wall extends outward to form the lap joint edge of the bottom wall of the battery pack mounting stringer, wherein the top flange of the inner side wall of the battery pack mounting stringer is overlapped with the flange opening of the beam, and the battery pack is installed The end flanging of the inner side wall of the longitudinal beam is overlapped with the side wall of the transverse beam, and the overlapping edge of the bottom wall of the battery pack installation longitudinal beam is overlapped with the bottom wall of the transverse beam.

Optionally, the front longitudinal beam is formed with an inner recess for avoiding wheels along the wheel envelope, the front cabin beam is arranged at the inner recess, and the inner wall of the front longitudinal beam corresponds to the position of the inner recess. Attached to the reinforcement plate.

Optionally, the front cabin cross member is arranged in front of the front panel and connected to the front panel, and the front panel is connected to the front end of the floor panel.

The present disclosure also provides a vehicle including the vehicle body structure provided by the present disclosure.

Through the above technical solutions, the body structure provided by the present disclosure can effectively improve the strength and stability of the body structure in the event of a front collision, so that the safety performance of the vehicle is higher.

Other features and advantages of the present disclosure will be described in detail in the detailed description that follows.

Description of drawings

The accompanying drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification, and together with the following detailed description, are used to explain the present disclosure, but not to limit the present disclosure. In the attached image:

1 is an exploded view of a specific embodiment of a body cross member involved in the present disclosure;

FIG. 2 is a top view of the vehicle body cross member provided in FIG. 1 applied to a vehicle body structure;

3 is a bottom perspective perspective view of a partial structure of a vehicle body structure provided by the present disclosure, showing a front longitudinal member, a front cabin cross member, a front cross member, a cowl panel and a floor panel;

Figure 4 is a schematic diagram of the connection relationship between the front longitudinal beam and the front cross beam in Figure 3;

FIG. 5 is a detailed view of the connection relationship between the front longitudinal beam and the floor front longitudinal beam in FIG. 3;

Figure 6 is a schematic diagram of the connection relationship between the front longitudinal beam and the front cabin beam in Figure 3;

Figure 7 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam in Figure 3;

8 is another partial structural perspective view of the vehicle body structure provided by the present disclosure, wherein an inner connecting plate and an outer connecting plate are shown;

FIG. 9 is a detailed view of the connection relationship between the inner connecting plate and other components of the vehicle body structure in FIG. 8;

Figure 10 is a detailed view of the connection relationship between the outer connecting plate and other components of the body structure in Figure 8;

FIG. 11 is a first embodiment of the first modification of the vehicle body structure in FIG. 8 , wherein the first connecting beam and the second connecting beam are formed as an integral X-shaped connecting beam;

12 is a second embodiment of the first modification of the vehicle body structure in FIG. 8 , wherein the first connecting beam and the second connecting beam are formed as a split X-shaped connecting beam;

13 is a third embodiment of the first modification of the vehicle body structure in FIG. 8 , wherein the first connecting beam and the second connecting beam are formed as a split cross-shaped connecting beam;

Fig. 14 is the first embodiment of the second modification of the vehicle body structure in Fig. 8, which includes a front cabin middle beam and a connecting beam, and the connecting beam and the front cabin beam form a triangular structure;

Fig. 15 is a second embodiment of the second modification of the body structure in Fig. 8, which includes a front cabin middle beam and a connecting beam, and the connecting beam and the front beam form a triangular structure;

16 is a schematic diagram of a third deformation mode of the vehicle body structure in FIG. 8 , wherein the rear section of the front longitudinal beam is formed as an inwardly curved section, and the outer side is connected with a connecting beam, and the inwardly curved section and the connecting beam form a herringbone support;

FIG. 17 is a first embodiment of the fourth modification of the vehicle body structure in FIG. 8 , wherein the rear section of the front longitudinal member is formed as an outer curved section, and the outer curved section is overlapped with the front cross member;

FIG. 18 is a second embodiment of the fourth modification of the vehicle body structure in FIG. 8 , wherein the rear section of the front longitudinal member is formed as an outwardly curved section, and the outwardly curved section is respectively overlapped with the front cross member and the rocker inner panel;

Fig. 19 is a third embodiment of the fourth modification of the vehicle body structure in Fig. 8, wherein a connecting beam is connected to the inner side of the outer curved section, and the connecting beam and the outer curved section form a herringbone support;

Figure 20 is a detailed view of the connection relationship between the connecting beam and the outer curved section in Figure 19;

Fig. 21 is a fourth embodiment of the fourth modification of the vehicle body structure in Fig. 8, wherein a front cabin middle beam is connected between the outer curved sections, and a connecting beam is connected between the front cabin middle beam and the front cabin beam;

Figure 22 is a detailed view of the connection relationship between the beam and the outer curved section in the front cabin in Figure 21;

Fig. 23 is a detailed view of the connection relationship between the connecting beam in Fig. 21 and the front cabin beam and the front cabin beam;

FIG. 24 is a schematic diagram of a fifth embodiment of the fourth modification of the vehicle body structure in FIG. 8;

Fig. 25 is a schematic diagram of the sixth embodiment at the time of the fourth modification of the vehicle body structure in Fig. 8;

26 is a schematic diagram of the first embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

Figure 27 is a detailed view of the connection relationship between the front cross member, the floor longitudinal member and the rocker inner panel in Figure 26;

Fig. 28 is a detailed view of the connection relationship between the front beam and the floor longitudinal beam in Fig. 26;

Figure 29 is a detailed view of the connection relationship between the front cross member and the rocker inner panel in Figure 26;

Fig. 30 is a detailed view of the connection relationship between the front cross member and the inner panel of the rocker in Fig. 26 from another perspective;

31 is a schematic diagram of the second embodiment of the force transmission path of the vehicle body structure provided by the present disclosure, wherein the front cross member is connected to the inner panel of the rocker through an intermediate connecting plate;

32 is another schematic diagram of the second embodiment of the force transmission path of the vehicle body structure provided by the present disclosure, wherein the front cross member, the floor rail and the rocker inner panel are connected by an intermediate connecting plate;

33 is a schematic diagram of a third embodiment of the force transmission path of the vehicle body structure provided by the present disclosure, wherein the front cross member is connected to the rocker inner panel through the floor rail;

34 is another schematic diagram of the third embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

35 is a schematic diagram of the first embodiment of the fourth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

36 is a schematic diagram of the second embodiment of the fourth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

37 is a schematic diagram of a third embodiment of the fourth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

38 is a schematic diagram of the first example of the fifth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

Figure 39 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam in Figure 38;

FIG. 40 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin cross beam in FIG. 38 from another perspective;

Figure 41 is a detailed view of the connection relationship between the connecting plate and the front cabin beam in Figure 38;

Figure 42 is a detailed view of the connection relationship between the connecting plate and the front cross member in Figure 38;

43 is a schematic diagram of a second embodiment of the fifth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

44 is a schematic diagram of a third embodiment of the fifth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

45 is a schematic diagram of a fourth embodiment of the fifth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

46 is a schematic diagram of a fifth embodiment of the fifth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

47 is a schematic diagram of the sixth embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

Figure 48 is a detailed view of the connection relationship between the connecting plate and the rocker inner plate in Figure 47;

FIG. 49 is a schematic diagram of the seventh embodiment of the force transmission path of the vehicle body structure provided by the present disclosure;

Figure 50 is a detailed view of the connection relationship between the connecting plate and the floor stringer in Figure 49;

FIG. 51 is a schematic diagram of the load-bearing frame in the vehicle body structure provided by the present disclosure;

FIG. 52 is another schematic view of the carrier frame in the vehicle body structure provided by the present disclosure, wherein the battery tray is shown;

53 is still another schematic diagram of the carrier frame in the vehicle body structure provided by the present disclosure, wherein the battery tray is formed as a split structure;

FIG. 54 is a schematic structural diagram of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure, wherein the cross plate and the center tunnel cover are shown;

Figure 55 is a schematic diagram of the positional relationship of the transverse pressure plate, the floor panel and the front beam in Figure 54;

56 is a bottom perspective view of a floor panel in a vehicle body structure provided by the present disclosure, wherein a gap is formed between the center tunnel and the front cross member;

Figure 57 is a schematic diagram of the deformation mode of the gap in Figure 56;

Fig. 58 is a schematic diagram of the connection relationship between the center tunnel cover plate and the front cabin beam in the vehicle body structure provided by the present disclosure;

59 is a schematic diagram of the connection relationship between the center tunnel cover plate and the dash panel in the vehicle body structure provided by the present disclosure;

60 is another structural schematic diagram of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure;

Figure 61 is a schematic diagram of the positional relationship of the transverse pressure plate, the longitudinal pressure plate, the floor panel and the front beam in Figure 60;

Figure 62 is a detail enlarged view of Figure 61;

Figure 63 is a schematic diagram of the positional relationship between the longitudinal pressure plate connecting plate and the front longitudinal beam in Figure 60;

64 is a schematic diagram of the force transmission path of the upper body structure in the body structure provided by the present disclosure, wherein the front side member is connected to the vehicle A-pillar through a force transmission connection;

Figure 65 is an exploded view of Figure 64;

Figure 66 is a schematic diagram of the connection relationship between the front longitudinal beam and the A-pillar of the vehicle in Figure 64;

67 is a top view of one embodiment of a vehicle body structure provided by the present disclosure;

68 is a bottom view of one embodiment of a vehicle body structure provided by the present disclosure;

69 is a perspective view of one embodiment of a vehicle body structure provided by the present disclosure;

70 is another perspective view of an embodiment of a vehicle body structure provided by the present disclosure.

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, but not to limit the present disclosure.

In the present disclosure, unless otherwise stated, the directional words used such as "up, down, left, right, front, rear" are defined based on the up-down, left-right, and front-rear directions of the vehicle, Specifically in the drawings, the X direction is the front and rear direction of the vehicle, wherein the side pointed by the arrow is "front", and the opposite is "rear"; the Y direction is the left and right direction of the vehicle, wherein the side pointed by the arrow is "right" ”, otherwise it is “left”; the Z direction is the up and down direction of the vehicle, where the side pointed by the arrow is “up” and the other is “down”; “inside and outside” are defined based on the contours of the corresponding parts, such as The inside and outside of the vehicle are defined based on the outline of the vehicle, and the side close to the center of the vehicle is "inside", and the other side is "outside". The above definitions are only used to aid in illustrating the present disclosure and should not be construed as limitations.

In addition, all "cross members" in the present disclosure refer to beams extending in the left-right direction of the vehicle, and all "side members" refer to beams extending in the vehicle front-rear direction. The "front longitudinal beam" refers to the longitudinal beam extending rearward from the front anti-collision beam of the vehicle in the body structure. "Rear rail" means a rail in the body structure that previously extends from the rear crash beam of the vehicle. There are usually two longitudinal beams and are arranged symmetrically with respect to the front and rear centerlines of the vehicle. For example, a "front longitudinal beam" usually includes a "left front longitudinal beam" and a "right front longitudinal beam" that are spaced along the left-right direction. In addition, the "front collision" in the present disclosure refers to a case where the front part of the vehicle is hit, and the "side collision" is a case where the side of the vehicle is hit. In addition, in the absence of other special explanations, the meanings of terms such as "front cabin", "passenger cabin", "front panel", "floor panel", "sill inner panel" involved in the various embodiments of the present disclosure are Its meaning is well known in the art.

In addition, in the case of no special description and limitation, terms such as "connection", "installation", "connection", "fixing" and other terms can be interpreted in a broad sense, which can be non-removable by means such as welding, bolts, etc. It can be realized by a method known to those skilled in the art, such as a method of disassembly, or a method of integral molding such as molding.

The present disclosure will hereinafter describe some embodiments in detail with reference to the corresponding drawings. For the convenience of description, the present disclosure first introduces some components in the present disclosure. For example, the body cross member described below.

[Body cross member]

According to a first aspect of the present disclosure, a vehicle body cross member 200 is provided. A specific embodiment of a body cross member 200 provided by the first aspect of the present disclosure is shown in FIGS. 1 and 2 . Wherein, the vehicle body cross member 200 may include a trough-shaped cross member body and a support member, the support member is connected to the trough-shaped cross member body and forms a support structure with a closed cross-section with at least part of the trough-shaped cross member body, and the support structure can increase the vehicle body cross member 200 strength, so as to effectively resist the force in the longitudinal direction, such as collision impact.

When the body cross member 200 provided in the first aspect of the present disclosure is applied to a body structure, the body cross member 200 can serve as a load-bearing structure for other components of the vehicle, for example, as a battery pack mounting beam (eg, a battery pack mounting front beam). In the event of a frontal collision of the vehicle, that is, when the vehicle collides in the front-rear direction, the body beam 200 is used to absorb the impact energy. The support structure with a closed cross-section makes the overall strength and stability of the body beam 200 higher and ensures that the body The beam 200 is not easily deformed when being impacted, so as to avoid possible fire of the battery pack located behind the beam before the battery pack is installed due to impact or extrusion deformation, so as to protect other components of the vehicle and occupants.

Specifically, the trough-shaped beam body may include a beam bottom wall 201 and beam side walls 202 located on both sides of the beam bottom wall 201, and the supports are formed as support plates 203 connected between the beam side walls 202, so that the trough beam body and the support plate 203 to form a support structure with a mouth-shaped cross-section to improve the strength of the body beam 200, and the groove-shaped beam body has a regular outer contour, which is beneficial to increase the applicability of the body beam 200 and facilitate the body beam 200 and the body. Other components in the structure are installed, such as overlapping with components such as the front longitudinal beam 100 , the floor longitudinal beam 110 , and the rocker inner panel 500 in the vehicle body structure described below.

Further, in order to ensure the stability of the support structure, the side edges of the support plate 203 extending in the left-right direction are folded upward to form a support plate flange, so that the support plate 203 can be welded to the two beam side walls 202 through the support plate flange. superior. In actual production, reinforcement structures, such as welding sheet metal or filling with CBS (composite reinforcement material) materials, etc., can also be arranged in the cavity enclosed by the trough-shaped beam body and the support plate 203, so as to further improve the impact resistance of the body beam 200 against impact. ability to reduce the amount of deformation of the body cross member 200 in a collision.

The support plate 203 can be formed into any suitable structure, for example, formed as a corrugated plate extending along the length direction of the trough-shaped beam body, as another possible implementation, as shown in FIG. The flat plate 204 parallel to the bottom wall 201 and the inclined plate 205 extending obliquely downward from the left and right sides of the flat plate 204 to the bottom wall 201 of the beam to better support the trough beam body during the collision, so that the collision force can pass through the plate 204 and the inclined plate 205 are transmitted from one side beam side wall 202 to the other side beam side wall 202, which is beneficial to the dispersion of collision energy and improves the transmission of the collision force from one side beam side wall 202 to the other side only through the flat plate 204 The cross beam side wall 202 can prevent the single-sided cross beam side wall 202 from being subjected to an excessively large impact, resulting in bending or breakage, thereby causing damage to other components of the vehicle or the occupants in the vehicle.

