CN109204558B

CN109204558B - Vehicle body structure and vehicle

Info

Publication number: CN109204558B
Application number: CN201710525636.1A
Authority: CN
Inventors: 嵇明; 吴启峰; 梁茂燕; 宋磊; 黄明有
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-06-30
Filing date: 2017-06-30
Publication date: 2021-11-12
Anticipated expiration: 2037-06-30
Also published as: CN109204558A

Abstract

The utility model relates to a vehicle body structure and vehicle, vehicle body structure include front longitudinal, front deck crossbeam and front beam, front longitudinal includes left front longitudinal and right front longitudinal that set up along left and right direction interval, front longitudinal has the main part section and connects the downward bending section at this main part rear end, the front deck crossbeam is connected left side front longitudinal with the downward bending section of right front longitudinal on to at least partly be located the below of main part section, the front beam with the front longitudinal is connected, have the clearance that is used for at least one of cooling line and cable conductor to pass through between front beam and the floor panel, the floor panel is located the rear of front deck crossbeam. Therefore, the strength and stability of the vehicle body structure during frontal collision can be effectively improved, and the collision safety of the vehicle is higher.

Description

Vehicle body structure and vehicle

Technical Field

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

Background

Minimizing the mortality and injury level of occupants during a traffic (collision) accident in a vehicle, particularly a passenger car, is a core design technology for the overall vehicle development and manufacture of passenger cars. The design of the collision safety deformation structure of the vehicle body structure is the basis for improving the collision safety performance of the whole vehicle. In order to meet the public demand for higher and higher collision safety of domestic passenger vehicles, in recent years, relevant departments of various countries have gradually improved and supplemented some test conditions for collision safety performance of passenger vehicles in relevant legislation and evaluation regulations of the country. For example, the united states is updating its series of regulations and evaluation codes for safe crash performance for vehicles sold in its domestic market, requiring that the body member compartment withstand greater crash forces with relatively less deformation under more operating conditions.

With the popularization of domestic passenger vehicles in global markets, the environmental protection problems caused by petrochemical energy shortage and combustion are more and more serious, so that new energy vehicles are actively developed in various countries. One direction of the electric vehicle as a new energy vehicle is becoming a future trend. In addition to the traditional design, the design of the electric vehicle needs to consider the design of a higher endurance mileage so as to satisfy the competitiveness with the traditional fuel vehicle.

In order to increase the cruising distance, the electric automobile needs to be equipped with more battery packs, so that compared with a fuel vehicle with the same specification, the electric automobile greatly increases the weight of the whole automobile, which leads to the increase of the kinetic energy of the whole automobile at the initial stage of collision of the automobile under the same test condition, namely, the body structure of the electric automobile needs to bear larger force and absorb more motion energy to improve the safety. Further, in electric automobile, because need arrange the battery package, the space of a large amount of automobile bodies lower parts is occupied, and various classic automobile body collision safety structure techniques of traditional fuel oil vehicle can't use, consequently designs a novel automobile body structure technique that can satisfy battery package arrangement and can satisfy vehicle safety again and is imperative.

Disclosure of 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 side member including left and right front side members arranged at an interval in a left-right direction, a front side member having a main body section and a downwardly curved section connected to a rear end of the main body section, and a front cross member connected to the downwardly curved sections of the left and right front side members and located at least partially below the main body section, the front cross member being connected to the front side member, a gap for passing at least one of a cooling pipe and a cable line being provided between the front cross member and a floor panel located behind the front cross member.

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

Optionally, the front cross beam is a vehicle body cross beam close to a vehicle body front cabin, or a vehicle body cross beam installed close to a front wall plate, or a vehicle body cross beam installed close to the front end of a door sill inner plate, or a vehicle body cross beam arranged in front of a front seat installation cross beam.

Optionally, a middle portion of the floor panel is upwardly convex to form a central passage extending in the front-rear direction, and the front cross member extends in the left-right direction from one end of the floor panel to the other end of the floor panel across the central passage to define the gap together with the central passage.

Optionally, the front cross member is formed as an upwardly open first channel structure comprising a cross member bottom wall and cross member side walls, the upper edge of the opening of the first channel structure being turned outwardly to form a cross member opening flange, the front cross member being connected to the floor panel by the cross member opening flange.

Optionally, the front longitudinal beam is respectively overlapped on the bottom wall of the cross beam, the side wall of the cross beam and the opening turned edge of the cross beam,

the rear end of the front longitudinal beam is formed into a second groove-shaped structure with an upward opening, the second groove-shaped structure comprises a longitudinal beam bottom wall and a longitudinal beam side wall, the upper edge of the opening of the second groove-shaped structure is outwards turned to form a first longitudinal beam flanging, the end part of the longitudinal beam side wall is outwards turned to form a second longitudinal beam flanging, the end part of the longitudinal beam bottom wall extends to form a longitudinal beam bottom wall overlapping edge,

the first longitudinal beam flanging is in lap joint with the cross beam opening flanging, the second longitudinal beam flanging is in lap joint with the cross beam side wall, and the longitudinal beam bottom wall lap joint edge is in lap joint with the cross beam bottom wall.

