CN109204522B - 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, and a floor longitudinal beam. The front longitudinal beam includes a left front longitudinal beam and a right front longitudinal beam spaced along the left-right direction. The front longitudinal beam having a main body section and a downwardly curved section connected to the rear end of the main body section, the forward cabin cross member is mounted to the rear end of the downwardly curved section of the left and right front longitudinal members and is at least partially located at the Below the main body section, the floor longitudinal beam is used to be fixed on the lower surface of the floor panel, the floor panel is located behind the front cabin beam, and a force transmission is connected between the front cabin beam and the floor longitudinal beam structure. Therefore, the strength and stability of the body structure during a front collision can be effectively improved, so that the collision safety of the vehicle is higher.

Description

Body Structure and Vehicle

technical field

The present disclosure relates to the technical field of vehicle body structures, 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 order to increase the cruising distance, electric vehicles need to be equipped with more battery packs. Compared with the fuel vehicles of the same specification, electric vehicles have to greatly increase the weight of the whole vehicle, which leads to the same test conditions. The increase in kinetic energy, that is to say, the body structure of electric vehicles 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 and a floor longitudinal beam, the front longitudinal beam includes a left front longitudinal beam and a right front longitudinal beam spaced along the left-right direction, the front longitudinal beam The beam has a main body section and a downwardly curved section connected to the rear end of the main body section, the forward cabin beam is mounted to the rear end of the downwardly curved section of the left and right front longitudinal members and is at least partially located at the Below the main body section, the floor longitudinal beam is used to be fixed on the lower surface of the floor panel, the floor panel is located behind the front cabin beam, and a transmission is connected between the front cabin beam and the floor longitudinal beam. force structure.

Optionally, the force transmission structure includes a connecting plate, the front end of the connecting plate is overlapped on the front cabin beam, the rear end is overlapped on the floor longitudinal beam, and the top surface is connected on the floor panel. on the lower surface.

Optionally, the connecting plate is bent outwardly from the front cabin cross member and is connected to the floor longitudinal member.

Optionally, the connecting plate is a zigzag structure open upward, and the top surface of the zigzag structure is connected to the lower surface of the floor panel.

Optionally, the front cabin beam is at least partially connected to the bottom of the downwardly curved section, and both ends of the front cabin beam are provided with connecting parts that overlap with the front longitudinal beam and the connecting plate respectively. , the connecting portion is formed as a first groove-shaped structure that opens upward and includes a front side wall and a rear side wall oppositely arranged in the front-rear direction and a connecting bottom wall connecting the front side wall and the rear side wall, the The upper edge of the opening of the first trough-like structure is folded outward to form a front side wall flange and a rear side wall flange respectively, and the rear ends of the downwardly curved sections are respectively overlapped with the front side wall and the front side wall. On the side wall flange and the connecting bottom wall, the front ends of the connecting plates are respectively overlapped on the rear side wall, the rear side wall flange and the connecting bottom wall.

Optionally, the downwardly curved section is formed as a second trough-like structure that is open upward and includes a longitudinal beam inner side wall and a longitudinal beam outer side wall and a first longitudinal beam bottom wall connecting the longitudinal beam inner side wall and the longitudinal beam outer side wall. , the upper edge of the inner side wall of the longitudinal beam is folded outward to form the inner side wall of the first longitudinal beam, and the end of the inner side wall of the longitudinal beam is folded outward to form the inner side wall of the second longitudinal beam. The end of the bottom wall of the first longitudinal beam extends outward to form the overlapping edge of the bottom wall of the first longitudinal beam, and the end of the outer side wall of the longitudinal beam extends outward to form the overlapping edge of the outer side wall of the longitudinal beam,

Wherein, the inner side wall flange of the first longitudinal beam overlaps with the front side wall flange, the inner side wall flange of the second longitudinal beam overlaps the front side wall, and the bottom wall of the first longitudinal beam overlaps with the front side wall. The overlapping edge and the overlapping edge of the outer side wall of the longitudinal beam are respectively overlapped with the connecting bottom wall.

Optionally, the front end of the connecting plate is formed as a third groove-shaped structure that opens upward, including a first inner side wall and a first outer side wall and a first inner side wall and a first outer side wall connecting the first inner side wall and the first outer side wall. a bottom wall, the upper edge of the first inner side wall is folded outward to form a first folded edge of the first inner side wall, and the end of the first inner side wall is folded outward to form a second folded first inner side wall The end of the first bottom wall extends outward to form a first bottom wall overlapping edge, and the end of the first outer side wall extends outward to form a first outer side wall overlapping edge,

Wherein, the first flange of the first inner side wall is overlapped with the flange of the rear side wall, the second flange of the first inner side wall is overlapped with the rear side wall, and the first bottom wall is overlapped The side overlaps with the first outer side wall and the side overlaps with the connecting bottom wall respectively.

Optionally, the end of the floor stringer is formed as a fourth trough-like structure that opens upward, including the inner side wall of the floor stringer and the outer side wall of the floor stringer and connecting the inner side wall of the floor stringer and the floor stringer. the bottom wall of the floor stringer of the outer side wall, the upper edge of the opening of the fourth trough-shaped structure is folded outward to form the inner side wall flange of the floor stringer and the outer side wall flange of the floor stringer respectively, the floor stringer It is connected to the lower part of the floor panel through the inner side wall of the floor stringer.

Optionally, the rear end of the connecting plate is formed as a fifth groove-shaped structure opening upward, and the inner wall contour of the fifth groove-shaped structure is the same as the outer wall contour of the fourth groove-shaped structure and is sleeved with each other.

Optionally, the vehicle body structure further includes rocker inner panels disposed on the left and right sides of the floor panel, and the floor longitudinal beams overlap with the rocker inner panels.

Optionally, the downwardly curved section is formed with an inner recess for avoiding the wheel 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 inner recess of the inner recess. The location is connected with a reinforcing plate.

Optionally, the main body section is provided with a mounting point for installing a subframe, so that the power plant of the vehicle is disposed below the main body section and in front of the front cabin beam through the subframe.

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.

Optionally, the vehicle body structure further includes a front cross member connected to the floor rail.

Optionally, the front cross member is a body cross member fixed on the lower surface of the floor panel.