Specifically, the support plate 203 can be in a zigzag structure along the left and right directions, and the zigzag structure includes a flat plate 204, an inclined plate 205, and an end plate 206 extending from the inclined plate 205 along the bottom wall 201 of the beam, and the end plate 206 is attached and fixed On the bottom wall 201 of the beam, the specific fixing method can be welding, that is, the support plate 203 has a connection relationship with the bottom wall 201 of the beam and the side walls 202 of the beam on both sides, so as to ensure the support structure of the mouth-shaped cross-section. to avoid the separation of the support plate 203 and the groove-shaped beam body due to collision.

In order to further enhance the strength of the body cross member 200, the support plate 203 is provided with support plate reinforcing ribs 207 extending in the front-rear direction to bear the force of the front collision, to a certain extent, to prevent the support plate 203 from bending and to stretch the side walls of the lateral beam on both sides. 202 and realize the transmission of the acting force between the side walls 202 of the lateral beams on both sides, the number and arrangement of the support plate reinforcing ribs 207 can be arbitrarily selected according to actual needs, and this disclosure does not make specific restrictions on this, the support plate reinforcing ribs 207 can be combined with the support plate reinforcing ribs 207. The plate 203 is integrally formed, and can also be connected to the support plate 203 by welding or the like.

In this embodiment, referring to FIG. 1 and FIG. 2 , there can be a plurality of support members and are arranged in sequence along the groove-shaped cross member body, so the difficulty of manufacturing and installation of the support members can be reduced, and the vehicle body cross member 200 can be ensured along its length direction. The strength of the vehicle body is evenly distributed, and the ability of the body cross member 200 to withstand impact is improved as a whole. In other possible implementations, the support member may be approximately the same as the length of the cross member body, that is, one support member is used to support the cross member side wall 202 of the trough-shaped cross member body, or along the groove according to the impact force position of the body cross member 200 A plurality of supports are arranged at intervals in the longitudinal direction of the beam body.

The vehicle body beam 200 provided by the present disclosure can be applied to a beam at any position in the vehicle body structure, for example, a beam that overlaps with an end of a longitudinal beam, that is, the longitudinal beam ends at the vehicle body beam 200 . In some embodiments of the present disclosure, the body cross member 200 may be a front cross member 210. In some embodiments of the present disclosure, the front cross member 210 may be a vehicle body cross member fixed on the lower surface of the floor panel 300, and may be a front cross member close to the front The body beam installed on the shroud 320 may also be a body beam installed near the front end of the rocker inner panel 500, or a body beam installed in front of the front seat mounting beam, or a body beam installed near the lower end of the A-pillar inner panel 340. The front cross member 210 may be positioned below the vehicle passenger compartment. The distance between the front cross member and the front end of the door sill inner panel 500 may be 30mm to 1000mm. When installed close to the front end of the door frame inner panel 500 , the distance from the front end of the door sill inner panel 500 is 30mm to 140mm. In addition, according to different vehicle models, in some embodiments, the front cross member may also be located at the position of the front middle floor connecting plate known in the art, which is about 1000MM from the front end of the rocker inner panel 500 . In addition, in various possible embodiments, the distance between the front cross member and the front end of the rocker inner panel 500 may also be 60/80/120/200/300/450/600/700/850/950 mm, etc.

In some embodiments, the front cross member 210 overlaps with the rear end of the front side member 100 , that is, the front side member 100 ends at the front cross member 210 . The front cross member 210 can also be used as a battery pack installation front cross member for installing the battery pack. Specifically, a battery tray fastening hole 701 can be opened on the vehicle body cross member 200, so that the battery tray carrying the battery pack can be mounted on the The battery pack is mounted on the front beam. When it needs to be explained, the front cross member 210 can satisfy any one or more of the above-mentioned restriction conditions at the same time, for example, the front cross member 210 is installed on the lower surface of the floor panel and is installed close to the dash panel.

In addition, a connecting plate may also be provided between the longitudinal beam and the vehicle body cross member 200 to improve the connection stability of the longitudinal beam and the vehicle body beam 200 and facilitate dispersing the force from the longitudinal beam to the vehicle body beam 200 . In this way, the body of the body cross member 200 can be formed with connecting sections along the left and right directions for connecting with the longitudinal beam and the connecting plate respectively, and the outer surface of the corresponding connecting section is used for overlapping with the longitudinal beam and the connecting plate respectively. Wherein, when only one of the longitudinal beam or the connection plate is overlapped, the connection segment is the longitudinal beam connection segment or the connection plate connection segment.

Therefore, the position of the brace rib 207 and/or the inclined plate 205 can be set to correspond to the connecting section. When the vehicle is impacted in the front-rear direction, the body cross member 200 will bear the impact force transmitted by the longitudinal beam, and the connecting section and the longitudinal The lap joint position of the beam and the connecting plate bears the greatest force. At this time, the support plate stiffener 207 and the inclined plate 205 can provide support for the trough-shaped beam body and bear the impact of collision, so as to avoid the deformation of the body beam 200 at the connecting section, so as to improve the Crash resistance of the body structure.

For example, in some embodiments of the vehicle body structure described below, the vehicle body cross member 200 is formed as a front cross member 210, and the front cross member 210 is connected to the rear ends of the left front side member and the right front side member, respectively, that is, the front side member 100 ends rearwardly at the The front cross member 210, more specifically, the rear end of the front side member 100 is only connected to the front cross member 210, that is, in this embodiment, the rear end of the front side member is not connected to other components but is only connected to the front cross member 210. In the embodiment, the rear end of the front longitudinal beam 100 may end rearwardly at the front cross beam 210 and may also extend outward to the structure such as the rocker inner panel 500 to both sides. Correspondingly, in this embodiment, the connecting section includes a first connecting section and a second connecting section that are spaced apart and symmetrically arranged along the length of the trough-shaped beam body, the first connecting section is used to connect the corresponding front longitudinal beam 100, the first connecting section is The two connecting sections are used to connect the corresponding connecting plates. The connecting plates can be arranged on the inner side and/or the outer side of the front longitudinal beam 100 according to actual needs. The support plates 203 include first support plates 203A spaced along the length direction of the groove-shaped beam body. and the second support plate 203B (refer to FIG. 2 ), the inclined plate 205 at the outer end of the first support plate 203A is aligned with the outer end of the first connecting section in the front-rear direction, and the inclined plate 205 at the outer end of the second support plate 203B is aligned with the second connecting section The outer ends are aligned in the front-to-rear direction. It should be noted that, in the present disclosure, "alignment" refers to at least partial coincidence of the projections of the two components along a certain direction (eg, the front-rear direction or the up-down direction in the present disclosure).

Specifically, the connecting plate may be provided on the inner side of the corresponding front longitudinal beam 100, for example, formed as the inner connecting plate 410 described below, and correspondingly, the first connecting section and the second connecting section respectively include adjacently disposed longitudinal beam connections The connecting plate connecting section is located on the inner side of the corresponding longitudinal beam connecting section for connecting the inner connecting plate 410. The support plate 203 also includes a connecting plate connected between the first support plate 203A and the second support plate 203B in sequence. The third support plate 203C, the inclined plates 205 at both ends of the third support plate 203C are respectively aligned with the inner ends of the corresponding connecting plate connecting sections in the front-rear direction.

In this embodiment, the bottom wall of the trough-shaped beam body is provided with a first mounting hole 701a, and the vehicle body beam 200 further includes a reinforcing plate 208 covering the bottom wall 201 of the beam. The reinforcing plate 208 is provided with the first mounting hole 701a. The coaxial second mounting holes 701b are used to increase the strength of the body cross member 200 at the opening position. The first mounting holes 701a and the second mounting holes 701b can be used for mounting vehicle components, such as battery trays carrying battery packs, namely The first mounting hole 701a and the second mounting hole 701b are the aforementioned battery tray fastening holes 701 .

Specifically, the trough-shaped beam body has an upward opening, and the top edge is folded outward to form a beam opening flange 200a extending along the length direction of the trough-shaped beam body. Therefore, when the first aspect of the present disclosure is applied in a vehicle body structure When the body beam 200 is provided, the body beam 200 can be welded to the lower surface of the floor panel 300 through the beam opening flange 200a, so that the body beam 200 and the floor panel 300 together form a support structure with a closed cross section, and the floor is lifted. The strength of the panel can reduce the collision deformation of the floor panel, and can prevent the floor panel 300 from being overly folded upwards when a frontal collision occurs, so as to prevent the deformed floor panel 300 from entering the passenger compartment and injuring the passenger or compressing the living space in the passenger compartment. Further, the end of the side wall 202 of the beam can also be folded inwardly or outwardly to form the end flange 200b of the beam, and the end of the bottom wall 201 of the beam can be extended outward to form the lap 200c of the bottom wall of the beam to The vehicle body cross member 200 can be overlapped with other parts of the vehicle body structure, such as floor rails, door sill inner panels, etc.

The above describes some components in the body structure, such as the body beam, the following will introduce the body structure in some embodiments as a whole.

[Body structure]

According to a second aspect of the present disclosure, the present disclosure further provides a vehicle body structure, and some embodiments of the vehicle body structure provided by the second aspect of the present disclosure are shown in FIGS. 3 to 70 . The vehicle body structure may include a front side member 100, a floor panel 300 and a front cross member 210, and a front end panel 320 is connected to the front end of the floor panel 300. As shown in FIG. 3, the passenger compartment of the vehicle is defined at the rear and Above the floor panel 300.

The front cross member 210 is fixed to the lower surface of the floor panel 300 and the rear end of the front side member 100 is connected to the front cross member 210, that is, the front side member 100 ends at the front cross member 210, so that a rear end of the front side member 100 is formed when the vehicle collides forward. Therefore, the collision impact force transmitted by the front longitudinal beam 100 is dispersed, and the rear section of the front longitudinal beam 100 is prevented from being deformed and invading into the passenger compartment. In addition, fixing the front cross member 210 to the lower surface of the floor panel 300 can strengthen the floor panel 300 and prevent the floor panel 300 from being excessively deformed and folded during a collision (including front collision and side collision) from squeezing the passenger compartment. Optionally, the width of the front side member 100 in the left-right direction is the largest at the connection with the front cross member 210 , that is, the front side member 100 may gradually become wider toward the front cross member. The front side member 100 can be lapped stably.

In order to adapt to the overall structure of the vehicle and ensure sufficient installation space at the front of the vehicle, the front side member 100 includes a left front side member and a right front side member spaced in the left-right direction, and the connection points between the left front side member and the right front side member and the front cross member 210 The center points in the left-right direction of the front cross member 210 are symmetrically arranged, and are respectively located between the center point and the end of the front cross member 210 at the golden section point near the end, so that one front cross member can better carry two The rearward transmission force of the front longitudinal beam makes the collision safety of the body structure better. In addition, in order to adapt to the vehicle body structure, the projections of the front end and the rear end of the front side member 100 in the Z direction are staggered in the Y direction by a distance of not more than 80 mm. That is, the projections of the rear end and the front end of the front longitudinal beam are not excessively deviated in the left-right direction, so as to ensure that the straightness of the front longitudinal beam in the left-right direction is good, so as to ensure the strength of the front longitudinal beam.

In this embodiment, as shown in FIG. 4 and FIG. 5 , the front beam 210 is formed as a groove-like structure that opens upward, and includes a bottom wall 201 of the beam and a side wall 202 of the beam. The upper edge is folded outward to form a beam opening flange 200a extending in the left-right direction, and the front beam 210 is connected to the lower surface of the floor panel 300 through the beam opening flange 200a, so that the floor panel 300 also constitutes a part of the force transmission path of the vehicle body structure , to help disperse the impact force of the collision transmitted by the front longitudinal beam 100. At the same time, the front beam 210 and the floor panel 300 form a support structure with a mouth-shaped cross-section, which enhances the anti-collision ability of the body structure and helps to reduce the floor panel. 300 collision deformation. The ends of the side walls 202 of the beams can also be folded inward or outward to form the end flanges 200b extending in the up-down direction, and the ends of the bottoms of the beams can be extended outwards to form the lap edges of the bottom walls of the beams extending in the front-rear direction. 200c, so that the front cross member 210 can be overlapped with other parts of the vehicle body structure, such as the floor rail 110 and the rocker inner panel 500 involved in some embodiments below, through the cross member end flange 200b and the cross member bottom wall overlapping edge 200c. .

As shown in FIG. 4 and FIG. 5 , the front longitudinal beam 100 may be connected to the front cross member 210 in any suitable manner. In order to ensure a stable connection relationship between the front longitudinal beam 100 and the front cross beam 210 , the front longitudinal beam 100 may be connected to the bottom wall of the cross beam respectively. 201. The side wall 202 of the beam is overlapped with the opening flange 200a of the beam. Specifically, the rear end of the front longitudinal beam 100 can also be formed as a groove-like structure that opens upward, and includes the longitudinal beam bottom wall 103 and the longitudinal beam side wall 104 , and the upper edge of the opening of the groove-shaped structure at the rear end of the front longitudinal beam 100 Folded outward to form a first longitudinal beam flange 100a extending in the front-rear direction, the ends of the longitudinal beam side walls 104 are folded outward to form a second longitudinal beam flange 100b extending in the vertical direction, and the bottom wall of the longitudinal beam The end portion of 103 extends outward to form a longitudinal beam bottom wall lap 100c extending in the left-right direction, wherein the first longitudinal beam flange 100a overlaps with the beam opening flange 200a, and the second longitudinal beam flange 100b overlaps with the beam The side walls 202 are overlapped, and the overlap edge 100c of the bottom wall of the longitudinal beam is overlapped with the bottom wall 201 of the cross beam.

As shown in FIG. 3 and FIG. 6 , the front side member 100 includes a left front side member and a right front side member spaced in the left-right direction, and the front side member 100 includes inner recesses 105 formed along the wheels for avoiding the wheels, so as to adapt to the shape of the vehicle body. In the overall structure, in order to prevent the front side member 100 from being bent at the inner recess 105 during a front collision, intruding into the dash panel 320 or squeezing other components located at the front of the vehicle, the inner wall of the front side member 100 corresponds to the inner wall of the inner recess 105 . The location is connected with a reinforcing plate. The left front longitudinal beam and the right front longitudinal beam may also be connected with a front cabin cross member 220. The front cabin cross member 220 is disposed in front of the front panel 320 and may be connected to the front panel 320 for preventing the front components of the vehicle from moving toward the front panel 320. It can move backward, and can also play a role of strengthening the front wall panel 320, so that the front wall panel 320 is not easily deformed due to collision. In addition, in some embodiments, the front cabin cross member 220 may also be spaced forward of the cowl panel 320 without being connected to the cowl panel.