Optionally, the front deck beam is at least partially connected to the bottom of the downward bending section, the downward bending section is formed into a third groove-shaped structure and comprises a first longitudinal beam bottom wall and a first longitudinal beam side wall, the upper edge of the opening of the third groove-shaped structure is folded outwards to form a first longitudinal beam side wall flange, the front deck beam is respectively overlapped with the first longitudinal beam bottom wall, the first longitudinal beam side wall and the first longitudinal beam side wall flange,

the front cabin cross beam is formed into a fourth groove-shaped structure with an upward opening, the edge of the opening of the fourth groove-shaped structure is turned upwards to form a first flanging extending along the left-right direction, the end part of the fourth groove-shaped structure is turned outwards to form a second flanging extending along the up-down direction, and the end part of the fourth groove-shaped structure is also formed with a third flanging extending along the front-back direction,

the first flanging is in lap joint with the first longitudinal beam side wall flanging, the second flanging is in lap joint with the first longitudinal beam side wall, and the third flanging is in lap joint with the first longitudinal beam bottom wall.

Optionally, the downward bending section is formed with an inward concave portion for avoiding a wheel along the wheel envelope, the front deck cross beam is arranged at the inward concave portion, and a reinforcing plate is connected to a position, corresponding to the inward concave portion, of the inner wall of the front longitudinal beam.

Optionally, a mounting point for mounting a sub-frame is provided on the main body section, such that the motor is disposed below the main body section and in front of the front deck beam via the sub-frame.

Optionally, the front deck cross member is disposed in front of the dash panel and attached to the dash panel, and the dash panel is attached to the front end of the floor panel.

Optionally, the front cross member is a battery pack mounting front cross member.

Optionally, the front cross member is connected to a rear end of the corresponding front side member.

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

Through above-mentioned technical scheme, automobile body structure's intensity and stability when can effectively promote to bump before for the security performance of vehicle is higher.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is an exploded view of one embodiment of a body rail to which the present disclosure relates;

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

FIG. 3 is a schematic illustration of a partial structure of a vehicle body structure provided by the present disclosure, showing a front side rail and a front deck rail;

FIG. 4 is a perspective view of FIG. 3;

FIG. 5 is a detail view showing the connection between the front side member and the front deck cross member in FIGS. 3 and 4;

FIG. 6 is a bottom perspective view of a partial structure of the vehicle body structure provided by the present disclosure, showing front side rails, a front cross member, a dash panel, and a floor panel;

FIG. 7 is a schematic view of a load frame in the vehicle body structure provided by the present disclosure;

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

FIG. 9 is yet another schematic illustration of a load frame in a vehicle body structure provided by the present disclosure, wherein the battery tray is formed as a split-type structure;

FIG. 10 is a variation of the load frame of FIG. 7, wherein the load frame further includes a sill inner panel;

FIG. 11 is a detailed view of the connection of the front cross member, the floor side members and the rocker inner panel in FIG. 10;

FIG. 12 is a detail view of the connection of the front cross member to the floor rail of FIG. 10;

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

FIG. 14 is a detail view from another perspective of the connection of the front cross member and the rocker inner panel in FIG. 10;

FIG. 15 is a schematic view of a first embodiment of a force transfer structure in a vehicle body structure provided by the present disclosure;

FIG. 16 is a detail view showing the connection between the front side member and the front cross member in FIG. 15;

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

FIG. 18 is another example of the first embodiment of a force transfer structure in a vehicle body structure provided by the present disclosure, showing an outer web;

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

FIG. 20 is a detail view of the connection between the front side member and the front deck rail of FIG. 19;

FIG. 21 is another perspective detail view of the connection of the front side rail and the front deck rail of FIG. 19;

FIG. 22 is a detail view of the connection plate to the front deck rail of FIG. 19;

FIG. 23 is a detail view of the connection plate to the front cross member shown in FIG. 19;

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

FIG. 25 is a third embodiment of the second embodiment of the force transfer structure in the body structure provided by the present disclosure;

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

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

FIG. 28 is a schematic view of a third embodiment of a force transfer structure in a vehicle body structure provided by the present disclosure;

fig. 29 is a detailed view of the connection relationship between the connection plate and the inner sill panel in fig. 28;

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

FIG. 31 is a detail view of the connection of the web to the floor rail of FIG. 30;

FIG. 32 is a structural schematic view of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure, showing the cross crush plates and center tunnel cover;

FIG. 33 is a schematic view of the positional relationship of the cross rail, floor panel and front cross member of FIG. 32;

FIG. 34 is a bottom perspective view of the floor panel of the vehicle body structure provided by the present disclosure, with a gap formed between the center channel and the front cross member;

FIG. 35 is a schematic view of a variation of the gap in FIG. 34;

FIG. 36 is a schematic illustration of the connection of a center tunnel cover to a front deck rail in a vehicle body structure provided by the present disclosure;

FIG. 37 is a schematic view of the connection of a center tunnel cover to a dash panel in the vehicle body structure provided by the present disclosure;

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

FIG. 39 is a schematic view of the relationship of the position of the cross brace, the floor panel and the front cross brace of FIG. 38;

FIG. 40 is an enlarged detail view of FIG. 39;

FIG. 41 is a schematic view of the relationship between the longitudinal platen attachment plate and the front side rail of FIG. 38;

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

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

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

FIG. 45 is another perspective view of an embodiment of a vehicle body structure provided by the present disclosure.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, terms of orientation such as "up, down, left, right, front, and rear" are used with reference to the up-down direction, the left-right direction, and the front-rear direction of the vehicle, and specifically, in the drawings, the X direction is the front-rear direction of the vehicle, where the side to which the arrow points is "front" and vice versa is "rear"; the Y direction is the left and right direction of the vehicle, wherein, the side pointed by the arrow is 'right', otherwise, 'left'; the Z direction is the up-down direction of the vehicle, wherein, the side pointed by the arrow is up, and the other side is down; "inside and outside" are defined with reference to the outline of the corresponding member, for example, inside and outside of a vehicle defined with reference to the outline of the vehicle, and the side near the middle of the vehicle is "inside" and vice versa. The above definitions are merely provided to aid in the description of the present disclosure and should not be construed as limiting.