Optionally, the front beam is a body beam close to the front cabin of the vehicle body, or a body beam installed close to the front panel, or a body beam installed near the front end of the inner panel of the door sill, or a body beam installed in front of the front seat installation beam. body beam.

Optionally, the front beam is a battery pack installation front beam, and the floor longitudinal beam is a battery pack installation longitudinal beam.

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

Through the above technical solutions, the strength and stability of the vehicle body structure during a front collision can be effectively improved, 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 schematic diagram of a partial structure of a vehicle body structure provided by the present disclosure, wherein a front longitudinal member and a front cabin cross member are shown;

Fig. 4 is the perspective view of Fig. 3;

Figure 5 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam in Figures 3 and 4;

6 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 cowl panel, and a floor panel;

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

FIG. 8 is another schematic view of the carrier frame in the vehicle body structure provided by the present disclosure, wherein a battery tray is shown;

FIG. 9 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. 10 is a modification of the bearing frame in Fig. 7, wherein the bearing frame further comprises a rocker inner panel;

Figure 11 is a detailed view of the connection relationship between the front cross member, the floor longitudinal member and the rocker inner panel in Figure 10;

Figure 12 is a detailed view of the connection relationship between the front beam and the floor longitudinal beam in Figure 10;

FIG. 13 is a detailed view of the connection relationship between the front cross member and the rocker inner panel in FIG. 10;

Figure 14 is a detailed view of the connection relationship between the front cross member and the rocker inner panel in Figure 10 from another perspective;

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

Figure 16 is a detailed view of the connection relationship between the front longitudinal beam and the front cross beam in Figure 15;

FIG. 17 is an example of the first embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure, wherein an inner connecting plate is shown;

18 is another example of the first embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure, wherein the outer connecting plate is shown;

FIG. 19 is a first example of the second embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

Figure 20 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam in Figure 19;

Fig. 21 is a detail view from another perspective of the connection relationship between the front longitudinal beam and the front cabin cross beam in Fig. 19;

Figure 22 is a detailed view of the connection relationship between the connecting plate and the front cabin beam in Figure 19;

Figure 23 is a detailed view of the connection relationship between the connecting plate and the front cross member in Figure 19;

FIG. 24 is a second example of the second embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

25 is a third embodiment of the second embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

FIG. 26 is a fourth embodiment of the second embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

FIG. 27 is a fifth embodiment of the second embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

28 is a schematic diagram of a third embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

Figure 29 is a detailed view of the connection relationship between the connecting plate and the rocker inner plate in Figure 28;

FIG. 30 is a schematic diagram of the fourth embodiment of the force transmission structure in the vehicle body structure provided by the present disclosure;

Figure 31 is a detailed view of the connection relationship between the connecting plate and the floor stringer in Figure 30;

FIG. 32 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 transverse pressure plate and the central tunnel cover are shown;

Figure 33 is a schematic diagram of the positional relationship of the transverse pressure plate, the floor panel and the front beam in Figure 32;

34 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 35 is a schematic diagram of the deformation mode of the gap in Figure 34;

FIG. 36 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;

37 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;

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

Figure 39 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 38;

Fig. 40 is a detail enlarged view of Fig. 39;

Figure 41 is a schematic diagram of the positional relationship between the longitudinal pressure plate connecting plate and the front longitudinal beam in Figure 38;

42 is a top view of an embodiment of a vehicle body structure provided by the present disclosure;

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

44 is a perspective view of an embodiment of a vehicle body structure provided by the present disclosure;

45 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 panel", "floor panel", "door sill inner panel" involved in various embodiments of the present disclosure are their well-known meanings 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, there can be a plurality of support members and they are arranged in sequence along the groove-shaped beam body, so the difficulty of manufacturing and installation of the support members can be reduced, and the strength of the body beam 200 along its length direction can be uniformly distributed. The ability of the body cross member 200 to withstand impact is improved. 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 can also be a body beam installed near the front end of the sill 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. The 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, and facilitate the distribution of the force from the longitudinal beam to the vehicle body beam. 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 the embodiment of the vehicle body structure described below, referring to FIG. 2 , the vehicle body cross member 200 is formed as a front cross member 210, and the front cross member 210 is respectively connected with the rear ends of the left front side member and the right front side member, that is, the front side member 100 is cut off. on the front cross member 210. Correspondingly, the connecting section includes a first connecting section and a second connecting section that are spaced and symmetrically arranged along the longitudinal direction of the trough beam body, the first connecting section is used to connect the corresponding front longitudinal beam 100, and the second connecting section is In order 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 plate 203 includes a first support plate arranged on the groove-shaped beam body at intervals along the length direction of the groove-shaped beam body. 203A and the second support plate 203B, 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 outer end of the second connecting section. Align the front and rear directions. 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).

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, thereby ensuring that the front longitudinal beam is straight in the left-right direction, so as to ensure the strength of the front longitudinal beam.

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 of the beam. The second mounting hole 701b of the axle is used to increase the strength of the body cross member 200 at the opening position. The first mounting hole 701a and the second mounting hole 701b can be used for mounting vehicle components, such as a battery pack, that is, the first mounting hole 701a And the second mounting hole 701b is the above-mentioned battery tray fastening hole.

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 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 of the beam can be extended outward to form the lap 200c of the bottom wall of the beam, so that the 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., through the cross member end flanges 200b and the cross member bottom wall overlapping edges 200c.

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 45 . The vehicle body structure may include a front longitudinal beam 100 and a front cabin beam 220. The front longitudinal beam 100 has a main body section 100A and a downward curved section 100B connected to the rear end of the main body section 100A. Left and right front longitudinal members, front cabin beams 220 are mounted on the left and right front longitudinal members' downwardly curved sections 100B and at least partially below the main body section 100A (refer to FIG. 4 ). Wherein, the main body section 100A of the front side member is generally higher than the floor panel position of the passenger compartment of the vehicle, and the transition in the up-down direction of the front side member is realized by the downward bending section. Wherein, the main body section 100A is relatively high and can be used to install a subframe, so that vehicle power devices such as a motor and an engine can be installed on the main body section 100A. These vehicle powerplants are typically located at least partially below the main body section 100A.