In addition, the front cabin cross member 220, the left front longitudinal member, the front cross member 210 and the right front longitudinal member can form a closed-loop frame, so that the body structure of this part has a higher strength and can bear a large initial collision load and the retreat of the front part of the vehicle impact, and can also utilize the front cabin beam 220 and the front beam 210 to transmit force, reduce the deformation of the front of the vehicle, and protect the occupants and vehicle components disposed behind the front beam 210, such as battery packs. The front cabin beam 220 may also be connected at the inner recess 105 of the front longitudinal beam 100 to form a support for the front longitudinal beam 100 and prevent the front longitudinal beam 100 from being bent.

The front cabin cross member 220 may be connected to the left and right front longitudinal members in any other suitable manner. Specifically, in order to ensure a stable connection between the front cabin beam 220 and the front longitudinal beam 100 , as shown in FIG. 7 , the position of the front longitudinal beam 100 corresponding to the connection to the front cabin beam 220 is formed to extend along the front-rear direction of the vehicle and open upward. The trough structure includes a first longitudinal beam bottom wall 101 and a first longitudinal beam side wall 102. The upper edge of the opening of the front longitudinal beam 100 is folded outward to form a first longitudinal beam extending in the front-rear direction. Beam sidewall flanges 102a, the front cabin beam 220 is formed as an upwardly open trough-like structure, and the end of the trough-shaped structure of the front cabin beam 220 is at least connected to the bottom wall 101 of the first longitudinal beam, so that the front cabin beam 220 is 220 can better stop the movement of the front elements of the vehicle. Optionally, the front cabin cross member 220 may also be connected to the left front longitudinal member and the right front longitudinal member in any other suitable manner.

Correspondingly, the edge at the opening of the trough-like structure of the front cabin beam 220 is folded outward (ie, folded forward or backward) to form a first flange 220a extending in the left-right direction, and the end portion is folded outward ( That is, folded forward or backward) to form a second flange 220b extending in the up-down direction, the end is also formed with a third flange 220c extending in the front-rear direction, wherein the first flange 220a and the first longitudinal beam The side wall flanges 102a are overlapped, the second flanges 220b are overlapped with the side walls 102 of the first longitudinal beam, and the third flanges 220c are overlapped with the bottom wall 103 of the longitudinal beam. In actual manufacturing, each flange is connected to the front longitudinal beam. The connection method of the 100 can be lap joint and welding, so as to improve the connection strength of the front cabin beam 220 and the front longitudinal beam 100, so as to ensure that the front cabin beam 220 can better withstand the impact of the power unit of the vehicle.

The front cabin beam 220 can be formed into a segmented structure to facilitate production. The front cabin beam 220 can include a beam body and end connecting sections connected to both ends of the beam body. The opening width of the trough-shaped structure of the front cabin beam 220 is along the beam. The connecting section from the body to the end is gradually enlarged, so that each flange overlapping with the front side member 100 can be easily processed. In an alternative embodiment, the front cabin cross member 220 may also be formed as a one-piece structure.

Since the collision impact force is mainly concentrated in the rear section of the front side member 100 and then dispersed to the rear of the vehicle through other body structures, the rear section of the front side member 100 needs to have sufficient strength to ensure good transmission of the collision impact force, and The rear section of the front side member 100 is prevented from being deformed and pressed against the front wall panel 320 . Therefore, as shown in FIG. 8 to FIG. 10 , the vehicle body structure may further include the inner connecting plate 410 and the outer connecting plate 420 or one of them, so as to strengthen and straighten the rear section of the front side member 100 .

Specifically, the inner connecting plate 410 is connected to the inner side of the front longitudinal beam 100 and is located between the front cabin beam 220 and the front beam 210 , and the inner connecting plate 410 may also be connected with at least one of the front cabin beam 220 and the front beam 210 In this way, the inner connecting plate 410 can also assist in dispersing the impact force of the collision, so as to avoid excessive bending of the rear section of the front longitudinal member 100 , resulting in the deformation of the front wall 320 and squeezing the space of the passenger compartment.

As shown in FIGS. 8 and 9 , the inner connecting plate 410 may include an inner connecting bottom wall 411, and the inner connecting bottom wall 411 has a first edge of the inner connecting plate, a second edge of the inner connecting plate, and a third inner connecting plate connected end to end in sequence. The edge and the fourth edge of the inner connecting plate, the first edge of the inner connecting plate extends along the front beam 210 and overlaps with the front beam 210 , the second edge of the inner connecting plate extends along the front longitudinal beam 100 and overlaps with the front longitudinal beam 100 , since the front cabin beam 220 is located above the front beam 210 in the up-down direction, the third edge of the inner connecting plate is connected with the first inner connecting side wall 412 extending upwardly at an angle to adapt to the upper and lower sides of the front cabin beam 220 and the front beam 210 The positional relationship of the direction, the first inner connecting side wall 412 overlaps with the front cabin beam 220, the second inner connecting side wall 413 extending upward is connected to the fourth edge of the inner connecting plate, and the second inner connecting side wall 413 is connected with the front beam 220. 210 lap.

In detail, referring to FIG. 9 , the first edge of the inner connecting plate extends outward to form the first overlapping edge 410a of the inner connecting plate extending in the left-right direction, and the upper edge of the second inner connecting side wall 413 is folded outward to form a The first flange 410b of the second inner connecting side wall extending in the front-rear direction, the end of the second inner connecting side wall 413 close to the first edge of the inner connecting plate is folded outward to form a second inner connecting side wall extending in the up-down direction The second flange 410c. in:

The first lap edge 410a of the inner connecting plate is overlapped with the bottom wall 201 of the beam, the first flange 410b of the second inner connecting side wall is overlapped with the opening flange 200a of the beam, and the second flange 410c of the second inner connecting side wall is connected with the beam The side wall 202 is overlapped;

The second edge of the inner connecting plate extends outward to form the second overlapping edge 410d of the inner connecting plate, and the second overlapping edge 410d of the inner connecting plate overlaps with the bottom wall 103 of the longitudinal beam;

The upper edge of the first inner connecting side wall 412 is folded outwards to form a first inner connecting side wall flange 410e, and the first inner connecting side wall flange 410e overlaps with the groove wall of the groove structure of the front cabin beam 220 .

The inner connecting plate 410 may also be provided with a reinforcing structure by welding sheet metal or the like, so as to further strengthen the strength of the rear section of the front longitudinal beam 100 and prevent the rear section of the front longitudinal beam 100 from invading the dash panel 320 due to collision and bending.

As shown in FIG. 8 and FIG. 10 , the outer connecting plate 420 is disposed on the outer side of the front side member 100 and can be connected with the front side member 100 and the front side member 210 so as to strengthen the front side member 100 and be suitable for In the case of a small offset collision of the vehicle, that is, the impact occurs on the outside of the front longitudinal beam 100. At this time, the force on the front longitudinal beam 100 is small, and the effect of collapse and energy absorption is poor, and the wheel bears the impact and retreats to compress the vehicle The A-pillar and the dash panel 320 easily lead to deformation of the body structure and squeeze the passenger compartment.

Since the outer connecting plate 420 is located on the outer side of the front side member 100 and overlaps with the front side member 100 and the front cross member 210, respectively, in a small partial collision, the outer connecting plate 420 can withstand the impact of the wheel and cause the front side member 100 and the front cross member to be impacted. 210 to transmit force, and further, the outer connecting plate 420 can also extend outward to overlap with the rocker inner plate 500, so that the force of the small offset collision can also be transmitted to the rear of the vehicle through the rocker inner plate 500 to reduce the collision Deformation of the vehicle A-pillar and cowl 320 due to impact. When the vehicle is in a collision, when the front longitudinal beam 100 receives a large force, the impact force of the collision can also be dispersed and transmitted through the outer connecting plate 420 to prevent the rear section of the front longitudinal beam 100 from bending and deforming from invading the vehicle dash panel 320 .

Specifically, as shown in FIG. 10 , the outer connecting plate 420 may include an outer connecting bottom wall 421, the outer connecting bottom wall 421 is formed into a quadrilateral, and has a first edge of the outer connecting plate and a second edge of the outer connecting plate connected end to end in sequence , the third edge of the outer connecting plate and the fourth edge of the outer connecting plate, wherein the first edge of the outer connecting plate extends along and overlaps with the front beam 210, and the second edge of the outer connecting plate extends along the front longitudinal beam 100 and Overlapped with the front longitudinal beam 100, the third edge of the outer connecting plate is connected with an upwardly extending outer connecting side wall 422, and the outer connecting side wall 422 is also overlapped with the front longitudinal beam 100, and the fourth edge of the outer connecting plate is along the The rocker inner panel 500 extends and overlaps with the rocker inner panel 500 .

In detail, the first edge of the outer connecting plate extends outward to form the first lap edge 420a of the outer connecting plate extending in the left-right direction, and the first lap edge 420a of the outer connecting plate overlaps with the bottom wall 201 of the beam; the outer connecting plate The second edge extends outward to form the second lap edge 420b of the outer connecting plate extending in the front-rear direction, and the upper edge of the outer connecting side wall 422 is folded outward to form the first flange 420c of the outer connecting side wall. The end of the wall 422 close to the second edge of the outer connecting plate is folded outward to form a second flange 420d of the outer connecting side wall extending in the up-down direction, wherein the second overlapping edge 420b of the outer connecting plate and the bottom wall 103 of the longitudinal beam Overlap; the first flange 420c of the outer connecting side wall is overlapped with the first longitudinal beam flange 100a; the second flange 420d of the outer connecting side wall is overlapped with the longitudinal beam side wall 104; the fourth edge of the outer connecting plate extends outward The fourth lap edge 420e of the outer connecting plate is formed; the end of the outer connecting side wall 422 close to the fourth edge extends outward to overlap with the end of the rocker inner plate 500 . Further, the outer connecting plate 420 is also overlapped with the dash panel 320 through the first flange 420c of the outer connecting side wall.

In this embodiment, as shown in FIG. 8 and FIG. 10 , the outer connecting plate 420 is generally formed into a trapezoidal structure, wherein the length of the second edge of the outer connecting plate is greater than the length of the fourth edge of the outer connecting plate, and the third The edge transitions in a circular arc between the second edge of the outer link plate and the fourth edge of the outer link plate to avoid the wheel. Therefore, in the event of a front collision, the outer connecting plate 420 can disperse the impact force concentrated on the rear section of the front side member 100 to the rear of the rocker inner panel 500 and the vehicle body structure, so as to reduce the impact on the rear section of the front side member 100 . Extrusion strength, and the trapezoidal structure of the outer connecting plate 420 makes the front longitudinal beam 100 have better lateral stability and is not easy to bend.

In order to improve the strength of the outer connecting plate 420, especially to deal with the above-mentioned small offset collision, the outer connecting plate 420 is also provided with a reinforcing structure for bearing the force in the front and rear directions. Specifically, the reinforcing structure may be formed as a reinforcing rib extending from the first edge of the outer connecting plate toward the third edge of the outer connecting plate, the projection of the wheel on the outer connecting plate 420 in the front-rear direction at least partially coincides with the end of the reinforcing rib, To carry the impact of the wheel, the reinforcement structure can alternatively also be formed as sheet metal or filled with CBS (composite reinforcement).

In actual manufacturing, the body structure composed of the front longitudinal beam 100 , the inner connecting plate 410 and the outer connecting plate 420 can have various deformations that can be replaced. Strengthen the rear section of the front longitudinal beam 100 and transmit force. Specifically, the first modification can refer to FIGS. 11 to 13 , in which the vehicle body structure includes a front longitudinal beam 100 and an outer connecting plate 420 , and the inner side of the front longitudinal beam 100 is not supported by the inner connecting plate 410 , but is A first connecting beam 810 and a second connecting beam 820 connected at an angle to each other are arranged on the closed-loop frame enclosed by the cabin beam 220, the left front longitudinal beam, the front beam 210 and the right front longitudinal beam, so as to form a cross force transmission inside the closed-loop frame, And the closed-loop frame can be divided into a plurality of sub-frames internally, so as to increase the strength of the closed-loop frame and form a support for the closed-loop frame. Specifically, as shown in FIG. 11 and FIG. 12 , the first connecting beam 810 and the second connecting beam 820 may be formed as X-shaped connecting beams, and the four ends of the X-shaped connecting beams respectively overlap with the corners of the closed-loop frame. connected to strengthen the strength at the corners of the closed-loop frame; or as shown in FIG. 13 , the first connecting beam 810 and the second connecting beam 820 are formed as a cross-shaped connecting beam, wherein the first connecting beam 810 extends in the front-rear direction and two The ends are respectively overlapped with the front cabin beam 220 and the front beam 210, and the second connecting beam 820 extends along the left and right sides and overlaps with the left front longitudinal beam and the right front longitudinal beam respectively, so as to increase the force transmission path when the vehicle collides; or connect The beam 800 is formed as a V-shaped connecting beam, wherein the front ends of the first connecting beam 810 and the second connecting beam 820 are respectively overlapped at the connection positions of the front cabin beam 220 and the front longitudinal beam 100, and the rear ends are overlapped at the front beam. 210 , so that the first connecting beam 810 and the second connecting beam 820 respectively form a herringbone support structure with the corresponding outer connecting plate 420 . Specifically, the first connection beam 810 and the second connection beam 820 may have various connection forms. For example, the first connection beam 810 and the second connection beam 820 may be formed as a split structure, as shown in FIG. 12 and FIG. 13 , The first connecting beam 810 is provided with a mounting groove 811 intersecting with the extending direction of the first connecting beam 810, and the second connecting beam 820 is overlapped with the first connecting beam 810 through the mounting groove 811; The two connecting beams 820 are integrally formed (refer to FIG. 11 ) to simplify the assembly process.

The second modification is shown in Figures 14 and 15, wherein the body structure includes a front longitudinal beam 100 and an outer connecting plate 420, and the left front longitudinal beam and the right front longitudinal beam are also connected with a front cabin middle beam 270. The front cabin The middle beam 270 is located between the front cabin beam 220 and the front beam 210 at intervals, so as to increase the support for the rear section of the front longitudinal beam 100, in order to increase the collision force transmission path of the front part of the vehicle, and further improve the front cabin beam 220, the left front The strength of the closed-loop frame enclosed by the longitudinal beam, the front beam 210 and the right front longitudinal beam, there are also two connecting beams 800 connected between the front cabin beam 220 and the front beam 210, and the two connecting beams 800 respectively intersect with the beam 270 in the front cabin , so that the collision impact force concentrated on the rear section of the front longitudinal beam 100 can be dispersed on the front cabin beam 220 , the front cabin middle beam 270 , the connecting beam 800 and the front beam 210 , so as to avoid the collapse of the rear section of the front longitudinal beam 100 . dash panel 320.