In the present disclosure, all "cross members" refer to beams extending in the vehicle lateral direction, and all "side members" refer to beams extending in the vehicle longitudinal direction. The term "front side member" refers to a side member extending rearward from a front bumper cross member of the vehicle body structure. "rear side rail" refers to a side rail in a vehicle body structure that extends previously from a rear bumper beam of a vehicle. The longitudinal members are generally two and arranged symmetrically with respect to the front-rear center line of the vehicle, and for example, the "front longitudinal member" generally includes a "left front longitudinal member" and a "right front longitudinal member" arranged at a spacing in the left-right direction. In addition, "frontal impact" in the present disclosure refers to a situation in which the front portion of the vehicle is subjected to an impact, and "side impact" refers to a situation in which the side surface of the vehicle is subjected to an impact. In addition, the terms "dash panel", "floor panel", "rocker inner panel" and the like referred to in the embodiments of the present disclosure are, without other specific explanations, the meanings of which are well known in the art.

In addition, terms such as "connect", "mount", "connect", "fix", and the like, which are not specifically described and limited, may be broadly construed, and may be implemented in a non-detachable manner such as welding, a detachable manner such as bolts, or an integrally formed manner such as molding, which are well known to those skilled in the art.

The following detailed description of some embodiments will be made in conjunction with the accompanying drawings. Wherein for ease of description the present disclosure first introduces some of the features of the present disclosure. Such as the body rails described below.

[ vehicle 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 vehicle body cross member 200 provided by a first aspect of the present disclosure is shown in fig. 1 and 2. The cross-member 200 may include a channel-shaped cross-member body and a support member connected to the channel-shaped cross-member body and enclosing at least a portion of the channel-shaped cross-member body to form a support structure having a closed cross-section, which can increase the strength of the cross-member 200 to effectively resist forces in the longitudinal direction, such as collision impact.

When the vehicle body cross member 200 provided in the first aspect of the present disclosure is applied to a vehicle body structure, the vehicle body cross member 200 may serve as a load bearing structure for other elements of a vehicle, for example, as a battery pack mounting cross member (e.g., a battery pack mounting front cross member). When the vehicle bumps in the front, namely, the vehicle bumps in the front-rear direction, the vehicle body cross beam 200 is used for absorbing impact energy, the supporting structure with the closed cross section enables the overall strength of the vehicle body cross beam 200 to be higher and the stability to be better, and the vehicle body cross beam 200 is guaranteed to be not easy to deform when being impacted, so that a battery pack positioned behind the battery pack mounting front cross beam is prevented from possibly igniting due to the fact that the battery pack is impacted or extruded to deform, and other parts and passengers of the vehicle are protected.

Specifically, the trough-shaped cross beam body may include a cross beam bottom wall 201 and cross beam side walls 202 located on two sides of the cross beam bottom wall 201, the support members are formed as supporting plates 203 connected between the cross beam side walls 202, so that the trough-shaped cross beam body and the supporting plates 203 enclose a supporting structure with a square cross section to improve the strength of the vehicle body cross beam 200, and the trough-shaped cross beam body has a regular outer contour, which is beneficial to increasing the applicability of the vehicle body cross beam 200, and is convenient for the vehicle body cross beam 200 to be mounted with other components in the vehicle body structure, such as a front longitudinal beam 100, a floor longitudinal beam 110, a sill inner panel 500, and the like in the vehicle body structure, which are described below.

Further, in order to ensure the stability of the support structure, the side edges of the stay plates 203 extending in the left-right direction are folded upward to form stay plate flanges, so that the stay plates 203 can be welded to the two beam side walls 202 through the stay plate flanges. In actual production and manufacturing, a cavity surrounded by the groove-shaped cross beam body and the supporting plates 203 can be further provided with a reinforcing structure, such as a welded metal plate or a filled CBS (composite reinforced material) material, so as to further improve the capability of the car body cross beam 200 in bearing impact and reduce the deformation amount of the car body cross beam 200 in collision.

The stay plate 203 may be formed in any suitable structure, for example, a wave-shaped plate extending along the length direction of the channel-shaped beam body, as shown in fig. 1, as another possible embodiment, the stay plate 203 may include a flat plate 204 parallel to the beam bottom wall 201 and inclined plates 205 extending from the left and right sides of the flat plate 204 to the beam bottom wall 201 obliquely downward to support the channel-shaped beam body better during collision, so that collision force can be transmitted from one side beam sidewall 202 to the other side beam sidewall 202 through the flat plate 204 and the inclined plates 205, which is beneficial to the dispersion of collision energy, and the transmission of collision force from one side beam sidewall 202 to the other side beam sidewall 202 through the flat plate 204 is improved, thereby preventing the one side beam sidewall 202 from being subjected to too large impact and bending or breakage, which may cause damage to other elements of the vehicle or passengers in the vehicle.

Specifically, fagging 203 can be a few style of calligraphy structures along left and right directions, a few style of calligraphy structures include dull and stereotyped 204 and swash plate 205, and follow swash plate 205 along the end plate 206 that crossbeam diapire 201 extends, on end plate 206 laminating and being fixed in crossbeam diapire 201, concrete fixed mode can be for the welding, promptly, this fagging 203 all has the relation of connection with crossbeam diapire 201 and both sides crossbeam lateral wall 202, thereby can guarantee this mouthful stability of style of calligraphy cross section's bearing structure, avoid causing fagging 203 and trough-shaped crossbeam body to separate because of the collision.