In this way, in this embodiment, when a front collision occurs, the collapse of the front longitudinal beam 100 drives the vehicle components installed on the main body section 100A to move rearward, and the front cabin beam 220 installed on the downward curved section 100B is only partially Located below the main body section, the rearward moving vehicle elements, such as vehicle power devices such as motors, can be stopped to prevent them from intruding into the vehicle cabin due to collision impact, thereby protecting occupants.

Specifically, the main body section 100A is provided with a mounting point for installing a subframe, the power plant of the vehicle is mounted on the main body section through the subframe, and is at least partially disposed below the main body section 100A and in front of the front cabin cross member 220 , so that the front cabin beam 220 can stop the power unit from moving backwards and threaten the passenger cabin during a forward collision.

In order to ensure that the front cabin beam 220 is below the main body section 100A, the front cabin beam 220 is at least partially connected to the bottom of the downwardly curved section 100B. Specifically, in this embodiment, as shown in FIG. 5 , the downwardly curved section 100B is formed It is an upwardly open trough structure and includes a first longitudinal beam bottom wall 101 and a first longitudinal beam side wall 102. The upper edge at the opening of the trough structure of the downwardly curved section 100B is folded outward to form a front-to-rear direction. The extended first longitudinal beam side wall flange 102a, the first longitudinal beam bottom wall 101 is bent downward from the rear end of the main body section 100A, the front cabin beam 220 is formed into a groove-like structure that opens upward, the groove of the front cabin beam 220 is formed. The end of the structure is at least connected to the bottom wall 101 of the first longitudinal beam of the downwardly curved section 100B, so that the front cabin cross member 220 can better stop the front elements of the vehicle and avoid the impact of the vehicle power device such as the motor due to collision. Backward movement damages the occupant. Optionally, the front cabin cross member 220 may also be connected to the downwardly curved sections 100B of the left and right front longitudinal members in any other suitable manner.

In order to ensure a stable connection between the front cabin beam 220 and the front longitudinal beam 100, the edge of the opening of the trough-shaped structure of the front cabin beam 220 is folded outward (ie, folded forward or backward) to form a left-right direction. The extended first flange 220a, the end portion is folded outward (ie, folded forward or backward) to form the second flange 220b extending in the up-down direction, and the end portion is also formed with a third extending in the front-rear direction. Flanging 220c, wherein the first flange 220a overlaps with the first sidewall flange 102a, the second flange 220b overlaps with the first sidewall 102, and the third flange 220c overlaps with the bottom of the first side member The walls 101 are lapped. In actual production, the connection between each flange and the front longitudinal beam 100 can be lapped and welded to improve the connection strength of the front cabin beam 220 and the front longitudinal beam 100, thereby ensuring that the front cabin beam 220 can be Better withstand the impact of the vehicle's powerplant.

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.

In order to adapt to the overall structure of the vehicle, continuing to refer to FIG. 2 , the downward curved section 100B is formed with an inner recess 105 along the wheel envelope for avoiding the wheel, that is, the front side member is recessed inward at the position of the inner recess 105 to ensure steering of the vehicle. In this way, when a front collision occurs, the front side member 100 is easily deformed and bent at the inner concave portion 105, squeezes other components installed at the front of the vehicle, and affects the collapse energy-absorbing effect of the front side member 100. Therefore, this In the disclosure, the front cabin beam 220 is connected between the inner recesses 105 of the left front longitudinal beam and the right front longitudinal beam to form a support for the two front longitudinal beams 100, so as to prevent the front longitudinal beam 100 from bending at the inner depression during a front collision, Therefore, the ability of the front longitudinal beam to collapse and absorb energy along the front and rear directions of the vehicle can be improved to protect other components and occupants of the vehicle. A reinforcement plate is attached, for example by welding sheet metal to achieve reinforcement at this location.

As shown in FIG. 6 , the vehicle body structure may further include a floor panel 300, the front end of the floor panel 300 is connected with a dash panel 320, and the passenger compartment is defined at the rear of the dash panel 320 and above the floor panel 300. Correspondingly, the front The cabin beam 220 is disposed in front of the front wall 320 and can be connected to the front wall 320, specifically, the front cabin beam 220 can be connected to the bottom of the front wall 320 to better protect the feet of the occupants. In addition, in some embodiments, the front cabin cross member 220 may also be spaced forward of the front panel 320 .

The vehicle body structure further includes a carrier frame 700 for mounting other vehicle components, such as a battery tray 600 for mounting a battery pack. Specifically, as shown in FIGS. 7 to 9 , the carrier frame 700 may at least include The front cross member 210, the vehicle body longitudinal member and the floor rear cross member 230, the front cross member 210 and the floor rear cross member 230 are all fixed on the lower surface of the floor panel 300, and the vehicle body longitudinal member is connected to the floor panel 300, wherein the front cross member 210 is arranged at intervals. It is installed at the rear of the front cabin cross member 220 and close to the front wall panel 320. It should be noted that “close” here refers to the distance between the front cross member 210 and the front wall panel 320 in the front-rear direction among all the beams installed under the floor panel 300. closest. The floor rear cross member 230 is spaced behind the front cross member 210, and the two body longitudinal members are spaced in the left-right direction and at least partially located between the front cross member 210 and the floor rear cross member 230 to define the battery The installation space of the tray 600. Specifically, the longitudinal beams of the vehicle body may include the floor longitudinal beams 110 fixed on the lower surface of the floor panel 300 and/or the 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 floor longitudinal beams, or It is fixed on the inner panel of the door frame or both at the same time, so as to arrange the installation points according to different structures of the battery tray 600 . In this embodiment, when the carrying frame 700 is used to install battery trays, the front cross beam 210 , the floor rail 110 and the floor rear cross beam 230 may be sequentially referred to as battery pack installation front beam 210 , battery pack installation rail 110 and The battery pack is installed on the rear beam 230.