Specifically, the two connecting beams 800 may be arranged at an angle. For example, as shown in FIG. 14 and FIG. 15 , the corners formed by the two connecting beams 800 form a triangle with the front cabin beam 220 or the front beam 210 so as to pass through the triangular shape. The stability forms a triangular reinforcement structure. Alternatively, the two connecting beams 800 may also extend in the front-rear direction and be arranged in parallel.

In detail, the connecting beam 800 may have any appropriate structure. For example, in the embodiment shown in FIG. 14 , the connecting beam 800 forms a U-shaped groove structure opening upward, and includes a bottom wall 801 and two side walls 802 . The U-shaped groove structure The two ends of the side wall 802 are respectively folded outward to form a connecting beam flange 800a extending up and down, and the end of the bottom wall extends outward to form a connecting beam lap 800b along the left and right direction, wherein the bottom wall 801 and the front The beam 270 in the cabin is overlapped, the connecting beam flange 800a and the connecting beam overlapping edge 800b at one end are overlapped with the groove wall of the groove structure of the front cabin beam, and the connecting beam flange 800a at the other end is overlapped with the beam side wall 202 , the lap edge 800b of the connecting beam overlaps with the bottom wall 201 of the beam; the beam 270 in the front cabin is formed as a groove-shaped structure that opens upward, and the upper edge of the opening of the groove-shaped structure of the beam 270 in the front cabin is folded outwards to form The opening flanges 270a of the cross member in the front cabin extending in the left-right direction are overlapped with the bottom wall 801.

The third modification is shown in FIG. 16 , the front longitudinal beam 100 is bent inward from the connection position of the front cabin beam to form an inwardly curved section, and the inwardly curved section extends rearward to the front beam 210, in order to form a pair of front longitudinal beams 100 for the support of the rear section, a connecting beam 800 may also be provided on the outside of the inwardly curved section. The connecting beam 800 is arranged between the front longitudinal beam 100 and the front cross beam 210, and is arranged in a herringbone shape with the inwardly curved section to form an inward facing The support of the curved section has the effect of strengthening the rear section of the front longitudinal beam.

17 to 25 , the front longitudinal beam 100 is bent outward from the connection position of the front cabin beam 220 to form an outer curved section, and the outer curved section extends rearward to the front beam 210 . Further, the closed-loop frame enclosed by the front cabin beam 220, the outer curved section of the front longitudinal beam 100 and the front beam 210 may be provided with inner reinforcements to enhance the strength of the closed-loop frame. Specifically, the inner reinforcements are connected at least in Between any two of the front longitudinal member 100 , the front cross member 210 and the front cabin cross member 220 . In the embodiments shown in FIGS. 19 and 20 , the inner reinforcement may be formed as a connecting beam 800 disposed on the inner side of the outer curved section, the connecting beam 800 being disposed between the front longitudinal beam 100 and the front cross beam 210 , and being connected with the outer curved section. The segments are arranged in a herringbone pattern. Specifically, as shown in FIG. 20 , the connecting beam 800 is formed into a zigzag structure with an upward opening, and the upper edge of the opening of the zigzag structure is folded outward to form a first extending along the length direction of the connecting beam 800 . The connecting beam flange 800a, the two ends of the zigzag structure are respectively folded outward to form the second connecting beam flange 800b, wherein the second connecting beam flange 800b at one end extends along the up-down direction and the left-right direction respectively to connect with the front beam. 210 is overlapped, and the second connecting beam flange 800b at the other end extends along the up-down direction and the direction of the outer bending section respectively, and overlaps with the outer bending section.

The rear end of the outer curved section may only overlap with the front beam 210 , referring to the embodiment shown in FIG. 17 . Alternatively, as shown in FIG. 18 to FIG. 21 , the outer curved section can also be bent and extended outward and overlapped with the rocker inner panel 500 . In this embodiment, it can be understood that the front longitudinal beam 100 is integrated with the outer connecting plate 420 . The outer curved section is formed to be suitable for the above-mentioned small offset collision conditions. Specifically, the outer curved section is formed as a first trough-shaped structure that opens upward, and includes a longitudinal beam inner side wall 104A and a longitudinal beam outer side wall 104B and The longitudinal beam bottom wall 103 connecting the longitudinal beam inner side wall 104A and the longitudinal beam outer side wall 104B, the ends of the longitudinal beam bottom wall 103 are respectively formed with longitudinal beam bottom wall first lap edges 100c extending in the left-right direction and longitudinal beam bottom walls along the front-rear direction. The extended second lap edge 100d of the bottom wall of the longitudinal beam, wherein the first lap 100c of the bottom wall of the longitudinal beam is overlapped with the bottom wall 201 of the beam, and the second lap 100d of the bottom wall of the longitudinal beam is overlapped with the inner panel 500 of the rocker , and the outer side wall 104B of the side member is bent and extended outward to overlap with the end of the rocker inner panel 500 .

Alternatively, the outer curved sections can also be supported by the beam 270 in the front cabin. Specifically, as shown in FIG. 21 and FIG. 22 , the beam 270 in the front cabin is formed as a groove-like structure that opens upward, and the beam 270 in the front cabin is formed as a groove-like structure. The upper edge of the opening of the trough structure is folded outwards to form the first flanges 270a of the front cabin mid-beam extending in the left-right direction, and the ends are respectively formed with the front cabin mid-beam second flanges 270b extending in the up-down direction. and the third flange 270c of the beam in the front cabin extending along the outer curved section, the first flange 270a of the beam in the front cabin, the second flange 270b of the beam in the front cabin, and the third flange 270c of the beam in the front cabin are respectively related to the outer bend. segment lap.

In order to distribute the collision impact force evenly, a connecting beam 800 extending in the front-rear direction may be connected between the front cabin beam 220 and the front cabin middle beam 270. The front end of the connecting beam 800 overlaps with the front cabin beam 220, and the rear end is connected with The cross member 270 in the front cabin is overlapped. Specifically, as shown in FIG. 23 , the connecting beam 800 is formed into a zigzag structure with an upward opening, and the upper edge of the opening of the zigzag structure is folded outward to form a first connecting beam flange 800a extending in the front-rear direction. , the ends of the zigzag structure are folded to form the second connecting beam flanges 800b extending in the up-down direction and the left-right direction, respectively. It is overlapped with the front cabin beam 220 and the front cabin middle beam 270 .

The vehicle body structure may also include a front cabin front cross member 280 to increase the force transmission path and enhance the strength of the front part of the vehicle, thereby reducing the collision deformation of the vehicle body and protecting the safety of occupants and battery packs. In the embodiment shown in FIGS. 24 and 25 , the front cabin front beam 280 is connected to the left front longitudinal beam and the right front longitudinal beam and is arranged in front of the front cabin beam 220 at intervals. The front cabin beam 220 and the front cabin front beam 280 are between There are also supporting beams 830 connected between them, and there are two supporting beams 830 and the two supporting beams 830 are arranged at an angle and form a triangular reinforcing structure with the front cabin front beam 280 or the front cabin beam 220; or the supporting beams 830 are formed as X The four ends of the X-shaped beam are respectively overlapped with the four corners of the closed-loop frame enclosed by the front cabin front beam 280, the left front longitudinal beam, the front cabin beam 220 and the right front longitudinal beam.

In order to disperse the collision impact to the rear of the vehicle and reduce the deformation amount of the front of the vehicle body, the vehicle body structure may further include a rocker inner panel 500 and/or a floor rail 110, and the front cross member 210 may be connected with the rocker inner panel 500 and the floor longitudinal member. One or both of the beams 110 are overlapped to increase the strength of the vehicle body structure, and can transmit the collision impact to the rear of the vehicle body structure, reducing the deformation of the front part of the vehicle.

As the first possible implementation of the force transmission path, as shown in FIGS. 26 to 30 , two rocker inner panels 500 are arranged at intervals along the left-right direction, and the rocker inner panels 500 are located on the outer sides of the corresponding floor panels 300 respectively. 29 and 30, in this embodiment, both ends of the front cross member 210 are respectively connected to the rocker inner panel 500. Specifically, the rocker inner panel 500 is formed as a U-shaped groove structure with an opening facing outward and includes a relative The inner panel top wall 501 and inner panel bottom wall 502 are provided, and the inner panel side wall 503 is connected between the inner panel top wall 501 and the inner panel bottom wall 502, and the end of the beam side wall 202 of the front beam 210 faces inward Fold over to form the end flange 200b of the beam, and the end of the bottom wall 201 of the beam extends outward to form the lap 200c of the bottom wall of the beam. The wall lap edge 200c overlaps with the bottom wall 502 of the inner panel to ensure that the connection between the front cross member 210 and the inner panel 500 of the door sill is not easy to fail, so as to better disperse the impact force of the collision and avoid large deformation of the body structure.

In order to strengthen the floor panel, the vehicle body structure may further include a floor stringer 110 located on the inner side of the rocker inner panel 500. Specifically, the floor stringer 110 is fixedly connected to the lower surface of the floor panel 300 and overlapped with the rocker inner panel 500, thereby making The floor panel 300 is installed with body beams in the left-right and front-rear directions of the vehicle, which can strengthen the floor panel 300 and avoid excessive deformation of the floor panel 300 in collisions (including front and side collisions). As shown in FIGS. 27 and 28 , the front ends of the floor longitudinal beams 110 are respectively overlapped with the bottom wall 201 of the transverse beam, the side walls 202 of the transverse beam and the opening flange 200a of the transverse beam. Specifically, the ends of the floor longitudinal beams 110 are formed to open upward. A trough-like structure and comprising a floor stringer inner side wall 112A and a floor stringer outer side wall 112B and a floor stringer bottom wall 111 connecting said floor stringer inner side wall 112A and said floor stringer outer side wall 112B, the floor stringer 110 The upper edge at the opening of the trough-like structure is folded outwards to form a top flange 110a of the inner side wall of the floor stringer and a flange 110b of the outer side wall of the floor stringer extending in the front-rear direction, respectively, and the floor stringer 110 passes through the inner side wall of the floor stringer. The top flange 110a is fixed on the lower surface of the floor panel 300, the end of the floor stringer inner side wall 112A is folded inward to form the floor stringer inner side wall end flange 110c extending in the up-down direction, and the floor stringer bottom wall The ends of 111 extend outward to form the floor stringer bottom wall overlapping edge 110d extending in the left-right direction, wherein the floor stringer inner side wall top flange 110a is overlapped with the beam opening flange 200a, and the floor stringer inner side wall end The bottom flange 110c is overlapped with the lateral beam side wall 202, the floor longitudinal beam bottom wall overlapping edge 110d is overlapped with the beam bottom wall 201, and the floor longitudinal beam 110 is also connected with the inner panel bottom wall 502 through the floor longitudinal beam outer side wall flange 110b. lap. In this embodiment, any two of the front cross member 210 , the floor side member 110 and the rocker inner panel 500 have a connection relationship. Therefore, when the vehicle collides with a frontal collision, the impact force of the front side member 100 is transmitted to the front side. The cross member 210 is transmitted from the front cross member 210 to the floor longitudinal member 110 and the rocker inner panel 500 respectively, and the floor longitudinal member 110 is overlapped with the rocker inner panel 500. At the connection position of the user, the anti-collision ability of the connection position is improved.

In order to make the connection between the front cross member 210 and the floor longitudinal member 110 stronger and improve the durability of the vehicle body structure, a reinforcing beam is connected at the intersection of the front cross member 210 and the floor longitudinal member 110 to form a triangular reinforcement structure, that is, the reinforcing beam and the front cross member 210 The corners formed with the floor longitudinal beams 110 together form a triangular shape, so that the vehicle body structure has a higher anti-collision capability. Alternatively, the reinforcing beam can also be an L-shaped beam, so as to form a substantially rectangular frame structure together with the corners formed by the front cross member 210 and the floor longitudinal beam 110, so as to increase the strength of the corner connection of the body structure and increase the transmission capacity. force path.

The advantage of the connection method provided by this embodiment is that when the vehicle collides with the front, the end of the floor rail 110 can abut the front cross member 210 to prevent the front cross member 210 from moving backwards, squeezing other components of the body structure or driving the floor panel. 300 Invade the crew compartment. Similarly, when the vehicle collides sideways, the front cross member 210 can stop the rocker inner panel 500 to prevent the rocker inner panel 500 from being squeezed inward and driving the floor rail 110 to move toward the inner side of the vehicle body structure, so as to protect the inner side of the floor rail 110 . Other components and passenger compartments enhance the crash safety performance of the vehicle.

When the front cross member 210, the floor longitudinal member 110 and the rocker inner panel 500 are used as part of the force transmission structure of the body structure, the connection method of the three can improve the strength of the corner connection of the body structure, ensure that the body structure is not prone to collision and deformation, and improve the performance of the body structure. The anti-collision capability of the vehicle.

As a second possible implementation of the force transmission path, as shown in FIG. 31 and FIG. 32 , the front cross member 210 , the floor rail 110 and the rocker inner panel 500 can also be connected by the intermediate connecting plate 440 to reduce the three connection difficulty. Specifically, the middle connecting plate 440 includes a substantially rectangular middle connecting bottom wall 441, and the middle connecting bottom wall 441 has a first edge, a second edge, a third edge and a fourth edge which are connected end to end in sequence. The first connecting side wall 442, the second connecting side wall 443 and the fourth connecting side wall 444 extending upward are respectively connected to the two edges and the fourth edge, and the upper edges of the connecting side walls are respectively folded outward to form a front-to-rear direction. The extending first side wall flange 442a, the second side wall flange 443a extending in the left-right direction, and the fourth side wall flange 444a extending in the left-right direction, the middle connecting plate 440 is connected to the floor panel 300 through the side wall flange , so that the intermediate connecting plate 440 can be better fixed on the lower surface of the floor panel 300 . In detail, the beam opening flange 200a of the front beam 210 is overlapped with the first side wall flange 442a, the beam end flange 200b is overlapped with the first connecting side wall 442, and the bottom wall overlapping edge 200c of the beam is overlapped with the middle connecting bottom The wall 441 is overlapped; the top flange 110a of the inner side wall of the floor stringer 110 is overlapped with the second side wall flange 443a, and the end flange 110c of the inner side wall of the floor stringer is overlapped with the second connecting side wall 443, The lap edge 110d of the bottom wall of the floor longitudinal beam overlaps with the middle connecting bottom wall 441; the ends of the second connecting side wall 443 and the fourth connecting side wall 444 close to the third edge are respectively folded outward to form a vertical extending in the vertical direction. The second side wall end flange 443b and the fourth side wall end flange 444b, the third edge is formed with a middle connecting bottom wall lap 441a extending in the front-rear direction, wherein the second side wall end flange 444b and the fourth side wall end flange 444b are respectively overlapped with the inner panel sidewall 503 of the rocker inner panel 500, and the middle connecting bottom wall overlap edge 441a is overlapped with the inner panel bottom wall 502. In the present embodiment, when the vehicle collides with a frontal collision, the impact force of the collision received by the front side member 100 is transmitted to the front cross member 210 , and then transmitted from the front cross member 210 to the intermediate connecting plate 440 , and is dispersed to the floor longitudinal direction by the intermediate connecting plate 440 Beam 110 and rocker inner panel 500 .