In order to further promote automobile body crossbeam 200's intensity, the fagging strengthening rib 207 that extends along the fore-and-aft direction has been arranged on the fagging 203, bump the effort before bearing, avoid to a certain extent that fagging 203 buckles and strut both sides crossbeam lateral wall 202 and realize the effort and transmit between both sides crossbeam lateral wall 202, the quantity and the mode of setting up of fagging strengthening rib 207 can be according to actual need optional, this disclosure does not do specific restriction to this, fagging strengthening rib 207 can be made with fagging 203 integrated into one piece, also can connect in fagging 203 through modes such as welding.

In this embodiment, the supporting members may be a plurality of and arranged in sequence along the gutter-shaped cross member body, so that the difficulty in manufacturing and mounting the supporting members can be reduced, the strength of the cross member 200 in the length direction thereof can be uniformly distributed, and the capability of the cross member 200 to bear impact can be improved as a whole. In other possible embodiments, the support member may be substantially the same as the dimension of the cross member body in the longitudinal direction, that is, one support member may be used to support the cross member side wall 202 of the channel-shaped cross member body, or a plurality of support members may be provided at intervals in the longitudinal direction of the channel-shaped cross member body depending on the collision force receiving position of the vehicle body cross member 200.

The vehicle body cross member 200 provided by the present disclosure can be applied to a cross member at any position in a vehicle body structure, for example, a cross member that overlaps with an end portion of a side member, that is, a side member is stopped at the vehicle body cross member 200. In some embodiments of the present disclosure, the vehicle body cross member 200 may be a front cross member 210, and the front cross member 210 may be a vehicle body cross member fixed to a lower surface of the floor panel 300, may be a vehicle body cross member installed near the dash panel 320, may be a vehicle body cross member installed near a front end of the rocker inner panel 500, may be a vehicle body cross member provided in front of the front seat installation cross member, or may be a vehicle body cross member installed near a lower end of the a-pillar inner panel, and the front cross member 210 may be positioned below a passenger compartment of the vehicle. The distance from the front cross beam to the front end of the sill inner panel 500 may be 30mm to 1000mm, and when the front cross beam is mounted close to the front end of the doorframe inner panel 500, the distance from the front cross beam to the front end of the sill inner panel is 30mm to 140 mm. In addition, depending on the vehicle type, the front cross member may be located at a position of a front middle floor connecting plate known in the art, which is approximately 1000MM from the front end of the rocker inner panel 500 in some embodiments. In various possible embodiments, the distance between the front cross member and the front end of the rocker inner panel 500 may be 60/80/120/200/300/450/600/700/850/950mm or the like.

In some embodiments, the front cross member 210 overlaps the rear end of the front side member 100, i.e., the front side member 100 ends at the front cross member 210. The front cross member 210 may also serve as a battery pack mounting front cross member for mounting a battery pack, and specifically, a battery tray fastening hole 701 may be opened in the vehicle body cross member 200 to mount a battery tray carrying a battery pack thereto by a fastener. It should be noted that the front cross member 210 may satisfy any one or more of the above-mentioned limitations, for example, the front cross member 210 is mounted on the lower surface of the floor panel while being adjacent to the dash panel.

In addition, a connecting plate may be disposed between the side member and the cross member 200 to improve the stability of the connection between the side member and the cross member and to facilitate the distribution of the force from the side member to the cross member. In this way, the groove-shaped cross member body of the vehicle body cross member 200 may be formed with connecting sections for connecting with the side members and the connecting plates, respectively, in the left-right direction, and the outer surfaces of the corresponding connecting sections may be lapped with the side members and the connecting plates, respectively. When only one of the longitudinal beam or the connecting plate is in lap joint with the connecting section, the connecting section is the longitudinal beam connecting section or the connecting plate connecting section.

Therefore, the position of the stay plate reinforcing ribs 207 and/or the inclined plate 205 can be arranged corresponding to the connecting section, when the vehicle is impacted along the front-rear direction, the vehicle body cross beam 200 can bear the collision force transmitted by the longitudinal beam, the stress of the connecting section at the lap joint position of the longitudinal beam and the connecting plate is the largest, the stay plate reinforcing ribs 207 and the inclined plate 205 can provide support for the groove-shaped cross beam body and bear the collision impact, the vehicle body cross beam 200 is prevented from deforming at the connecting section, and the anti-collision capacity of the vehicle body structure is improved.

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 connected to rear ends of left and right front side members, respectively, i.e., the front side member 100 is terminated at the front cross member 210. Correspondingly, the linkage segment includes first linkage segment and the second linkage segment that length direction interval and symmetry along the trough-shaped crossbeam body set up, first linkage segment is used for connecting corresponding front longitudinal 100, the second linkage segment is used for connecting corresponding connecting plate, the connecting plate can set up inboard and/or the outside at front longitudinal 100 as required, fagging 203 includes that the length direction interval along the trough-shaped crossbeam body sets up in the first fagging 203A and the second fagging 203B of trough-shaped crossbeam body, the swash plate 205 of first fagging 203A outer end aligns along the fore-and-aft direction with the outer end of first linkage segment, the swash plate 205 of second fagging 203B outer end aligns along the fore-and-aft direction with the outer end of second linkage segment. In the present disclosure, "alignment" means that projections of two components in a certain direction (for example, a front-back direction or an up-down direction in the present disclosure) are at least partially overlapped.