The bearing frame 700 may be a frame structure formed by the cooperation of the front cross beam 210, the two floor longitudinal beams 110 and the floor rear cross beam 230, or may adopt the embodiment shown in FIG. 7 and FIG. At the first floor rail 110A and the second floor rail 110B at both ends of the front cross member 210 , the vehicle body structure further includes a rear rail 120 including first rear rails connected to the rear ends of the corresponding floor rails 110 , respectively. The side member and the second rear side member, the floor rear cross member 230 is connected between the rear side members 120 , so that the rear side member 120 has a rear side member front section 121 and a rear side member rear section located on the front and rear sides of the floor rear cross member 230 , respectively. 122. The load-bearing frame 700 is formed into a front cross member 210, a first floor longitudinal member 110A, a first rear longitudinal member front section 121A, a floor rear cross member 230, a second rear longitudinal member front section 121B, and a second floor longitudinal member 110B connected end to end in sequence, In order 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 connection of the floor rails and the rear rails can also increase the strength of the body structure.

In order to increase the strength of the bearing frame 700, as shown in FIG. 9 and FIG. 10 , the bearing frame 700 may further include rocker inner panels 500 disposed on both sides of the floor panel 300, the rocker inner panels 500 extending in the front-rear direction and located in the corresponding The outer side of the floor rail 110 and overlaps with the floor rail 110 and the front cross member 210 . A reinforcing beam may also be connected between the front cross beam 210 and the floor longitudinal beam 110 to form a reinforcing structure such as a triangle, that is, the reinforcing beam and the corners formed by the front cross beam 210 and the floor longitudinal beam 110 together form a triangle, so as to form a triangle. The corners of the intersections of the beams and the longitudinal beams are increased in strength to enhance the strength of the load-bearing frame 700 to better withstand the gravity and impact force of, for example, battery packs. Alternatively, the reinforcing beam can also be formed as an L-shaped beam, so as to form a rectangular frame structure together with the corners formed by the front cross beam 210 and the floor longitudinal beam 110 to improve the anti-collision capability of the vehicle body structure.

The front cross member 210 , the floor rail 110 and the rocker inner panel 500 may have any suitable overlapping relationship. As an optional embodiment, the connection manner of the front beam 210 and the floor longitudinal beam 110 may refer to the embodiments shown in FIGS. 11 to 14 , wherein the two floor longitudinal beams 110 are respectively connected to both ends of the front beam 210 , and the floor longitudinal beams 110 are respectively overlapped with the bottom wall 201 of the beam, the side wall 202 of the beam and the opening flange 200a of the beam. In detail, the end portion of the floor stringer 110 is formed into a groove-like structure open upward and includes a floor stringer inner side wall 112A, a floor stringer bottom wall 111 and a floor stringer outer side wall 112B, the groove-like structure of the floor stringer 110 The upper edges of the openings of the sill are folded outwards (leftward and rightward) to form a first flange 110a of the inner side wall of the floor stringer and a flange 110b of the outer side wall of the floor stringer, respectively, and the floor stringer 110 passes through the inner side wall of the floor stringer. The first flange 110a is fixed to the lower surface of the floor panel 300, and the end of the inner side wall 112A of the floor stringer is folded (inwardly extending in the up-down direction) to form the second flange 110c of the inner side wall of the floor stringer, the floor stringer The ends of the bottom wall 111 extend outward along the front-rear direction to form the floor stringer bottom wall overlapping edge 110d, wherein the first flange 110a of the inner side wall of the floor stringer overlaps with the beam opening flange 200a, and the inner side wall of the floor stringer overlaps with the opening flange 200a of the beam, The second flange 110c is overlapped with the side wall 202 of the beam, and the overlap edge 110d of the bottom wall of the floor longitudinal beam is overlapped with the bottom wall 201 of the beam.

As shown in FIG. 13 , the rocker inner panel 500 is formed into a U-shaped groove structure with an opening facing outward and includes an inner panel top wall 501 and an inner panel bottom wall 502 arranged oppositely, and is connected to the inner panel top wall 501 and the inner panel bottom wall. 502, as shown in FIG. 10, the overlapping relationship between the sill inner panel 500 and the floor longitudinal beam 110 may be that the floor longitudinal beam 110 is overlapped with the inner panel bottom through the floor longitudinal beam outer wall flange 110b. On the wall 502, the lap joint method of the front cross member 210 and the rocker inner panel 500 may refer to the embodiment shown in FIG. 12 and FIG. 13, wherein the front cross member 210 is connected by the cross member end flange 200b and the cross member bottom wall overlapping edge 200c. They are overlapped on the inner plate side wall 503 and the inner plate bottom wall 502 respectively.

When the bearing frame 700 involved in the present disclosure is used as a part of the force transmission path of the vehicle body structure, for example, in some embodiments to be described in detail below, specifically, taking the embodiments shown in FIG. 15 and FIG. When the rear end of the beam 100 is overlapped with the front cross member 210 in the bearing frame 700, when the vehicle collides with the front, the front side member 100 first bears the impact, and the impact force is transmitted from the rear end of the front side member 100 to the front cross member 210 along the longitudinal direction of the floor. The beam 110 and the sill inner panel 500 are dispersed on the 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 the front beam 210. The overlapping of the door sill inner panel 500 and the floor longitudinal beam 110 can increase the strength of the load-bearing frame 700, which can not only ensure that more battery packs are installed in the load-bearing frame 700 to improve the endurance of the vehicle, but also can reduce the load-bearing frame The degree of deformation of the collision (including front collision and side collision) of the 700 can prevent the load frame 700 from deforming and squeezing the battery pack and causing a fire.

The body structure may also include a rear seat mounting cross member 260 (shown in FIGS. 43 and 45 ) connected between the rear rails 120 and spaced forward of the floor rear cross member 230, carrying the load The frame 700 may further include the rear seat mounting beam 260, so that the number of mounting points for the battery tray 600 and the carrying frame 700 can be increased, which is beneficial to maintain the installation stability of the battery pack. The rear seat mounting cross member 260 can also increase the force transfer path between the rear side members 120 when a portion of the force transfer path of the structure is used.

When the carrying frame 700 is used to install the battery tray 600, the front beam 210 is formed as a battery pack installation front beam, the floor beam 110 is formed as a battery pack installation beam, and the floor rear beam 230 is formed as a battery pack installation rear beam, and carries The frame 700 is also provided with a battery tray fastening hole 701 for fixing the battery tray 600 . Correspondingly, 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 is not directly impacted in the event of a collision, so as to prevent the battery tray 600 from directly impacting. Protect the battery pack. The positions of the mounting lugs 601 are aligned with the positions of the fastening holes 701 of the battery tray, and the mounting holes are coaxially opened, so that the battery tray 600 is mounted on the carrier frame 700 by the fasteners.