As a third possible implementation of the force transmission path, as shown in FIGS. 33 and 34 , both ends of the front cross member 210 are overlapped with the floor rail 110 , and the rocker inner panel 500 is connected to the outside of the floor rail 110 and is connected with the floor rail 110 . The front cross beams 210 are arranged at intervals, that is, the front cross beam 210 and the rocker inner panel 500 are respectively connected to two sides of the floor longitudinal beam 110 . Specifically, the opening flange 200a of the beam is overlapped with the top flange 110a of the inner side wall of the floor longitudinal beam, the end flange 200b of the beam is overlapped with the inner side wall 112A of the floor longitudinal beam, and the overlapping edge 200c of the bottom wall of the beam is overlapped with the bottom wall of the floor longitudinal beam. 111 is overlapped; the outer side wall flange 110b of the floor longitudinal beam is overlapped with the bottom wall 502 of the inner panel. In the present embodiment, when the vehicle collides with a frontal collision, the impact force of the collision received by the front side member 100 is transmitted to the front cross member 210 , and is sequentially transmitted to the floor side member 110 and the rocker inner panel 500 , and the floor side member 110 is also Limiting protrusions 114 ( FIG. 34 ) may be formed to stop the rearward movement of the front cross member 210 in the event of a frontal collision.

In other possible implementations, the overlapping manner of the floor longitudinal beam 110 and the front cross beam 210 may also be formed such that the front end of one floor longitudinal beam 110 is overlapped on the front beam 210, and one end of the front beam 210 is connected to another floor The longitudinal beam 110, or the front cross beam 210 and the two floor longitudinal beams 110 are cross-connected, and these deformations should fall within the protection scope of the present disclosure.

As a fourth possible implementation of the force transmission path, as shown in FIGS. 35 to 37 , in which the front cross member 210 is not in direct contact with the floor longitudinal member 110 and the rocker inner panel 500 , specifically, the front cross member 210 is in contact with the floor longitudinal member The beams 110 have a first gap G1 between them, and the first gap G1 is configured so that one of the front cross beams 210 can contact the other after collision deformation. Therefore, during a frontal collision or a side collision, one of the front cross member 210 and the floor longitudinal member 110 is in contact with the other due to the collision deformation, thereby dispersing the collision energy through the contact force transmission, preventing one of them from bearing a large impact and driving the floor panel 300 deforms substantially, intruding into the passenger compartment or squeezing other elements located below the floor panel 300, such as battery packs. Specifically, the size of the first gap G1 may be 2 cm-30 cm, so that the vehicle body structure can have a reasonable amount of collapse during a collision.

Two ends of the front cross beam 210 and the floor longitudinal beam 110 may be respectively provided with reinforcing structures for bearing the impact of collision. Referring to FIGS. 35 to 37 , an end connecting plate 113 is connected to the end of the floor longitudinal beam 110 . The end connecting plate 113 can not only strengthen the floor longitudinal beam 110 , reduce the deformation of the longitudinal beam during collision, but also can use the end connecting plate 113 to strengthen the floor longitudinal beam 110 It overlaps with the rocker inner panel 500 , so that the rocker inner panel 500 can disperse the collision impact acting on the floor longitudinal beam 110 . In the present embodiment, the rocker inner panel 500 and the ends of the front cross member 210 further have a second gap G2 in the left-right direction, and the second gap G2 is configured so that the rocker inner panel 500 is deformed inwardly in the left-right direction (for example, the vehicle side ) can contact the front cross member 210 at the time of the collision, thereby transmitting the impact of the collision to the rear of the vehicle structure. Specifically, the size of the second gap G2 may be 2cm-53cm.

The first gap G1 can be formed in various ways. For example, in the embodiment shown in FIG. 35 , the end of the front cross member 210 is located directly in front of the end of the floor rail 110 in the front-rear direction to form the first gap G1, So that when the vehicle is in a frontal collision, the front cross member 210 is moved backward by the impact of the collision and is in contact with the end of the floor rail 110, thereby transferring the impact force of the collision to the floor rail 110 and the rocker inner panel 500, thereby reducing the front The cross member 210 is deformed, and the front cross member 210 is stopped from moving rearward, thereby protecting the passenger compartment and the battery pack.

In an alternative embodiment, as shown in FIG. 36 , the end of the front cross member 210 is located inside the floor rail 110 in the left-right direction and forms the first gap G1 , and at this time the first gap G1 and the second gap G2 are coincident In this embodiment, when the vehicle collides sideways, the rocker inner panel 500 can drive the floor rail 110 to move toward the inside of the vehicle in the left-right direction and contact the end of the front cross member 210 after being impacted by the collision, thereby reducing the impact force of the collision It is transmitted to the front cross member 210 to reduce the deformation of the sill inner panel 500 and the floor rail 110, and can also stop the floor rail 110 from continuing to move inward to protect the battery pack.

In another alternative embodiment, as shown in FIG. 37 , a collision member 211 is extended rearwardly on the front cross member 210 , and the collision member 211 is located inside the floor longitudinal beam 110 in the left-right direction, and the first gap G1 is formed in the collision Between the member 211 and the floor rail 110, the second gap G2 is formed between the end of the front cross member 210 and the rocker inner panel 500. When the vehicle collides sideways, the collision member 211, the floor rail 110, the end of the front cross member 210 and the At least one group of the rocker inner panels 500 can contact force transmission, and the collision piece 211 can not only play the role of strengthening the front cross member 210, but also can stop the floor longitudinal beam 110 from moving to the inner side of the body structure, thereby increasing the collision force transmission path. contact position, thereby improving the crash resistance of the body structure. The impact member 211 may have any suitable structure, for example, in the embodiment shown in FIG. 37 , the impact member 211 is formed as a crash reinforcement plate formed as a hat-like structure including a raised cap plate 211A and the brim 211B surrounding the hat plate 211A, so that the collision piece 211 has at least two square-shaped cross-sections that are perpendicular to each other, so as to improve the strength of the collision piece 211, so that the collision piece 211 can withstand a larger impact, so that the The ground stops the floor rail 110, and the collision piece 211 is overlapped on the front cross member 210 through the brim 211B.

In the several embodiments of the above-mentioned force transmission paths, when a front collision occurs, the impact force of the collision is mainly concentrated at the rear end of the front side member 100 and is dispersed to the body structures located on both sides of the body structure through the front side member 210, such as the inner panel of the rocker 500, floor stringers 110, etc. In other embodiments provided by the present disclosure, the impact force may also be transmitted from the rear end of the front longitudinal member 100 to the front cabin cross member 220 and dispersed to the rear of the vehicle body structure through the front cabin cross member 220 .

Specifically, as shown in FIGS. 38 to 42 , a fifth embodiment in which the vehicle body structure disperses the collision force is provided. The front cabin beam 220 is installed at the rear ends of the left front longitudinal beam and the right front longitudinal beam, that is, the front longitudinal beam 100 ends at the front cabin beam 220, and a force transmission structure is connected between the front cabin beam 220 and the front beam 210 to pass the The force transmission structure transmits the crash impact force from the front side member 100 to the bearing frame 700 . Specifically, the force transmission structure can be formed as a connecting plate 430, the front end of the connecting plate 430 is overlapped on the front cabin beam 220, and the rear end is overlapped on the front beam 210, so that the collision force can be transmitted from the front through the connecting plate 430. The cabin beam 220 is transmitted to the front beam 210, and the top surface (ie, the surface with the highest height) of the connecting plate 430 can also be connected to the floor panel 300 to increase the connection strength of the force transmission structure.

In order to facilitate overlapping with the front longitudinal beam 100 and the connecting plate 430 respectively, the two ends of the front cabin beam 220 are provided with connecting parts overlapping with the front longitudinal beam 100 and the connecting plate 430 respectively. The specific structure of the connecting part and its connection with the front longitudinal beam The connection relationship between the beam 100 and the connecting plate 430 can be any appropriate design method according to actual needs.

In this embodiment, the connecting portion is formed as a groove-like structure that opens upward and includes a connecting bottom wall 221 and a front side wall 222 and a rear side wall 223 that are opposite to each other in the front-rear direction. The edges are folded outward to form front side wall flanges 222a and rear side wall flanges 223a extending in the left and right directions, respectively. On the connecting bottom wall 221 , the connecting plate 430 is overlapped on the rear side wall 223 , the rear side wall flange 223 a and the connecting bottom wall 221 respectively.

Correspondingly, referring to FIGS. 39 and 40 , the rear end of the front side member 100 is formed into a groove-like structure that is open upward and includes a side member inner side wall 104A, a side member bottom wall 103 and a side member outer side wall 104B, and the side member inner side wall 104A The upper edge of the longitudinal beam is folded outwards to form the first longitudinal beam inner side wall flange 104a extending in the front-rear direction, and the end of the longitudinal beam inner side wall 104A is folded outward to form the second longitudinal beam inner wall flange extending in the up-down direction. Side 104b, the end of the longitudinal beam bottom wall 103 extends outward to form the longitudinal beam bottom wall overlapping edge 100c extending in the left-right direction, and the end of the longitudinal beam outer side wall 104B extends outward to form the longitudinal beam outer side wall overlapping edge 104c, wherein the inner side wall flange 104a of the first longitudinal beam is overlapped with the front side wall flange 222a, the second longitudinal beam inner side wall flange 104b is overlapped with the front side wall 222, and the longitudinal beam bottom wall overlapping edge 100c is connected to the longitudinal beam 104c. The lap edges 104c of the outer side walls of the beam are respectively overlapped with the connecting bottom wall 221. Specifically, in order to facilitate the overlapping with the front longitudinal beam 100, the end of the connecting bottom wall 221 can be folded upward to form an outer end extending in the front-rear direction. A wall 224, the outer end wall 224 is connected between the front side wall 222 and the rear side wall 223, and the outer side wall lap edge 104c of the longitudinal beam overlaps the outer end wall 224 (refer to FIG. 40).

As shown in FIG. 40 and FIG. 41 , the front end of the connecting plate 430 is formed as a groove-like structure opening upward, including a first inner side wall 432A, a first bottom wall 431 and a first outer side wall 432B, and the upper edge of the first inner side wall 432A The first inner side wall 430a is folded outward to form a first flange 430a extending in the front-rear direction, and the end of the first inner side wall 432A is folded outward to form a first inner side wall second flange 430b extending in the up-down direction. The end portion of the first bottom wall 431 extends outward to form a first bottom wall lap 430c extending in the left-right direction, and the end portion of the first outer side wall 432B extends outward to form a first outer side wall lap extending in the up-down direction. The joint 430d, wherein the first inner side wall 430a overlaps with the rear side flange 223a, the first inner side wall second flange 430b overlaps with the rear side wall 223, and the first bottom wall lap 430c The overlapping edges 430d with the first outer side wall are respectively overlapped with the connecting bottom wall 221. Specifically, in order to facilitate the overlapping with the connecting plate 430, the end of the connecting bottom wall 221 can be folded upward to form an outer edge extending in the front-rear direction. The end wall 224, the outer end wall 224 is connected between the front side wall 222 and the rear side wall 223, and the first outer side wall overlapping edge 430d is overlapped with the outer end wall 224 (refer to FIG. 40).

As shown in FIG. 42 , the rear ends of the connecting plates 430 are respectively overlapped on the bottom wall 201 of the beam, the side wall 202 of the beam and the flange 200a of the opening of the beam. The rear end of the connecting plate 430 is formed as a groove-like structure opening upward, including a second bottom wall 433 and two second side walls 434 arranged opposite to each other. The upper edge of the opening of the groove-like structure at the rear end of the connecting plate 430 is turned outward. folded to form the second side wall first flange 430e extending in the front-rear direction, the end of the second side wall 434 is folded outward to form the second side wall second flange 430f extending in the up-down direction, the second bottom The end of the wall 433 extends outward to form a second bottom wall overlapping edge 430g extending in the left-right direction, wherein the first flange 430e of the second side wall overlaps with the opening flange 200a of the beam, the second side wall second The flange 430f is overlapped with the side wall 202 of the beam, and the second bottom wall overlap edge 430g is overlapped with the bottom wall 201 of the beam.

The number of connecting plates 430 between the front cabin beam 220 and the front beam 210 can be arbitrarily set. For example, in the embodiments shown in FIGS. 38 to 42 , the force transmission structure between the front cabin beam 220 and the front beam 210 is composed of multiple The connecting plates 430 are formed, and the connecting plates 430 are two and are symmetrically arranged about the vertical bisector of the front cross member 210;

Alternatively, referring to FIG. 43 , there may be three connecting plates 430 , wherein the connecting plate 430 in the middle is located on the vertical bisector of the front beam 210 , and the connecting plates 430 on the left and right sides are symmetrical with respect to the connecting plate 430 in the middle set up;

Alternatively, referring to FIGS. 44 to 46 , there are two connecting plates 430 and are arranged symmetrically about the vertical bisector of the front cross member 210 , and a herringbone ( FIG. 44 ) or a figure eight ( FIG. 45 ) is arranged between the two connecting plates 430 Or X-shaped connecting beam ( FIG. 46 ), the front end of the herringbone or figure-eight or X-shaped connecting beam is connected with the front cabin beam 220 , and the rear end is connected with the front beam 210 .

In order to ensure that the connecting plate 430 has sufficient strength, in each embodiment provided by the present disclosure, a continuous groove-like structure is formed between the front end and the rear end of the connecting plate 430. In other alternative embodiments, for example, in the When the connecting plate 430 has sufficient strength, the front and rear ends of the connecting plate 430 may be groove-like structures formed at intervals at both ends of the connecting plate 430 to facilitate processing of flanging and overlapping with other body beams or rocker inner panels.