In addition, projections in the Z direction of the front and rear ends of the front side member 100 are shifted in the Y direction by a distance of not more than 80mm in order to accommodate the vehicle body structure. Namely, the projections of the rear end and the front end of the front longitudinal beam are not excessively deviated in the left-right direction, so that the front longitudinal beam is ensured to have better straightness in the left-right direction, and the strength of the front longitudinal beam is ensured.

Specifically, the link plates may be disposed inside the respective front side members 100, for example, formed as inner link plates 410 described below, and accordingly, the first link sections and the second link sections include adjacently disposed longitudinal member link sections and link plate link sections, respectively, the link plate link sections being located inside the respective longitudinal member link sections for connecting the inner link plates 410, the gusset plates 203 further include third gusset plates 203C sequentially connected between the first gusset plate 203A and the second gusset plate 203B, and the sloping plates 205 at both ends of the third gusset plates 203C are aligned with inner ends of the respective link plate link sections in the front-rear direction, respectively.

In this embodiment, the bottom wall of the channel beam body is provided with a first mounting hole 701a, the vehicle body beam 200 further includes a reinforcing plate 208 covering the bottom wall of the beam, the reinforcing plate 208 is provided with a second mounting hole 701b coaxial with the first mounting hole 701a to increase the strength of the vehicle body beam 200 at the opening position, and the first mounting hole 701a and the second mounting hole 701b can be used for mounting a vehicle component such as a battery pack, that is, the first mounting hole 701a and the second mounting hole 701b are the above-mentioned battery tray fastening holes.

Specifically, the trough-shaped cross beam body has an upward opening, and the top edge is turned outward to form a cross beam opening flange 200a extending in the length direction of the trough-shaped cross beam body, so that, when the vehicle body cross beam 200 provided by the first aspect of the present disclosure is applied to a vehicle body structure, the vehicle body cross beam 200 can be welded to the lower surface of the floor panel 300 through the cross beam opening flange 200a, so that the vehicle body cross beam 200 and the floor panel 300 jointly form a support structure with a closed cross section, the strength of the floor panel is improved to reduce the collision deformation of the floor panel, and the floor panel 300 can be prevented from being turned upward excessively when a frontal collision occurs, and the deformed floor panel 300 is prevented from entering the passenger compartment to hurt passengers or compress living spaces in the passenger compartment. Further, the end of the cross member side wall may be folded inward or outward to form a cross member end flange 200b, and the end of the cross member bottom wall may be extended outward to form a cross member bottom wall overlap 200c, so that the vehicle body cross member 200 can be overlapped with other parts of the vehicle body structure, such as the floor side member, the rocker inner panel, etc., through the cross member end flange 200b and the cross member bottom wall overlap 200 c.

While the foregoing describes some of the components of the vehicle body structure, such as the body rails, the vehicle body structure in some embodiments will be described in its entirety below.

[ vehicle body Structure ]

The present disclosure also provides a vehicle body structure according to a second aspect of the present disclosure, some embodiments of which are illustrated in fig. 3 to 45. Wherein, the vehicle body structure may include a front side member 100 and a front deck cross member 220, the front side member 100 having a main body section 100A and a downwardly bent section 100B connected to a rear end of the main body section 100A, the front side member 100 including left and right front side members disposed at an interval in the left-right direction, the front deck cross member 220 being mounted on the downwardly bent section 100B of the left and right front side members and being located 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 achieved by the downwardly bent section. The main body section 100A is relatively tall and can be used for mounting a subframe so that a vehicle power unit such as a motor or an engine can be mounted 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 the present embodiment, when a frontal collision occurs, the front side frame 100 collapses to move the vehicle components mounted on the main body section 100A rearward, and the front cross member 220 mounted on the downward bent section 100B is only partially located below the main body section, so that the rearward moving vehicle components, such as the vehicle power unit such as the motor, can be stopped to prevent the vehicle components from intruding into the vehicle cabin due to collision impact, thereby protecting the occupants.

Specifically, the main body section 100A is provided with mounting points for mounting a subframe by which a power plant of the vehicle is mounted on the main body section and is disposed at least partially below the main body section 100A and in front of the front deck cross member 220 so that the front deck cross member 220 can stop the power plant from moving backward to threaten the passenger compartment in the event of a frontal collision.

In order to ensure that the front deck rail 220 is below the main section 100A, the front deck rail 220 is at least partially attached to the bottom of the downwardly curved section 100B, which, in particular in this embodiment, as shown in fig. 5, the downwardly bent section 100B is formed into an upwardly opening groove-like structure and includes a first side member bottom wall 101 and a first side member side wall 102, the upper edge at the opening of the channel-like structure of this downwardly bent section 100B is folded over outwardly to form a first side member side wall flange 102a extending in the front-rear direction, the first side member bottom wall 101 is bent downwardly from the rear end of the main body section 100A, the front deck lateral member 220 is formed into an upwardly opening channel-like structure, the ends of the channel-like structure of the front deck transverse beam 220 are connected at least to the first longitudinal beam bottom wall 101 of the downwardly curved section 100B, so that the front deck beam 220 can better stop the front elements of the vehicle and avoid the damage to passengers caused by backward movement of vehicle power devices such as motors due to collision impact. Alternatively, the front deck cross member 220 may be attached to the downwardly curved sections 100B of the left and right front side members in any other suitable manner.