In some embodiments, the battery tray 600 may be formed as a unitary structure (as shown in FIG. 8 ) or as a split structure (as shown in FIG. 9 ). 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 distribute the collision energy of the vehicle evenly on the body structure to reduce damage to a single component of the vehicle, the bearing frame 700 can also be used as a collision force transmission structure in whole or in part to assist in dispersing the collision force.

As shown in Figures 15 and 16, a first embodiment of the body structure dispersing the collision forces is provided. The rear ends of the left front longitudinal beam and the right front longitudinal beam are respectively connected to the front cross beam 210 , that is, the front longitudinal beam 100 ends at the front cross beam 210 rearwardly. Further, the rear end of the front longitudinal member is only connected with the front cross member 210, and not connected with other components, so that the collision impact force is transmitted from the front longitudinal member 100 to the front cross member 210 through the connection between the front longitudinal member 100 and the front cross member 210, The front cabin beam 220, the left front longitudinal beam, the front beam 210 and the right front longitudinal beam form a closed-loop frame to prevent the rear legs of the front longitudinal beam from intruding into the passenger compartment. On the one hand, the collision force transmission path of the vehicle is increased, which is conducive to the dispersion of collision energy. On the other hand, the closed-loop frame makes the body structure have higher strength, can withstand the initial crash load and the rearward impact of the front part of the vehicle, protect the occupants and other elements of the vehicle, such as the battery pack. In other embodiments, the front side member 100 that ends rearwardly at the front cross member may also extend to components such as the rocker inner panel in the left-right direction. That is, the front side member 100 ends at the front cross member 210 .

Specifically, the front beam 210 is formed as an upwardly open trough structure and includes a beam bottom wall 201 and a beam side wall 202. The upper edge of the opening of the groove structure of the front beam 210 is folded outward to form a beam opening. Side 200a, the front beam 210 is connected to the lower surface of the floor panel 300 through the beam opening flange 200a.

The front longitudinal beam 100 can be fixedly connected to the front beam 210 according to any suitable connection method. As an optional implementation, as shown in FIG. 16 , the front longitudinal beam 100 is overlapped on the bottom wall 201 of the beam and the side wall of the beam respectively. 202 and the beam opening flange 200a, in detail, the rear end of the front longitudinal beam 100 is formed into a groove-like structure that opens upward and includes the longitudinal beam bottom wall 103 and the longitudinal beam side wall 104, and the groove-like structure at the rear end of the front longitudinal beam 100 The upper edge of the opening is folded outward to form a first longitudinal beam flange 100a extending in the front-rear direction, and the ends of the longitudinal beam side walls 104 are folded outward to form a second longitudinal beam flange extending in the up-down direction. 100b, 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, wherein the first longitudinal beam flange 100a overlaps with the beam opening flange 200a, and the second longitudinal beam flange The beam flange 100b is overlapped with the lateral beam side wall 202, and the longitudinal beam bottom wall overlapping edge 100c is overlapped with the beam bottom wall 201 to ensure stable connection between the rear end of the front longitudinal beam 100 and the front beam 210.

In this embodiment, the downward curved section 100B and the groove-like structure at the rear end of the front longitudinal beam 100 are continuously transitioned, that is, the front longitudinal beam 100 is formed as a continuous groove from the installation position of the front cabin beam 220 to the rear end of the front longitudinal beam 100 In order to increase the strength of the rear section of the front longitudinal beam 100, the bending strength of the front longitudinal beam 100 can be improved, so as to prevent the front longitudinal beam 100 from bending and invading the passenger compartment during a front collision.

In order to further strengthen the connection between the front side member 100 and the front cross member 210 , the body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them, such as FIGS. 2 , 7 to 8 , and 10 to 11 . In the embodiment shown, the inner connecting plate 410 and the outer connecting plate 420 are respectively located on the inner and outer sides of the front longitudinal beam 100, and the inner connecting plate 410 is respectively connected with the front cabin beam 220, the front longitudinal beam 100 and the front beam 210, In an alternative embodiment, the inner connecting plate 410 may be located between and connected to one of the front deck beam 220 and the front beam 210 . The outer connecting plate 420 is respectively connected with the front longitudinal beam 100 and the front cross member 210 . When a front collision occurs, the inner connecting plate 410 and the outer connecting plate 420 can also assist in dispersing the impact force of the collision, so that the impact force passes through the rear section of the front longitudinal beam 100 . The inner and outer connecting plates are transmitted to the rear structure of the vehicle, so as to avoid deformation and bending of the rear section of the front longitudinal beam 100 , which drives the deformation of the front wall 320 and squeezes the space of the passenger compartment.

The inner connecting plate 410 and the outer connecting plate 420 can respectively have any appropriate structure. Referring to FIG. 17 , the inner connecting plate 410 includes an inner connecting bottom wall 411, and the inner connecting bottom wall 411 has the first edge of the inner connecting plate, the inner connecting plate and the inner connecting plate which are connected end to end. The second edge of the connecting plate, the third edge of the inner connecting plate 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 is along the front longitudinal beam 100 extends 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 upward at an angle to prevent Adapting to the positional relationship between the front cabin beam 220 and the front beam 210 in the up-down direction, the first inner connecting side wall 412 is overlapped with the front cabin beam 220, and the fourth edge of the inner connecting plate is connected with an upwardly extending second inner connecting side wall 413 , the second inner connecting side wall 413 overlaps with the front beam 210 .

In detail, the first edge of the inner connecting plate extends outward to form the first lap 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 the front-rear direction extending The first flange 410b of the second inner connecting side wall, 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 flange extending along the up-down direction 410c, wherein, the first lap edge 410a of the inner connecting plate overlaps with the bottom wall 201 of the beam, the first flange 410b of the second inner connecting side wall overlaps with the opening flange 200a of the beam, and the second inner connecting side wall has a second flange 200a. The side 410c overlaps with the beam side wall 202;

The second edge of the inner connecting plate extends outward to form a second overlapping edge 410d of the inner connecting plate extending in the front-rear direction, 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 outward to form the first inner connecting side wall flange 410e extending substantially along the left-right direction, and the first inner connecting side wall flange 410e and the trough-shaped structure of the front cabin beam 220 The groove wall overlaps.