Through this technical solution, the impact energy of the front collision is transmitted to the connecting plate 430 through the front cabin beam 220, and continues to be dispersed to the front beam 210 and other beams behind the vehicle body structure, thereby improving the collision safety performance of the vehicle.

As shown in FIGS. 47 and 48 , a sixth embodiment of dispersing the impact force of the vehicle body structure is provided, in which the front side member 100 terminates at the front cabin cross member 220 and between the front cabin cross member 220 and the rocker inner panel 500 A force transmission structure is connected. In this embodiment, the connection method between the front cabin beam 220 and the front longitudinal beam 100 and the front end of the connecting plate 430 is the same as that in the second embodiment. Repeat. In order to adapt to the design of the overall structure of the vehicle, the connecting plate 430 is bent outwards from the front cabin beam 220 so that its rear end overlaps the inner bottom wall 502 and the inner side wall 503 of the rocker inner panel 500, and the connecting plate The top surface of 430 is also attached below floor panel 300 . Specifically, the connecting plate 430 is bent outward from the front cabin beam 220 and is connected to the rocker inner panel 500 , and the connecting plate 430 is a zigzag structure opened upward, and the top surface of the zigzag structure is connected to the floor panel 300 on the lower surface.

As shown in FIG. 48 , the rear end of the connecting plate 430 is formed into a groove-like structure opening upward, including a second inner side wall 434A, a second bottom wall 433 and a second outer side wall 434B, and the end of the second inner side wall 434A is outward Fold over to form a second inner side wall flange 430f extending in the up-down direction, the end of the second bottom wall 433 extends outward to form a second bottom wall lap 430g extending in the front-rear direction, and the second inner side wall flange 430f overlaps with the inner panel side wall 503, the second bottom wall lap edge 430g overlaps with the inner panel bottom wall 502, and the end of the second outer side wall 434B extends outward to overlap with the end of the rocker inner panel 500 . The front cross member 210 and the rocker inner panel 500 are connected to the rear of the reinforcing plate 430 to form a support for the rocker inner panel 500 and distribute force.

In this embodiment, the front end of the connecting plate 430 transitions to the rear end in an arc to avoid the wheel.

As shown in FIGS. 49 and 50 , a seventh embodiment of the vehicle body structure dispersing the impact force is provided, in which the front longitudinal member 100 terminates at the front cabin cross member 220 and between the front cabin cross member 220 and the floor longitudinal member 110 The connection has a force transmission structure. In this embodiment, the connection method of the front cabin beam 220 to the front longitudinal beam 100 and the front end of the connecting plate 430 is the same as that of the second embodiment. Specifically, please refer to the connection methods in FIGS. 38 to 41 , which will not be repeated here. The connecting plate 430 is bent outwardly from the front cabin cross member 220 and is connected to the floor rail 110 at the rear end. Specifically, the connecting plate 430 is a zigzag structure that opens upwards, and the top surface of the zigzag structure is connected to the lower surface of the floor panel 300 , and the rear end of the connecting plate 430 is formed into a groove-shaped structure that opens upwards , the contour of the inner wall of the trough-like structure at the rear end is the same as the contour of the outer wall of the end of the floor stringer 110 and is sleeved with each other. The inner walls have the same contour and are nested with each other. In order to optimize the use of the space below the floor panel 300, eg for the installation of battery packs.

The vehicle body structure may further include a carrying frame 700 for mounting the battery tray 600 carrying the battery pack. Specifically, as shown in FIG. 51 and FIG. 52 , the carrying frame 700 may at least include the front mounting beam 210 of the battery pack, the vehicle body The longitudinal beam and the rear mounting beam 230 of the battery pack, wherein the front mounting beam 210 of the battery pack and the rear mounting beam 230 of the battery pack are both fixed on the lower surface of the floor panel 300, and the longitudinal beam of the vehicle body is connected to the floor panel 300. The installation beams 210 are arranged at intervals behind the front cabin beam 220 and are installed close to the dash panel 320. It should be noted that “close” here refers to the installation of the beams 210 in front of the battery pack among all the beams installed under the floor panel 300. The distance in the front-rear direction with the dash panel 320 is the shortest. The rear mounting beam 230 of the battery pack is arranged at intervals behind the front mounting beam 210 of the battery pack, and there are two longitudinal beams of the vehicle body. The two longitudinal beams of the vehicle body are arranged at intervals in the left-right direction and are at least partially located at the front mounting beam 210 of the battery pack and the battery pack. The rear installation beams 230 define the installation space of the battery tray 600 . Specifically, the vehicle body longitudinal beams may include battery pack mounting longitudinal beams 110 fixed on the lower surface of the floor panel 300 and/or rocker inner panels 500 fixed on the side edges of the floor panel 300, that is, the battery tray 600 may be fixed on the battery pack mounting longitudinal beams 110, it can also be fixed on the sill inner panel 500 or both at the same time, so as to arrange the installation points according to different structures of the battery tray 600, wherein the battery pack installation stringer can be a new component of the present disclosure, and The sill inner panel is an original part of the body structure. In other embodiments, the battery pack front mounting beam 210 , the battery pack mounting longitudinal beam 110 and the battery pack rear beam 230 are also referred to as the front beam 210 , the floor longitudinal beam 110 and the floor rear beam 230 in sequence.

The carrying frame 700 may be a frame structure formed by the front mounting beam 210 of the battery pack, the two battery pack mounting longitudinal beams 110 and the rear mounting beam 230 of the battery pack, or the embodiment shown in FIG. 51 and FIG. The battery pack mounting rail 110 includes a first battery pack mounting rail 110A and a second battery pack mounting rail 110A respectively connected to both ends of the battery pack front mounting rail 210 , and the body structure further includes a rear rail 120 . The rear rail 120 The first rear longitudinal beam and the second rear longitudinal beam are respectively connected to the rear ends of the corresponding battery pack mounting beams 110, and the battery pack rear mounting beam 230 is connected between the rear longitudinal beams 120, so that the rear longitudinal beams 120 have respective The front section 121 of the rear longitudinal beam and the rear section 122 of the rear longitudinal beam located on the front and rear sides of the rear mounting beam 230 of the battery pack, the bearing frame 700 is formed as the front mounting beam 210 of the battery pack, the first mounting beam 110A of the battery pack, the first mounting beam 110A of the battery pack, the first and the second connecting beam 210 of the battery pack. A rear longitudinal beam front section 121A, a battery pack rear mounting beam 230 , a second rear longitudinal beam front section 121B and a battery pack mounting longitudinal beam 110B to ensure full utilization of the lower space of the floor panel 300 . Specifically, the beams and the longitudinal beams of the bearing frame 700 can be connected by lap jointing, welding, screwing, etc., or can be connected by adding connectors and other technical means known in the art, which are not specifically limited in the present disclosure. Through the structural design of the carrying frame 700, as many battery packs as possible can be arranged under the floor panel 300, which is beneficial to ensure that the vehicle has as long a cruising distance as possible. In addition, the battery pack installation longitudinal beam is connected to the rear longitudinal beam, which can also increase the strength of the body structure.

As shown in FIGS. 53 and 68 , the load-bearing frame 700 may further include rocker inner panels 500 connected to the left and right sides of the floor panel 300 , and the rocker inner panels 500 are located outside the battery pack mounting longitudinal beams 110 and are respectively connected with the battery pack mounting longitudinal beams. The 110 overlaps with the front mounting beam 210 of the battery pack, thereby improving the bearing capacity of the bearing frame 700 and also helping to strengthen the corner connection position of the bearing frame 700 . It should be noted that the vehicle body cross member 200 provided in the present disclosure can also be applied to the front mounting cross member 210 of the battery pack and the rear mounting cross member of the battery pack. Further, the front mounting cross member 210 of the battery pack, the battery pack mounting rail 110 and the rocker inner panel 500 The structure and connection method can be set with reference to the structure of the front beam, the floor longitudinal beam and the inner panel of the door sill in the body force transmission structure, that is, the connection method. In order to avoid unnecessary repetition, it will not be repeated here. In some embodiments, in order to facilitate the arrangement of beams in the vehicle body structure and facilitate the lightweight of the vehicle body structure, the front beams can be used as front mounting beams for battery packs, and the floor rails can be used as battery pack mounting beams.

The bearing frame 700 involved in the present disclosure can become a part of the force transmission path of the vehicle body structure through the above-mentioned embodiments. When the collision occurs, the front longitudinal beam 100 first bears the impact, and the impact force is transmitted from the rear end of the front longitudinal beam 100 to the front mounting beam 210 of the battery pack, and is dispersed along the battery pack mounting longitudinal beam 110 and the inner sill panel 500 to the vehicle body structure at the rear of the vehicle , so that the vehicle can absorb the collision energy as a whole, reduce the deformation of the vehicle dash panel, protect the driver and passengers in the passenger compartment, and install the cross beam 210 in front of the battery pack, the door sill inner panel 500 and the battery pack installation longitudinal beam The overlapping of the three can increase the strength of the carrier frame 700 , reduce the degree of deformation of the carrier frame 700 in collision (including front collision and side collision), and prevent the carrier frame 700 from deforming and squeezing the battery pack and causing fire. The body structure may also include a rear seat mounting cross member 260 (refer to FIGS. 68 and 70 ) connected between the rear side members 120 and spaced forward of the floor rear cross member 230 , carrying the frame 700 The rear seat mounting beam 260 can also be included, so that the number of mounting points of the battery tray 600 and the carrying frame 700 can be increased, which is beneficial to adapt to the shapes and sizes of different battery trays 600, and maintains the installation stability of the battery pack, and The rear seat mounting cross member 260 can also increase the force transmission path between the rear side members 120 when the load bearing frame 700 of the present disclosure is used as part of the force transmission path of the vehicle body structure.

In some embodiments, the battery tray 600 may be formed as a unitary structure (as shown in FIG. 52 ) or as a split structure (as shown in FIG. 53 ). Specifically, the battery tray 600 may include a first battery tray 610 and a second battery tray 620 arranged at intervals in the front-rear direction, and the carrier frame 700 may further include a battery pack front mounting beam 210 and a battery pack rear mounting beam 230 arranged at intervals between the battery pack front mounting beam 210 and the battery pack rear mounting beam 230 The cross beam 290 is installed in the battery pack, wherein the first battery tray 610 is respectively overlapped with the front mounting beam 210 of the battery pack, the longitudinal beam of the vehicle body and the mounting beam 290 in the battery pack, and the second battery tray 620 is respectively connected with the battery pack. After installing the beam 290, the longitudinal beam of the body and the battery pack, the beam 230 is lapped. In detail, the mounting beam 290 in the battery pack may be overlapped on the longitudinal beam of the vehicle body, or an existing beam of the vehicle body structure, such as the rear seat mounting beam 260 may be used.

In order to facilitate fixing the battery tray 600 , a battery tray fastening hole 701 is formed on the carrying frame 700 for fixing the battery tray 600 . Correspondingly, the battery tray 600 is coaxially provided with battery tray mounting holes 602 , so that the fasteners pass through the battery tray mounting holes 602 and the battery tray fastening holes 701 to mount the battery tray 600 on the carrier frame 700 . Specifically, the fasteners may be formed as bolts, and the battery tray fastening holes 701 may be formed as threaded holes. In actual use, the number and position of the connection points between the carrier frame 700 and the battery tray (ie, the battery tray fastening holes 701 and the battery tray mounting holes 602 connected by fasteners) can be arbitrarily set as required. Specifically, the battery tray The fastening holes 701 and the battery tray mounting holes 602 may be formed in one-to-one correspondence. For example, the front edge and the rear edge of the battery tray 600 are respectively provided with two battery tray mounting holes 602, and the two battery tray mounting holes 602 are arranged at intervals along the corresponding edges. Alternatively, the battery tray fastening holes 701 and the battery tray mounting holes 602 may be respectively opened on the longitudinal beams of the vehicle body and the longitudinal edges of the battery tray, which are not specifically limited in the present disclosure.

In order to better protect the battery pack, the edge of the battery tray 600 is provided with mounting lugs 601 extending outwards, so that the edge of the battery tray 600 does not directly contact the carrier frame 700, so as to ensure that the battery tray 600 does not directly contact the carrier frame 700 in the event of a collision Direct shock to protect the battery pack. The positions of the mounting lugs 601 are aligned with the positions of the battery tray fastening holes 701 , and the battery tray mounting holes 602 are opened on the mounting lugs 601 to mount the battery tray 600 to the carrier frame 700 through fasteners.

Several embodiments in which the force transmitted from the front longitudinal beam 100 is mainly transmitted and dispersed below the floor panel 300 are described above, but the following describes but not limited to the related embodiments in which the force mainly transmitted above the floor panel 300 is dispersed.

Based on the above technical solution, the upper surface of the floor panel 300 is also fixed with a transverse pressure plate 310 extending in the same direction as the front beam 210, and the transverse pressure plate 310 and the projection of the front beam 210 on the floor panel 300 in the up-down direction at least partially overlap. Therefore, when the vehicle collides (including front and side collisions), the lateral pressure plate 310 can stop the upward deformation of the front beam 210, so as to avoid the excessive deformation of the front beam 210 causing the floor panel 300 to bulge upward and compress the interior space of the passenger compartment. Injuries members' feet and legs.

Specifically, as shown in FIG. 54 and FIG. 55 , the horizontal pressing plate 310 is formed as a second groove-like structure opening downward and includes a bottom wall 311 of the horizontal pressing plate and a side wall 312 of the horizontal pressing plate. The edges are folded outward to form a cross-press flange 310A, the cross-press flange 310 is connected to the floor panel 300 by the cross-press flange 310A, and the cross-member opening flange 200a is aligned with the cross-press flange 310A so that the front cross-member 210 is aligned with the cross-press flange 310 together form a mouth-shaped support structure, so that the front beam 210, the floor panel 300 and the transverse pressure plate 310 together form a plurality of mouth-shaped support structures. Specifically, the beam opening can be turned over by three-layer welding. The side 200a, the floor panel 300 and the lateral pressure plate flange 310A are welded together to ensure the strength of the connection position of the three, so as to effectively reduce the phenomenon that the deformation of the front beam 210 drives the floor panel 300 to invade the passenger compartment, and the current impact force When the floor panel 300 located in front of the front cross member 210 is turned up, the clamping structure formed by the front cross member 210 and the horizontal pressure plate 310 can stop the tendency of the floor panel 300 to continue to turn over and reduce the risk of the deformed floor panel 300 injuring the occupants. .