In order to ensure stable connection between the front deck cross member 220 and the front longitudinal member 100, the edge of the opening of the groove-like structure of the front deck cross member 220 is turned outward (i.e., turned forward or backward) to form a first flange 220a extending in the left-right direction, the end portion is turned outward (i.e., turned forward or backward) to form a second flange 220b extending in the up-down direction, the end portion is further formed with a third flange 220c extending in the front-back direction, wherein the first flanging 220a is lapped with the first longitudinal beam side wall flanging 102a, the second flanging 220b is lapped with the first longitudinal beam side wall 102, the third flanging 220c is lapped with the first longitudinal beam bottom wall 101, in actual production, the connection mode of each flanging and the front longitudinal beam 100 can be lap joint and welding, so as to improve the connection strength between the front cross member 220 and the front longitudinal member 100, thereby ensuring that the front cross member 220 can better bear the impact of the power plant of the vehicle.

The front deck cross member 220 may be formed in a sectional structure so as to be easily manufactured, the front deck cross member 220 may include a cross member body and end connection sections connected to both ends of the cross member body, and the opening width of the groove-shaped structure of the front deck cross member 220 gradually increases from the cross member body to the end connection sections, so that each of flanges lapped with the front longitudinal member 100 is easily processed. In an alternative embodiment, the front deck rail 220 may also be formed as a unitary structure.

To accommodate the overall structure of the vehicle, and with continued reference to fig. 2, the downwardly curved section 100B is formed along the wheel envelope with an interior recess 105 for avoiding the wheel, i.e., the front rail is recessed inwardly at the location of the interior recess 105 to ensure steering of the vehicle. In this way, when a frontal collision occurs, the front side member 100 is easily deformed and bent at the concave portion 105, and presses other components mounted at the front portion of the vehicle, and affects the collapsing energy absorption effect of the front side member 100, and therefore, in the present disclosure, the front deck cross member 220 is connected between the concave portions 105 of the left and right front side members to form a support for the two front side members 100, so that the front side member 100 is prevented from being bent at the concave portion when the frontal collision occurs, and therefore, the capability of the front side member to collapse and absorb energy in the front-rear direction of the vehicle to protect other components and passengers of the vehicle can be improved, and in order to further increase the strength of the downward bent section 100B, a reinforcing plate may be connected to a position of the inner wall of the front side member 100 corresponding to the concave portion 105, and the reinforcement of the position may be realized by welding a metal plate, for example.

As shown in fig. 6, the vehicle body structure may further include a floor panel 300, a dash panel 320 is connected to a front end of the floor panel 300, and a passenger compartment is defined behind the dash panel 320 and above the floor panel 300, and accordingly, the front cross member 220 is disposed in front of the dash panel 320 and may be connected to the dash panel 320, and particularly, the front cross member 220 may be connected to a bottom of the dash panel 320 to better protect feet of a passenger. Additionally, in some embodiments, the front deck rail 220 may also be spaced forward of the dash panel 320.

The vehicle body structure further includes a bearing frame 700, the bearing frame 700 is used for mounting other vehicle components, such as a battery tray 600 for mounting a battery pack, specifically, as shown in fig. 7 to 9, the bearing frame 700 may include at least a front cross member 210, a vehicle body longitudinal beam and a floor rear cross member 230, the front cross member 210 and the floor rear cross member 230 are fixed on the lower surface of the floor panel 300, the vehicle body longitudinal beam is connected to the floor panel 300, wherein the front cross member 210 is arranged at a position spaced behind the front deck cross member 220 and mounted close to the dash panel 320, and it should be noted that "close" herein means that the front cross member 210 is closest to the dash panel 320 in the front-rear direction among all cross members mounted below the floor panel 300. The floor rear cross member 230 is disposed at a distance rearward of the front cross member 210, and two vehicle body longitudinal members are disposed at a distance in the left-right direction and at least partially between the front cross member 210 and the floor rear cross member 230 to define an installation space of the battery tray 600. Specifically, the longitudinal vehicle body beam may include a floor side member 110 fixed to the lower surface of the floor panel 300 and/or a sill inner panel 500 fixed to a side edge of the floor panel 300, i.e., the battery tray 600 may be fixed to the floor side member, the door frame inner panel, or both, so that mounting points may be arranged according to the structure of the battery tray 600. In the present embodiment, wherein the carrier frame 700 is used for mounting a battery tray, the front cross member 210, the floor side members 110, and the floor rear cross member 230 may be referred to as a battery pack mounting front cross member 210, a battery pack mounting side member 110, and a battery pack mounting rear cross member 230 in this order.

The bearing frame 700 may be a frame structure formed by matching a front cross beam 210, two floor longitudinal beams 110 and a floor rear cross beam 230, or may also adopt the embodiment shown in fig. 7 and 8, that is, the floor longitudinal beams 110 include a first floor longitudinal beam 110A and a second floor longitudinal beam 110B connected to both ends of the front cross beam 210, respectively, the vehicle body structure further includes a rear longitudinal beam 120, the rear longitudinal beam 120 includes a first rear longitudinal beam and a second rear longitudinal beam connected to the rear ends of the corresponding floor longitudinal beams 110, respectively, the floor rear cross beam 230 is connected between the rear longitudinal beams 120, so that the rear longitudinal beam 120 has a rear longitudinal beam front section 121 and a rear longitudinal beam rear section 122 located on the front and rear sides of the floor rear cross beam 230, respectively, the bearing frame 700 is formed by sequentially connecting the front cross beam 210, the first floor longitudinal beam 110A, the first rear longitudinal beam front section 121A, the floor rear cross beam 230, the second rear longitudinal beam front section 121B and the second floor longitudinal beam 110B end to end, to ensure the sufficient use of the space under the floor panel 300. Specifically, the cross beams and the longitudinal beams of the load-bearing frame 700 may be connected by overlapping, welding, screwing, or the like, or may be connected by adding a connecting member or other technical means known in the art, which is not limited in this disclosure. Through the structural design of the bearing frame 700, the battery packs can be arranged below the floor panel 300 as much as possible, which is beneficial to ensuring that the vehicle has a cruising distance as long as possible. In addition, the floor longitudinal beam is connected with the rear longitudinal beam, so that the strength of the vehicle body structure can be increased.