A reinforcing structure may also be provided on the inner connecting plate 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 due to collision and bending.

As shown in FIG. 10 and FIG. 11 , the overlapping relationship between the outer connecting plate 420 and the front longitudinal beam 100 and the front cross beam 210 is shown in the drawings. The outer connecting plate 420 also extends outward and overlaps with the rocker inner plate 500. When the vehicle has a small offset collision, that is, the impact occurs on the outer side of the front longitudinal beam 100 of the vehicle, the front longitudinal beam is less stressed, and the effect of collapse and energy absorption is poor. At this time, the outer connecting plate 420 is used for The impact is received and the impact force is transmitted to the front cross member 210 and the rocker inner panel 500 , thereby reducing the deformation of the vehicle A-pillar and the cowl panel 320 pressed by the back of the wheel. At the same time, when a frontal collision occurs, the front longitudinal beam is subjected to a relatively large force, and the outer connecting plate 420 can also play a role in dispersing the force transmission.

Specifically, as shown in FIG. 18 , 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 that are connected end to end in sequence. , the third edge of the outer connecting plate and the fourth edge of the outer connecting plate, the first edge of the outer connecting plate extends along the front beam 210 and overlaps with the front beam 210, and the second edge of the outer connecting plate extends along the front longitudinal beam 100 and is connected with the front beam 210. The front longitudinal beam 100 is overlapped, the third edge of the outer connecting plate is connected with an outer connecting side wall 422 extending upward, and the outer connecting side wall 422 is overlapped with the front longitudinal beam 100 .

In detail, the first edge of the outer connecting plate extends outward to form the first overlapping edge 420a of the outer connecting plate extending in the left-right direction, and the first overlapping edge 420a of the outer connecting plate overlaps with the bottom wall 201 of the beam; The two edges extend outward to form the second lap edge 420b of the outer connecting plate extending in the front-rear direction. 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. 422 The end of 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 overlaps with the bottom wall 103 of the longitudinal beam The first flange 420c of the outer connecting side wall is overlapped with the first longitudinal beam flange 100a, and the second flange 420d of the outer connecting side wall is overlapped with the longitudinal beam side wall 104; the first flange 420c of the outer connecting side wall It also overlaps with the dash panel 320 .

The fourth edge of the outer connecting plate extends along and overlaps with the rocker inner panel 500 , and the end of the outer connecting side wall 422 near the fourth edge extends outward to overlap with the end of the rocker inner panel 500 .

In this embodiment, 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 edge of the outer connecting plate is formed as a rearwardly concave arc structure to avoid the wheels.

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, alternatively, the reinforcement structure can also be formed as sheet metal or filled with CBS (composite reinforcement).

As shown in Figures 19 to 23, a second embodiment of the vehicle body structure for distributing crash forces is provided. The front cabin beam 220 is installed at the rear end of the downwardly curved section 100B 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 the front cabin beam 220 and the front beam 210 are connected with a The force transmission structure is used to transmit the collision impact force from the front side member 100 to the bearing frame 700 through the force transmission structure. 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 respectively, both ends of the front cabin beam 220 are provided with connecting parts respectively overlapping with the front longitudinal beam 100 and the connecting plate. The specific structure of the connecting part and its connection with the front longitudinal beam 100 The connection relationship with the connection 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 a front side wall flange 222a and a rear side wall flange 223a extending in the left and right directions respectively, and the rear end of the downwardly curved section 100B overlaps the front side wall 222 and the front side wall flange 222a 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. 20 and 21 , the downwardly curved section 100B is formed as an upwardly open trough-like structure and includes a longitudinal beam inner side wall 102A, a first longitudinal beam bottom wall 101 and a longitudinal beam outer side wall 102B, and the longitudinal beam inner side wall 102A The upper edge of the longitudinal beam is folded outward to form a first longitudinal beam inner side wall flange 102a extending in the front-rear direction, and the end of the longitudinal beam inner side wall 102A is folded outward to form a second longitudinal beam inner wall flange extending in the up-down direction. Side 102b, the end of the first longitudinal beam bottom wall 101 extends outward to form the first longitudinal beam bottom wall overlapping edge 101a extending in the left-right direction, and the end of the longitudinal beam outer side wall 102B extends outward to form a vertical beam extending in the vertical direction. The extended longitudinal beam outer side wall lap 102c, wherein the first longitudinal beam inner side wall flange 102a is overlapped with the front side wall flange 222a, the second longitudinal beam inner side wall flange 102b is overlapped with the front side wall 222, the third A longitudinal beam bottom wall overlapping edge 101a and longitudinal beam outer side wall overlapping edge 102c are respectively overlapped with the connecting bottom wall 221. Specifically, in order to facilitate overlapping with the front longitudinal beam 100, the end of the connecting bottom wall 221 can be turned up. is folded to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 is connected between the front side wall 222 and the rear side wall 223, and the lap edge 102c of the outer side wall of the longitudinal beam is lapped with the outer end wall 224 ( Refer to Figure 21).

As shown in FIG. 21 and FIG. 22 , the front end of the connecting plate 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 faces toward The first inner sidewall 432A is folded outward to form the first inner sidewall first flange 430a extending in the front-rear direction, and the end of the first inner sidewall 432A is folded outwards to form the first inner sidewall second flange 430b extending in the up-down direction. An end portion of a bottom wall 431 extends outward to form a first bottom wall lap 430c extending in the left-right direction, and an 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. Side 430d, wherein the first inner side wall 430a is overlapped with the rear sidewall flange 223a, the first inner sidewall second flange 430b is overlapped with the rear sidewall 223, and the first bottom wall lap 430c is overlapped with the rear sidewall 223. The first outer side wall overlapping edges 430d are respectively overlapped with the connecting bottom wall 221. Specifically, in order to facilitate overlapping with the connecting plate 430, 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 first outer side wall overlapping edge is overlapped with the outer end wall 224 (refer to FIG. 21).