In the vehicle body structure provided by the present disclosure, in order to facilitate the arrangement of cables or pipelines, for example, in order to arrange cooling water pipes in an electric vehicle or to realize the electrical connection between the battery pack and the electrical controls at the front of the vehicle, the middle section of the front cross member 210 is connected to the floor panel. There are gaps between 300 for at least one of cables and pipes to pass through. There are various ways to set the gap. For example, as shown in FIG. The center channel 301 and the front cross member 210 extend from one end of the floor panel 300 across the center channel 301 to the other end of the floor panel 300 in the left-right direction so that the front cross member 210 and the center channel 301 together define the gap. The height of the gap is not more than 60mm, and further not more than 50mm, so as to make reasonable use of the interior space. .

In an alternative embodiment, the gap may be formed by the central passage 301, and the front cross member 210 may include a first front cross member 210A and a second front cross member 210B spaced on both sides of the central passage 301 in the left-right direction, referring to FIG. 57 , The first front cross member 210A and the second front cross member 210B are both formed as a trough-like structure opening upward, and include a cross member bottom wall 201 , a cross member side wall 202 and a cross member connected between the cross member bottom wall 201 and the cross member side wall 202 The inner end wall 209, and the upper edge of the opening of the trough structure is folded outward to form a beam opening flange 200a, and the front beam 210 is connected to the floor panel 300 through the beam opening flange 200a. Adaptively, the left front side member is connected to the center position of the left-right direction of the first front cross member 210A, and the right front cross member is connected to the center position of the left-right direction of the second front cross member 210B, so that the corresponding front cross member 210 can better withstand the left front cross member. Collision forces transmitted by the longitudinal member and the right front longitudinal member.

In order to further strengthen the connection structure between the corresponding front beam 210 and the front longitudinal beam 100 , an inner connecting plate 410 is provided on the inner side of the front longitudinal beam 100 , and an outer connecting plate 420 is provided on the outer side, and the front side of the inner connecting plate 410 is connected to the front cabin beam. 220 , the rear side is connected to the front cross member 210 , the outer side is connected to the front side member 100 , the inner side of the outer connecting plate 420 is connected to the front side member 100 , and the rear side is connected to the front cross member 210 .

In the embodiment provided by the present disclosure, as shown in FIG. 54 , in order to adapt to the structure of the central channel 301 , the transverse pressure plates 310 are formed as first transverse pressure plates 310A and second transverse pressure plates 310B respectively located on both sides of the central channel 301 . The center tunnel 301 is also provided with a center tunnel cover 302 to strengthen the structure of the center tunnel 301 to prevent deformation of the center tunnel 301 during a collision, thereby protecting passengers and cables arranged under the floor panel 300 .

In order to better optimize the overall force transmission path of the vehicle body structure, as shown in FIGS. 56 , 58 and 59 , the front cabin cross member 220 is connected to the front surface of the front panel 320 and coincides with the front end of the floor panel 300 , and the central tunnel The cover plate 302 includes a front channel cover plate 302A, the front end of the front channel cover plate 302A is connected to the front end of the floor panel 300 and coincides with the position of the front cabin beam 220, and the rear end extends backward along the extension direction of the central channel 301 to the front beam. 210 , the front cross member 210 is mounted on the lower surface of the floor panel 300 adjacent to the cowl panel 320 . Therefore, the front impact energy of the vehicle can not only be transmitted to the front cross member 210 through the front side member 100 and distributed to other components of the bearing frame 700, but also can be transmitted to the center tunnel cover 302 and the center tunnel 301 through the front cabin cross member 220, Therefore, the extrusion deformation of the front wall panel 320 caused by the collision is minimized, so as to protect the occupants in the passenger compartment.

Specifically, the raised height of the central passage 301 gradually increases from the front and rear ends of the floor panel 300 to the middle, and the raised height of the central passage is not greater than 60mm, further not greater than 50mm, so as to rationally utilize the interior space. In some embodiments, the upper surface of the floor panel 300 is provided with a transverse pressure plate 310 and a longitudinal pressure plate 330 for restraining the floor panel 300 from turning up. The upper surface of the pressing plate 330 is flush, so as to ensure that the floor panel 300 has a relatively flat top surface, so as to facilitate the arrangement of vehicle interior components and improve the aesthetics and ride comfort of the vehicle interior. The front channel cover plate 302A is formed into a groove-like structure that fits with the outer contour of the central channel 301 and at least partially covers the central channel 301 . Through this technical solution, the front channel cover plate 302A covers the front end of the central channel 301, so that the central channel 301 Able to withstand large impact at the moment of collision.

The front passage cover 302A can be fixed on the floor panel 300 in any suitable manner. For example, the lower edge of the opening of the groove structure of the front passage cover 302A is folded outwards to form the front passage cover flange. 302A, the front passage cover plate 302A is connected to the floor panel 300 through the front passage cover flange 302A, and the inner ends of the first transverse pressure plate 310A and the second transverse pressure plate 310B can also be overlapped with the front passage cover plate 302A to increase the The connection strength between the components on the upper surface of the floor panel 300 and the floor panel 300, the outer ends of the first transverse pressure plate 310A and the second transverse pressure plate 310B can be extended outward to overlap with the rocker inner plate 500 to strengthen the overall structure of the vehicle body structure, and assist in dispersing collision energy.

Further, the central passage cover 302 also includes a rear passage cover 302B connected to the rear end of the front passage cover 302A, and the rear passage cover 302B is rearward from the front passage cover 302A along the top wall of the central passage 301 The extension, for example, to overlap the front seat mounting cross member 240, as shown in FIG. 60, increases the impact force transmission path of the body structure.

In the present disclosure, the vehicle body structure may further include a longitudinal pressure plate 330 fixed above the floor panel 300 . Referring to FIGS. 60 to 62 , the longitudinal pressure plates 330 may be two respectively corresponding to the left front side member and the right front side member. The longitudinal pressure plates 330 respectively intersect the first transverse pressure plate 310A and the second transverse pressure plate 310B, and the longitudinal pressure plates 330 at least partially coincide with the projections of the front side member 100 on the floor panel 300 in the up-down direction. Therefore, when the vehicle is in a front collision, the vertical pressure plate 330 can stop the upward deformation of the front side member 100 , so as to prevent the front side member 100 from bending upwards and cause the floor panel 300 to turn up, so as to protect the legs of the occupants.

The transverse pressure plate 310 and the longitudinal pressure plate 330 may have various intersecting embodiments. As one possibility, as shown in FIG. 60 to FIG. 62 , a downward opening is formed on the side wall 312 of the transverse pressure plate of the groove-like structure of the transverse pressure plate 310 . There is an escape groove 313 , the escape groove 313 runs through the lateral pressure plate side wall 312 , and the longitudinal pressure plate 330 passes through the escape groove 313 to intersect with the transverse pressure plate 310 . Further, the depth of the escape groove 313 is the same as the depth of the groove-like structure of the horizontal pressing plate 310 , so that the upper surface of the vertical pressing plate 330 overlaps with the lower surface of the bottom wall 311 of the horizontal pressing plate to ensure that the horizontal pressing plate 310 and the vertical pressing plate 330 are overlapped. There is sufficient connection strength between them, and the effect of making the upper surface of the transverse pressure plate flat. In an alternative embodiment, the transverse pressure plate 310 and the longitudinal pressure plate 330 may also be integrally formed with a cross-shaped plate structure.

Optionally, a longitudinal pressure plate connecting plate 321 is connected to the rear surface of the dash panel 320. Referring to FIGS. 60 and 63, the longitudinal pressure plate 330 is connected to the front longitudinal beam 100 through the longitudinal pressure plate connecting plate 321, thereby increasing the transmission of the vehicle body structure. The force path, when the front collision occurs, the collision force on the front longitudinal beam 100 can also be transmitted to the longitudinal pressure plate 330 through the longitudinal pressure plate connecting plate 321, and further, the longitudinal pressure plate 330 and the transverse pressure plate 310 can continue to move forward after intersecting. It extends rearward to overlap with the seat beam, and the seat beam may be a front seat mounting beam 240 or a rear seat mounting beam 260 disposed behind the front beam 210 at intervals, so that the collision force can also be transmitted to the on other body structure components to improve vehicle crash safety. In addition, the horizontal and vertical pressure plates also strengthen the floor panel.

Specifically, the connection manner of the front longitudinal beam 100 , the longitudinal pressure plate connecting plate 321 and the longitudinal pressure plate 330 may be connected in any suitable form. The front side member 100 has a groove-shaped structure that opens upward, and the longitudinal pressure plate connecting plate 321 has a groove-shaped structure that opens downward (refer to FIG. 63 ), so that the front side member 100 and the longitudinal pressure plate connecting plate 321 can be buckled and connected to form a mouth. type structure to increase the impact strength of the connection position, and the longitudinal pressure plate connecting plate 321, the front wall 320 and the front longitudinal beam 100 can be integrated by three-layer welding, wherein the front end of the longitudinal pressure plate 330 and the longitudinal pressure plate connecting plate The rear end of the 321 is welded.

In this embodiment, as shown in FIGS. 61 and 62 , the vertical pressing plate 330 is formed into a groove-like structure that can open downward and includes a bottom wall 331 of the vertical pressing plate and a side wall 332 of the vertical pressing plate. The opening of the groove-like structure of the vertical pressing plate The lower edge of the vertical pressure plate 330 is folded outward to form the longitudinal pressure plate flange 330a, and the longitudinal pressure plate flange 330a is connected to the floor panel 300 to keep the connection stable, and the groove-shaped structure of the longitudinal pressure plate 330 can also be connected with the front longitudinal beam 100. The first longitudinal beam flanges 100a at the rear end are aligned with respect to the floor panel 300, thereby enhancing the bending strength of the rear end of the front longitudinal beam 100 and preventing the front longitudinal beam 100 from being deformed and causing the floor panel 300 to turn up.

It should be noted that the beams involved in the vehicle body structure provided by the present disclosure, such as the front beam 210 and the rear floor beam 230, etc., can all use the body beam 200 provided by the present disclosure. The current beam 210 and the rear floor beam 230 are respectively installed as battery packs When the front cross member and the battery pack are installed on the rear cross member for use, the first mounting holes 701 a and the second mounting holes 701 b of the vehicle body cross member 200 are formed as battery tray fastening holes 701 of the carrying frame 700 .

67 to 70 are the overall views of the vehicle body structure provided by the present disclosure. It can be seen from the accompanying drawings that the vehicle body structure provided by the present disclosure can form a plurality of force transmission paths for dispersing the collision force during the front collision of the vehicle. Above the floor panel 300, the force transmission path of the collision force includes but is not limited to: 1) the front longitudinal beam 100 - the longitudinal pressure plate connecting plate 321 - the longitudinal pressure plate 330 - the seat beam; 2) the front cabin beam 220 - the center tunnel cover plate 302 - the central tunnel 301; and the two force transmission paths are communicated by the transverse pressure plate 310 and are further dispersed to the rocker inner panel 500, usually in the passenger compartment, especially in the cab, where the passenger is located behind the front wall 320 and on the side of the central tunnel 301 Therefore, the force transmission structure can not only avoid the large deformation of the floor panel 300 and the dash panel 320 caused by the collision, reduce the damage to the occupants caused by the deformation of the floor panel 300 and the dash panel 320, but also ensure the transmission path of the collision force. Avoid occupants.

Below the floor panel 300, the force transmission path of the collision force includes: the front longitudinal beam 100 - the front cross beam 210 - the floor longitudinal beam 110 and the rocker inner panel 500 - the rear longitudinal beam 120, and also includes the front cabin beam 220, the floor rear beam 230 and rear seat mounting cross member 260 to assist in dispersing impact forces, forming at least two closed-loop frames below the floor panel 300, including:

1) A closed-loop frame composed of the front cabin beam 220, the left front longitudinal beam, the front beam 210 and the right front longitudinal beam, the closed-loop frame has at least the following advantages: first, it can bear the forward collision load, including the initial collision load transmitted through the force transmission path and The back impact of the drive motor, etc.; secondly, the closed frame-shaped structure has strong stability, and optionally in the actual manufacturing, it can be better ensured by setting appropriate beam wall thickness and material strength Inhibit the intrusion and deformation of the front dash panel of the passenger compartment; thirdly, the frame-shaped structure and the outer connecting plate 420 arranged on the outer side of the front longitudinal beam 100 form the reinforcement structure, which can effectively adapt to the serious backlash of the wheel such as small offset collision. Deformation tendency collision conditions, to ensure that the deformation of the rear A-pillar and the inner panel 500 of the door sill is suppressed; fourthly, through the stable structure between the front cabin beam 220 and the front beam 210, the front longitudinal beam (and the wheel in a small offset collision can be removed) ) is distributed and transmitted to the rocker inner panels 500 and the floor rails 110 on both sides of the passenger compartment, and further transmitted to the rear of the vehicle body. Thereby, the normal force can be realized and the deformation of the passenger compartment can be avoided more effectively during the forward collision. as well as

2) The closed-loop frame formed by the carrying frame 700 has at least the following advantages: First, under the condition that the collision safety deformation requirements are met, the battery pack arrangement area (space) can be provided to the maximum extent, and the long-distance endurance can be improved. performance requirements; second, the closed-loop frame provides a simple and easy assembly method for the battery pack, and the battery arrangement with intensive features in spatial arrangement is conducive to the electric and thermal management inside the battery pack; third, the closed-loop frame It is basically aligned with the occupant compartment, that is, the geometric position of the floor panel in the upper and lower positions, so that the improvement of the anti-collision deformation of the frame structure or the occupant compartment structure will protect the occupant and the battery pack at the same time; Fourth, the closed-loop frame It is easier to make a design with better structural balance, and it is easy to meet the requirements of performance balance of different parts. All in all, on the one hand, the two structures can evenly disperse the collision force on each beam, and can also stop the components arranged at the front of the vehicle, so as to prevent the vehicle's power unit such as the motor from moving backwards and invading the passenger compartment due to the impact of the collision. Or squeeze the battery pack located under the floor panel 300, causing secondary damage to the collision.

In order to enable the upper structure of the vehicle body to also be used for impact force transmission and further reduce the impact of the collision on the dash panel 320 , as shown in FIGS. 64 to 66 , the force transmission path of the vehicle body structure provided by the present disclosure may further include an A-pillar The inner panel 340 and the side panel outer panel 350, the A-pillar inner panel 340 is fixedly connected to the inner side of the side panel outer panel 350 to form an A-pillar of the vehicle body, and a force transmission connection is connected between the front side member 100 and the A-pillar inner panel 340 , so that the collision force can be dispersed to the A-pillar of the vehicle body through the force transmission connection. Specifically, in order to ensure the force transmission effect, the force transmission connecting piece may be connected to the position B of the inner panel 340 of the A-pillar corresponding to the outer panel 350 of the side panel, which is close to the lower hinge of the vehicle door.