In order to increase the strength of the load frame 700, as shown in fig. 9 and 10, the load frame 700 may further include rocker inner panels 500 disposed at both sides of the floor panel 300, the rocker inner panels 500 extending in the front-rear direction and being located outside the corresponding floor stringer 110, and overlapping the floor stringer 110 and the front cross member 210. A reinforcing beam may be connected between the front cross member 210 and the floor longitudinal member 110 to form a reinforcing structure like a triangle, that is, the reinforcing beam and the corner formed by the front cross member 210 and the floor longitudinal member 110 together form a triangle, so that the strength is increased at the corner of the intersection point of the cross member and the longitudinal member to improve the strength of the load-bearing frame 700, and to better bear the gravity and the impact force of, for example, a battery pack. Alternatively, the reinforcing beam may be formed as an L-shaped beam to define a rectangular frame structure together with the corner formed by the front cross member 210 and the floor side member 110, thereby improving the impact resistance of the vehicle body structure.

The front cross member 210, the floor side member 110, and the rocker inner panel 500 may have any suitable overlapping relationship therebetween. As an alternative embodiment, the connection mode of the front cross member 210 and the floor longitudinal member 110 can refer to the embodiment shown in fig. 11 to 14, wherein two floor longitudinal members 110 are respectively connected to both ends of the front cross member 210, and the floor longitudinal members 110 are respectively overlapped with the cross member bottom wall 201, the cross member side wall 202 and the cross member opening flange 200 a. In detail, the end portion of the floor stringer 110 is formed into an upwardly open groove-like structure and includes a floor stringer inner side wall 112A, a floor stringer bottom wall 111 and a floor stringer outer side wall 112B, the upper edge of the opening of the groove-like structure of the floor stringer 110 is turned over outwardly (leftward and rightward) to form a floor stringer inner side wall first flange 110a and a floor stringer outer side wall flange 110B, respectively, the floor stringer 110 is fixed to the lower surface of the floor panel 300 by the floor stringer inner side wall first flange 110a, the end portion of the floor stringer inner side wall 112A is turned over (inwardly and extends in the up-down direction) to form a floor stringer inner side wall second flange 110c, the end portion of the floor stringer bottom wall 111 extends outwardly in the front-rear direction to form a floor stringer bottom flange 110d, wherein the floor stringer first flange 110a is overlapped with the cross beam opening flange 200a, and the floor stringer inner side wall second flange 110c is overlapped with the cross beam side wall 202, the floor side member bottom wall overlapping edge 110d overlaps the cross member bottom wall 201.

As shown in fig. 13, the rocker inner panel 500 is formed in a U-shaped groove structure with an outward opening and includes an inner panel top wall 501 and an inner panel bottom wall 502 which are disposed opposite to each other, and an inner panel side wall 503 connected between the inner panel top wall 501 and the inner panel bottom wall 502, as shown in fig. 10, the overlapping relationship between the rocker inner panel 500 and the floor side rail 110 may be such that the floor side rail 110 overlaps the inner panel bottom wall 502 through a floor side rail outer side wall flange 110b, and the overlapping manner between the front cross member 210 and the rocker inner panel 500 may refer to the embodiment shown in fig. 12 and 13, in which the front cross member 210 overlaps the inner panel side wall 503 and the inner panel bottom wall 502 through a cross member end flange 200b and a cross member bottom wall flange 200c, respectively.

When the load frame 700 according to the present disclosure is used as a part of a force transmission path of a vehicle body structure, for example, in some embodiments to be described in detail below, specifically, taking the embodiment shown in fig. 15 and 16 as an example, when a rear end of the front side member 100 overlaps with the front cross member 210 in the load frame 700, when a vehicle collides in front, the front side member 100 first receives an impact, and the impact force is transmitted from the rear end of the front side member 100 to the front cross member 210 and is dispersed to the vehicle body structure at the rear of the vehicle along the floor side member 110 and the rocker inner panel 500, so that the vehicle can absorb the impact energy as a whole, reduce the deformation of the front panel of the vehicle, protect the driver and the passenger in the passenger compartment, and the three overlapping of the front cross member 210, the rocker inner panel 500 and the floor side member 110 can increase the strength of the load frame 700, and can ensure that the load frame 700 is equipped with more battery packs to improve the cruising ability of the vehicle, and the deformation degree of the bearing frame 700 caused by collision (including front collision and side collision) can be reduced, and the phenomenon that the bearing frame 700 deforms to press the battery pack to cause fire is avoided.

The vehicle body structure may further include a rear seat mounting cross member 260 (shown in fig. 43 and 45), the rear seat mounting cross member 260 being connected between the rear side members 120 and spaced forward of the floor rear cross member 230, and the load-bearing frame 700 may further include the rear seat mounting cross member 260, so that the number of mounting points of the battery tray 600 to the load-bearing frame 700 can be increased, which is advantageous in maintaining the mounting stability of the battery pack, and the rear seat mounting cross member 260 can also increase the force transmission path between the rear side members 120 when the load-bearing frame 700 according to the present disclosure is used as a part of the force transmission path of the vehicle body structure.