As shown in FIG. 23 , 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 opening flange 200a 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 between the front cabin beam 220 and the front beam 210 can be set arbitrarily. For example, in the embodiments shown in FIGS. 19 to 23 , the force transmission structure between the front cabin beam 220 and the front beam 210 is connected by multiple connections. The plate 430 is formed, and the connecting plates are two and are symmetrically arranged about the vertical bisector of the front cross member 210;

Optionally, referring to FIG. 24, there are three connecting plates, wherein the connecting plate in the middle is located on the vertical bisector of the front beam 210, and the connecting plates on the left and right sides are symmetrically arranged with respect to the connecting plate in the middle;

Alternatively, referring to FIGS. 25 to 27 , two connecting plates are arranged symmetrically about the vertical bisector of the front cross member 210 , and a herringbone ( FIG. 25 ) or a figure eight ( FIG. 26 ) or an X is arranged between the two connecting plates 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 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. In other alternative embodiments, for example, in the connecting plate If the 430 has sufficient strength, the front and rear ends of the connecting plate may be groove-like structures formed at intervals at both ends of the connecting plate, so as to facilitate processing of flanges and overlap with other body beams or inner sill panels.

Through this technical solution, the impact energy of the front collision is transmitted to the connecting plate through the front cabin beam 220, and continues to be dispersed to the front beam 210 and other beams of the bearing frame 700, thereby improving the collision safety performance of the vehicle.

As shown in FIGS. 28 and 29 , a third embodiment of dispersing the impact force of the vehicle body structure is provided, wherein 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 is the same as that in the second embodiment, with specific reference to FIGS. 19 to 22 , which will not be repeated here. . In order to adapt to the design of the overall structure of the vehicle, the connecting plate is bent outward from the front cabin cross member 220 so that its rear end overlaps with the inner bottom wall 502 and the inner side wall 503 of the rocker inner panel 500, and the connecting plate is The top surface is also attached below the 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. 29 , the rear end of the connecting plate 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 turned outward. Fold 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 Overlapped with the inner panel sidewall 503 , the second bottom wall lap edge 430g overlaps with the inner panel bottom wall 502 , and the end of the second outer sidewall 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 transitions to the rear end arc to avoid the wheel.

As shown in FIGS. 30 and 31 , a fourth embodiment of the vehicle body structure dispersing the impact force is provided, in which the front longitudinal beam 100 terminates at the front cabin beam 220 and between the front cabin beam 220 and the floor longitudinal beam 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. 19 to 22 , 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 is a zigzag structure that opens upward, 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 is formed into a groove-shaped structure that opens upward, the 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 profiles are the same and nested into each other.

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

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. hinder the occupant's escape.

Specifically, as shown in FIG. 32 and FIG. 33 , 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 beam 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, thereby effectively reducing 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 scratching the occupants by the deformed floor panel 300. risk.

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 is a gap 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 center channel 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 center channel 301 in the left-right direction, referring to FIG. 35 , 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. Specifically, the left front side member and the right front side member may have any suitable connection positions, for example, the left front side member is connected at the center of the left-right direction of the first front cross member 210A, and the right front cross member is connected at the center of the left-right direction of the second front cross member 210B. position, so that the corresponding front cross member 210 can better withstand the impact force transmitted by the left front side member and the right front side 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. 32 , 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 body structure, as shown in FIGS. 34 , 36 and 37 , 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 dispersed to other components of the load-bearing frame 700, but also can be transmitted to the center tunnel cover 302 and the floor panel 300 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 end to the middle of the floor panel 300 , and the raised height of the central passage is not more than 60mm, further not more than 50mm, so as to utilize the interior space reasonably. 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 channel cover 302A is connected to the floor panel 300 through the front channel cover flange 302a, and the inner ends of the first and second horizontal pressure plates 310A and 310B can also be overlapped with the front channel cover 302A to increase 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 Extend, for example, to overlap the front seat mounting cross member 240 . As shown in Figure 36 and Figure 37, to increase 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. 38 and 39 , 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 implementations. As one possibility, as shown in FIG. 39 , the lateral pressure plate sidewall 312 of the groove-like structure of the transverse pressure plate 310 is formed with an escape groove that opens downward. 313 , the avoidance groove 313 penetrates through the lateral pressure plate side wall 312 , and the vertical pressure plate 330 passes through the avoidance groove 313 and intersects with the horizontal 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 front panel 320. Referring to FIGS. 38 and 40, 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. 41 ), so that the front side member 100 and the longitudinal pressure plate connecting plate 321 can be buckled and connected as 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 FIG. 40 , 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 edge is folded outwards 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-like structure of the longitudinal pressure plate 330 can also be connected to the first rear end of the front longitudinal beam 100. A side member flange 100a is aligned with respect to the floor panel 300, so as to strengthen the bending strength of the rear end of the front side member 100 and prevent the front side member 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, can all use the body beam 200 provided by the present disclosure. The current beam 210 and the rear floor beam 230 are installed as battery packs respectively. 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 mounting holes for the battery tray 600 of the carrying frame 700 .

42 to 45 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 caused by the deformation of the floor panel 300 and the dash panel 320 to the occupants, but also ensure that the transmission path of the collision force is avoided. occupant.

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 frontal 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: firstly, the arrangement area (space) of the battery pack can be provided to the maximum extent under the condition that the collision safety deformation requirements are met, and the performance of long-distance endurance can be improved. requirements; second, the closed-loop frame provides a simple and easy assembly method for the battery pack, and the battery pack 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.

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 in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above-mentioned embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions 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 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 (16)