Specifically, the force-transmitting connector can be connected to the outer cover plate 106 of the front longitudinal member 100 to adapt to the overall structure of the vehicle body, so as to prevent the connection relationship on the body of the front longitudinal member 100 from being too complicated, resulting in insufficient strength of the connection position, Reduces the durability and crash resistance of the body structure. Further, a wheel cover assembly 360 is connected to the front wall panel 320, and the force transmission connector can also be connected to the front wall panel 320 or the wheel cover assembly 360, so as to increase the strength of the front wall panel 320, so that the front wall panel 320 is not prone to collision deformation.

The force transmission connector can be formed in any suitable structure. For example, the force transmission connector can be formed as a force transmission connection plate 450, one end of the force transmission connection plate 450 is overlapped on the front longitudinal beam, and the other end is overlapped on the A on the inner plate 340 of the column.

In the present embodiment, the A-pillar inner panel 340 and the side wall outer panel 350 are respectively formed as groove-like structures with opposite openings, and are fastened by flanging, so that the vehicle A-pillar is formed into a structure with a closed frame-shaped cross-section , so as to obtain higher strength, the force transmission connecting plate 450 can be overlapped on the flange of the A-pillar inner panel 340 and the side panel outer panel 350, so as to be able to connect the A-pillar inner panel 340 and the side panel outer panel 350 at the same time. The force transmission is conducive to the dispersion of collision energy.

As shown in FIG. 65 , the force transmission connecting plate 450 can be formed as a cap-shaped structure, and the cap-shaped structure includes a cap body 451 and a lap edge 452 surrounding the cap body 451 , so that the force transmission connecting plate 450 has at least two The several-shaped cross sections that are perpendicular to each other ensure that the force transmission connecting plate 450 has greater strength and can withstand impacts in multiple directions without causing great deformation.

Specifically, the overlapping edge 452 is substantially surrounded by a rectangular structure and includes at least a first overlapping edge 450a, a second overlapping edge 450b, a third overlapping edge 450c, and a fourth overlapping edge 450d. The first overlapping edge 450a Opposite to the second lap edge 450b, the third lap edge 450c and the fourth lap edge 450d are arranged opposite and located between the first lap edge 450a and the second lap edge 450b, and the force transmission connecting plate 450 is connected to the The overlapping relationship of other parts of the body structure may be: the first overlapping edge 450a is overlapped with the front longitudinal beam 100, the second overlapping edge 450b is overlapped with the A-pillar inner panel 340, and the third overlapping edge 450c is overlapped with the fourth The overlapping edges 450d are respectively overlapped with the dash panel 320 or the wheel house assembly 360, so that the components can be connected stably.

On the basis of the above technical solutions, the present disclosure also provides a vehicle, which includes the body structure provided by the present disclosure. Therefore, the vehicle has all the advantages and beneficial effects of the body structure provided by the present disclosure, in order to reduce unnecessary repetitions , and will not be repeated here. Specifically, the vehicle may be an electric vehicle, so that the body structure is adapted to the installation of the battery pack.

The preferred embodiments of the present disclosure have been described above in detail with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above-mentioned embodiments. Various simple modifications can be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure. These simple modifications all fall within the protection scope of the present disclosure.

In addition, it should be noted that the various specific technical features described in the above-mentioned specific embodiments can be combined in any suitable manner unless they are inconsistent. In order to avoid unnecessary repetition, the present disclosure provides The combination method will not be specified otherwise.

In addition, the various embodiments of the present disclosure can also be arbitrarily combined, as long as they do not violate the spirit of the present disclosure, they should also be regarded as the contents disclosed in the present disclosure.

Claims (19)

1. A vehicle body structure, characterized in that it comprises a front longitudinal beam (100), a front cabin beam (220), a battery tray (600) and a bearing frame (700), the front longitudinal beam (100) including a longitudinal beam along the left-right direction The left front longitudinal beam and the right front longitudinal beam are arranged at intervals, the front cabin beam (220) is connected to the left front longitudinal beam and the right front longitudinal beam, and the bearing frame (700) is used for installing the battery pack carrying the battery pack The battery tray (600) includes at least a battery pack front mounting beam (210), a longitudinal beam of the vehicle body, and a battery pack rear mounting beam (230), the battery pack rear mounting beam (230) being used to be fixed on the floor panel (300) On the lower surface, the longitudinal beams of the vehicle body are used for connecting to the floor panel (300), the rear ends of the front longitudinal beams (100) are respectively connected to the front mounting beams (210) of the battery pack, and the floor panel The upper surface of (300) is fixed with a transverse pressure plate (310) in the same extension direction as the front mounting beam (210) of the battery pack, and the transverse pressure plate (310) and the front mounting beam (210) of the battery pack are in an up-down direction The projections on the floor panel (300) at least partially overlap, so as to stop the upward deformation of the front mounting beam (210) of the battery pack, and the rear mounting beam (230) of the battery pack is arranged at intervals in front of the battery pack At the rear of the mounting beam (210), there are two longitudinal beams of the vehicle body, and the two longitudinal beams of the vehicle body are arranged at intervals along the left-right direction and are at least partially located in front of the battery pack. The mounting beam (210) and the battery Install between beams (230) after pack. 2. The vehicle body structure according to claim 1, wherein the battery pack front mounting beam (210) is a vehicle body beam fixed on the lower surface of a floor panel (300), and the floor panel (300) is located at the the rear of the front cabin beam (220). 3 . The vehicle body structure according to claim 1 , wherein the rear end of the front longitudinal beam ( 100 ) is only connected with the front mounting beam ( 210 ) of the battery pack. 4 . 4. The vehicle body structure according to claim 1, wherein the battery pack front mounting beam (210) is a vehicle body beam close to the front compartment of the vehicle body, or a vehicle body beam installed close to the front panel (320), or A body cross member installed near the front end of the rocker inner panel, or a body cross member located in front of the front seat mounting cross member. 5. The vehicle body structure according to claim 1, wherein the vehicle body longitudinal beam is a battery pack mounting longitudinal beam (110) fixed on the lower surface of the floor panel (300) and/or fixed on the floor The sill inner panel (500) at the side edge of the panel (300). 6. The vehicle body structure according to claim 1, wherein a battery tray mounting hole (602) is formed on the battery tray (600), and a battery tray mounting hole is formed on the carrying frame (700) (602) Coaxial battery tray fastening holes (701), the fasteners pass through the battery tray mounting holes (602) and the battery tray fastening holes (701) to fix the battery tray (600). 7. The vehicle body structure according to claim 6, characterized in that, mounting lugs (601) extending outward are formed on the edge of the battery tray (600), and the battery tray mounting holes (602) are opened in on the mounting lugs (601). 8. The vehicle body structure according to claim 6 or 7, characterized in that, two battery tray mounting holes (602) are respectively opened on the front edge and the rear edge of the battery tray (600), and the front The two battery tray mounting holes (602) on the edge are arranged at intervals along the front edge, and the two battery tray mounting holes (602) on the rear edge are arranged at intervals along the rear edge. 9 . The vehicle body structure according to claim 1 , wherein the battery tray ( 600 ) comprises a first battery tray ( 610 ) and a second battery tray ( 620 ) spaced in the front-rear direction, and the carrying frame (700) further comprising a battery pack mounting beam (290) disposed at intervals between the battery pack front mounting beam (210) and the battery pack rear mounting beam (230), the first battery tray (610) respectively overlap with the front mounting beam (210) of the battery pack, the longitudinal beam of the vehicle body and the mounting beam (290) in the battery pack, and the second battery tray (620) is respectively connected with the mounting beam (290), The longitudinal beam of the body and the rear mounting beam (230) of the battery pack are overlapped. 10. The vehicle body structure according to claim 1, wherein the vehicle body longitudinal beam is a battery pack mounting longitudinal beam (110) fixed under the floor panel (300), and the battery pack mounting longitudinal beam ( 110) comprising a first battery pack mounting longitudinal beam (110A) and a second battery pack mounting longitudinal beam (110B) respectively connected to both ends of the battery pack front mounting beam (210), the vehicle body structure further comprising a rear longitudinal beam ( 120), the rear longitudinal beam (120) includes a first rear longitudinal beam and a second rear longitudinal beam respectively connected to the rear ends of the corresponding battery pack mounting longitudinal beams (110), the battery pack rear mounting beam ( 230) is connected between the rear longitudinal beams (120), so that the rear longitudinal beam (120) has rear longitudinal beam front sections (121) and The rear longitudinal beam section (122), the bearing frame (700) includes the battery pack front mounting beam (210), the first battery pack mounting longitudinal beam (110A), and the first rear longitudinal beam front section ( 121A), the battery pack rear mounting beam (230), the second rear longitudinal beam front section (121B), and the second battery pack mounting longitudinal beam (110B). 11. The vehicle body structure according to claim 1, wherein the bearing frame (700) further comprises rocker inner panels (500) connected to the left and right sides of the floor panel (300), and the vehicle body longitudinal beam For the battery pack installation stringer (110) fixed on the lower surface of the floor panel (300), the rocker inner panel (500) is located on the outer side of the battery pack mounting stringer (110) and is connected with the battery pack The installation longitudinal beam (110) and/or the installation beam (210) in front of the battery pack are overlapped. 12. The vehicle body structure according to claim 10, characterized in that the vehicle body structure further comprises a rear seat mounting beam (260), the rear seat mounting beam (260) being connected to the rear longitudinal beam (120) The carrier frame (700) further includes the rear seat mounting beam (260). 13. The vehicle body structure according to claim 1, characterized in that, the front mounting beam (210) of the battery pack is formed as a first groove-shaped structure opening upward, comprising a bottom wall of the beam (201) and a side wall (202) of the beam , the upper edge of the opening of the first slot-like structure is folded outward to form a beam opening flange (200a), and the front mounting beam (210) of the battery pack is connected to the beam opening flange (200a) through the beam opening flange (200a). The floor panel (300). 14. The vehicle body structure according to claim 13, characterized in that, the front longitudinal beam (100) is overlapped on the bottom wall (201) of the beam, the side wall (202) of the beam and the opening of the beam respectively On the flange (200a), the rear end of the front longitudinal beam (100) is formed as a second trough-shaped structure open upward, including the longitudinal beam bottom wall (103) and the longitudinal beam side wall (104). The upper edge at the opening of the trough structure is folded outward to form a first longitudinal beam flange (100a), and the ends of the longitudinal beam side walls (104) are folded outward to form a second longitudinal beam flange (100a). 100b), the end of the bottom wall of the longitudinal beam (103) extends outward to form the bottom wall overlapping edge (100c) of the longitudinal beam, wherein the first longitudinal beam flange (100a) is folded with the opening of the beam The side (200a) is overlapped, the second longitudinal beam flange (100b) is overlapped with the lateral beam side wall (202), and the longitudinal beam bottom wall overlapped edge (100c) is overlapped with the beam bottom wall (201). ) lap. 15. The vehicle body structure according to claim 1, characterized in that, the position corresponding to the connection of the front longitudinal member (100) to the front cabin cross member (220) is formed as a third groove shape extending in the front-rear direction and opening upward The structure includes a first longitudinal beam bottom wall (101) and a first longitudinal beam side wall (102), and the upper edge of the opening of the third groove-shaped structure is folded outward to form a first longitudinal beam side wall flange (102a), the front cabin beam (220) is respectively overlapped with the first longitudinal beam bottom wall (101), the first longitudinal beam side wall (102) and the first longitudinal beam side wall flange (102a), The front cabin beam (220) is formed as a fourth groove-shaped structure with an upward opening, and the edge of the opening of the fourth groove-shaped structure is folded upward to form a first flange (220a) extending in the left-right direction. The end of the fourth groove-shaped structure is folded outward to form a second flange (220b) extending in the up-down direction, and the end of the fourth groove-shaped structure is further formed with a third flange (220b) extending in the front-rear direction. 220c), wherein the first flange (220a) overlaps with the first longitudinal beam sidewall flange (102a), and the second flange (220b) overlaps with the first longitudinal beam sidewall (102a). 102) Overlap, the third flange (220c) is overlapped with the bottom wall (101) of the first longitudinal beam. 16. The vehicle body structure according to claim 13, wherein the vehicle body longitudinal beams are battery pack mounting longitudinal beams (110) fixed under the floor panel (300), and two battery pack mounting longitudinal beams The beams (110) are respectively connected to both ends of the front mounting beam (210) of the battery pack, and the battery pack mounting longitudinal beams (110) are respectively connected to the bottom wall (201) of the beam and the side wall (202) of the beam It is overlapped with the opening flange (200a) of the beam, The end of the battery pack mounting stringer (110) is formed as a fifth groove-like structure that opens upward, including an inner side wall (112A) of the battery pack mounting stringer and an outer side wall (112B) of the battery pack mounting stringer, and connecting the The battery pack mounting stringer inner side wall (112A) and the battery pack mounting stringer bottom wall (111) of the battery pack mounting stringer outer side wall (112B), the upper edge of the opening of the fifth slot-like structure is outward Fold over to form a battery pack mounting stringer inner side wall top flange (110a) and a battery pack mounting stringer outer side wall flange (110b) respectively, the battery pack mounting stringer (110) passing through the battery pack mounting stringer The inner side wall top flange (110a) is fixed on the lower surface of the floor panel (300), and the end of the battery pack mounting stringer inner side wall (112A) is folded to form the battery pack mounting stringer inner side wall end flip edge (110c), the end of the bottom wall (111) of the battery pack mounting stringer extends outwards to form an overlap edge (110d) of the bottom wall of the battery pack mounting stringer, Wherein, the top flanging (110a) of the inner side wall of the battery pack mounting longitudinal beam is overlapped with the opening flange (200a) of the transverse beam, and the end flange (110c) of the inner side wall of the battery pack mounting longitudinal beam is overlapped with the transverse beam The side walls (202) are overlapped, and the overlap edge (110d) of the bottom wall of the battery pack mounting longitudinal beam is overlapped with the bottom wall (201) of the transverse beam. 17. The vehicle body structure according to claim 1, characterized in that, the front longitudinal beam (100) is formed with an inner recess (105) for avoiding the wheel along the wheel envelope, and the front cabin beam (220) is provided at At the inner recess (105), a reinforcing plate is connected to the inner wall of the front longitudinal beam (100) corresponding to the position of the inner recess (105). 18. The vehicle body structure according to claim 1, characterized in that, the front cabin cross member (220) is arranged in front of the front panel (320) and is connected to the front panel (320), the front panel (320) The enclosure plate (320) is connected to the front end of the floor panel (300). 19. A vehicle comprising a body structure according to any one of claims 1-18.

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