1. A vehicle body structure, characterized in that it comprises a front longitudinal beam (100), a front cabin beam (220) and a floor longitudinal beam (110), the front longitudinal beam (100) comprising left front longitudinal beams arranged at intervals along the left-right direction A beam and a right front longitudinal beam, the front longitudinal beam (100) has a main body section (100A) and a downward curved section (100B) connected to the rear end of the main body section (100A), and the front cabin beam (220) is mounted on the The rear ends of the downwardly curved sections (100B) of the left and right front longitudinal members, and at least partially below the main body section (100A), the floor longitudinal members (110) for fixing to the floor The lower surface of the panel (300), the floor panel (300) is located behind the front cabin beam (220), and a force transmission is connected between the front cabin beam (220) and the floor longitudinal beam (110) Structure, the force transmission structure includes 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 floor longitudinal beam (110) , the top surface is connected to the lower surface of the floor panel (300), the forward cabin beam (220) is at least partially connected to the bottom of the downwardly curved section (100B), the forward cabin beam (220) The two ends of the frame are provided with connecting parts that overlap with the front longitudinal beam (100) and the connecting plate (430) respectively, and the connecting parts are formed as a first groove-shaped structure that opens upward and includes oppositely disposed along the front-rear direction. The front side wall (222) and the rear side wall (223) of the front side wall (222) and the connecting bottom wall (221) connecting the front side wall (222) and the rear side wall (223), the opening of the first groove structure The upper edge of the upper edge is folded outward to form a front side wall flange (222a) and a rear side wall flange (223a), respectively, and the rear ends of the downwardly curved sections (100B) are respectively overlapped on the front side wall. (222), the front side wall flange (222a) and the connecting bottom wall (221), the front end of the connecting plate (430) is overlapped on the rear side wall (223), the rear side wall flange (223a) respectively ) and the connection bottom wall (221). 2. The vehicle body structure according to claim 1, wherein the connecting plate (430) is bent outward from the front cabin cross member (220) and is connected to the floor rail (110). 3. The vehicle body structure according to claim 1 or 2, characterized in that, the connecting plate (430) is a zigzag structure open upward, and the top surface of the zigzag structure is connected to the floor panel (430). 300) on the lower surface. 4. The vehicle body structure according to claim 1, characterized in that the downwardly curved section (100B) is formed as a second groove-like structure that is open upward and includes a longitudinal beam inner side wall (102A) and a longitudinal beam outer side wall ( 102B) and the first longitudinal beam bottom wall (101) connecting the longitudinal beam inner side wall (102A) and the longitudinal beam outer side wall (102B), the upper edge of the longitudinal beam inner side wall (102A) is folded outwards to form the first longitudinal beam bottom wall (101). A longitudinal beam inner side wall flange (102a), the end of the longitudinal beam inner side wall (102A) is folded outward to form a second longitudinal beam inner side wall flange (102b), the first longitudinal beam bottom wall ( The ends of 101) extend outward to form the first longitudinal beam bottom wall lap (101a), and the ends of the longitudinal beam outer side walls (102B) extend outward to form the longitudinal beam outer side wall lap (102c) , Wherein, the inner side wall flange (102a) of the first longitudinal beam is overlapped with the front side wall flange (222a), and the second longitudinal beam inner side wall flange (102b) is overlapped with the front side wall (222). ) overlapping, the overlapping edge (101a) of the bottom wall of the first longitudinal beam and the overlapping edge (102c) of the outer side wall of the longitudinal beam are respectively overlapped with the connecting bottom wall (221). 5. The vehicle body structure according to claim 1, characterized in that, the front end of the connecting plate (430) is formed as a third groove-like structure open upward, comprising a first inner side wall (432A) and a first outer side A wall (432B) and a first bottom wall (431) connecting the first inner side wall (432A) and the first outer side wall (432B), the upper edge of the first inner side wall (432A) is folded outwards to form the first inner side wall first flange (430a), the end of the first inner side wall (432A) is folded outward to form the first inner side wall second flange (430b), the first bottom wall The ends of (431) extend outward to form first bottom wall lap edges (430c), the ends of said first outer side walls (432B) extend outward to form first outer side wall lap edges (430d), Wherein, the first flange (430a) of the first inner side wall overlaps with the flange (223a) of the rear side wall, and the second flange (430b) of the first inner side wall is connected to the rear side wall (223). ) overlapping, the first bottom wall overlapping edge (430c) and the first outer side wall overlapping edge (430d) are respectively overlapped with the connecting bottom wall (221). 6. The vehicle body structure according to claim 1, characterized in that, the end of the floor rail (110) is formed as a fourth trough-like structure that is opened upward, comprising a floor rail inner side wall (112A) and a floor rail The beam outer side wall (112B) and the floor stringer bottom wall (111) connecting the floor stringer inner side wall (112A) and the floor stringer outer side wall (112B), the opening of the fourth trough structure is The upper edge is folded outward to form a floor stringer inner side wall flange (110a) and a floor stringer outer side wall flange (110b), respectively, and the floor stringer (110) passes through the floor stringer inner side wall flange (110a). 110a) is connected below the floor panel (300). 7 . The vehicle body structure according to claim 6 , wherein the rear end of the connecting plate ( 430 ) is formed as a fifth groove-shaped structure that opens upward, and the inner wall contour of the fifth groove-shaped structure is the same as that of the fifth groove-shaped structure. 8 . The contours of the outer walls of the fourth groove-like structures are the same and sleeved with each other. 8. The vehicle body structure according to claim 1, characterized in that, the vehicle body structure further comprises rocker inner panels (500) disposed on the left and right sides of the floor panel (300), and the floor longitudinal beams (110) It is overlapped with the door sill inner panel (500). 9. The vehicle body structure according to claim 1, characterized in that, the downwardly curved section (100B) is formed with an inner recess (105) for avoiding the wheel along the wheel envelope, and the front cabin beam (220) is provided 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). 10. The vehicle body structure according to claim 1, characterized in that, the main body section (100A) is provided with a mounting point for mounting a sub-frame, so that the power unit of the vehicle is arranged on the sub-frame through the sub-frame. below the main body section (100A) and in front of the front cabin beam (220). 11. The vehicle body structure according to claim 1, wherein the front cabin cross member (220) is disposed in front of the front panel (320) and connected to the front panel (320), the front panel (320) A shroud is connected to the front end of the floor panel (300). 12. The vehicle body structure according to claim 1, characterized in that, the vehicle body structure further comprises a front cross member (210), the front cross member (210) being connected with the floor rail (110). 13. The vehicle body structure according to claim 12, wherein the front cross member (210) is a vehicle body cross member fixed on the lower surface of the floor panel (300). 14. The vehicle body structure according to claim 12, characterized in that, the front cross member (210) is a vehicle body cross member close to the front compartment of the vehicle body, or a vehicle body cross member installed near the front panel (320), or a vehicle body cross member close to the door sill The body cross member installed at the front end of the inner panel, or the body cross member installed in front of the front seat installation cross member. 15. The vehicle body structure according to claim 12, wherein the front cross member (210) is a battery pack installation front cross member, and the floor longitudinal member (110) is a battery pack installation longitudinal beam. 16. A vehicle comprising a body structure according to any one of claims 1-15.

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