When the carrying frame 700 is used for mounting the battery tray 600, the front cross beam 210 is formed as a battery pack mounting front cross beam, the floor longitudinal beam 110 is formed as a battery pack mounting longitudinal beam, the floor rear cross beam 230 is formed as a battery pack mounting rear cross beam, and the carrying frame 700 is further provided with a battery tray fastening hole 701 for fixing the battery tray 600. Accordingly, the battery tray 600 is provided at the edge thereof with mounting lugs 601 extending outward, so that the edge of the battery tray 600 is not directly contacted with the carrying frame 700, thereby ensuring that the battery tray 600 does not directly receive impact upon collision to protect the battery pack. The mounting lugs 601 are positioned to align with the positions of the battery tray fastening holes 701, and are coaxially opened with mounting holes to mount the battery tray 600 on the carrier frame 700 by means of fasteners.

In some embodiments, the battery tray 600 may be formed in a unitary structure (as shown in fig. 8) or in 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 that are disposed at intervals in the front-rear direction, the bearing frame 700 further includes a battery pack middle mounting beam 290 that is disposed at intervals between the battery pack front mounting beam 210 and the battery pack rear mounting beam 230, wherein the first battery tray 610 is respectively overlapped with the battery pack front mounting beam 210, the vehicle body longitudinal beam, and the battery pack middle mounting beam 290, and the second battery tray 620 is respectively overlapped with the battery pack middle mounting beam 290, the vehicle body longitudinal beam, and the battery pack rear mounting beam 230. In detail, the mid-package mounting cross member 290 may overlap the longitudinal body member or may utilize an existing cross member of the vehicle body structure, such as the rear seat mounting cross member 260.

In order to distribute the impact energy of the vehicle evenly over the body structure to reduce damage to individual components of the vehicle, the load frame 700 may also be used in whole or in part as an impact force transmission structure to assist in distributing the impact force.

As shown in fig. 15 and 16, a first embodiment of a vehicle body structure that distributes a collision force 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 is cut off from the front cross beam 210 in the backward direction. Further, the rear end of the front side member is connected only to the front cross member 210 without being connected to other members, so that the impact force of the collision is transmitted from the front side member 100 to the front cross member 210 through the connection of the front side member 100 to the front cross member 210, thereby preventing intrusion of the rear leg of the front side member into the passenger compartment, and the front compartment cross member 220, the left front side member, the front cross member 210 and the right front side member enclose a closed-loop frame, which, on one hand, increases the collision force transmission path of the vehicle and contributes to the dispersion of collision energy, and on the other hand, provides a body structure with higher strength, which can withstand the initial collision load and the backward impact of the front member of the vehicle, thereby protecting the passenger and other elements of the vehicle, such as a battery pack. In another embodiment, the front side member 100 that is rearward stopped by the front cross member may be extended in the left-right direction to a rocker inner panel or the like. I.e. the front longitudinal beam 100 ends in the front cross beam 210.

Specifically, the front cross member 210 is formed in an upwardly open channel-like structure and includes a cross member bottom wall 201 and cross member side walls 202, an upper edge of the opening of the channel-like structure of the front cross member 210 is turned outward to form a cross member opening flange 200a, and the front cross member 210 is connected to the lower surface of the floor panel 300 by the cross member opening flange 200 a.

The front longitudinal beam 100 may be fixedly connected to the front cross beam 210 according to any suitable connection manner, as an alternative embodiment, as shown in fig. 16, the front longitudinal beam 100 is respectively overlapped on the cross beam bottom wall 201, the cross beam side wall 202 and the cross beam opening flange 200a, in detail, the rear end of the front longitudinal beam 100 is formed into an upward opening groove-shaped structure and includes a longitudinal beam bottom wall 103 and a longitudinal beam side wall 104, the upper edge of the opening of the groove-shaped structure at the rear end of the front longitudinal beam 100 is folded outwards to form a first longitudinal beam flange 100a extending in the front-rear direction, the end of the longitudinal beam side wall 104 is folded outwards to form a second longitudinal beam flange 100b extending in the up-down direction, the end of the longitudinal beam bottom wall 103 extends outwards to form a longitudinal beam bottom wall overlapping edge 100c extending in the left-right direction, wherein the first longitudinal beam flange 100a is overlapped with the cross beam opening flange 200a, the second longitudinal beam flange 100b is overlapped with the cross beam side wall 202, the side member bottom wall overlapping edge 100c overlaps the cross member bottom wall 201 to ensure stable connection of the rear end of the front side member 100 to the front cross member 210.

In the present embodiment, the downward bent section 100B and the groove-like structure at the rear end of the front side member 100 are continuously transited, that is, the front side member 100 is formed as a continuous groove-like structure from the mounting position of the front cross member 220 to the rear end of the front side member 100, so as to increase the strength of the rear section of the front side member 100, improve the bending strength of the front side member 100, and prevent the front side member 100 from bending and intruding into the passenger compartment during a frontal collision.

To further strengthen the connection between the front side member 100 and the front cross member 210, the vehicle body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them, for example, in the embodiments shown in fig. 2, 7 to 8, and 10 to 11, the inner connecting plate 410 and the outer connecting plate 420 are respectively located on the inner and outer sides of the front side member 100, and the inner connecting plate 410 is respectively connected to the front cross member 220, the front side member 100, and the front cross member 210, and in an alternative embodiment, the inner connecting plate 410 may be located between the front cross member 220 and the front cross member 210 and connected to one of them. Outer joint plate 420 is connected with front longitudinal 100 and front beam 210 respectively, and when bumping in the front, inner joint plate 410 and outer joint plate 420 can also assist the dispersion impact force for collision effort is through the structural transmission at inside and outside joint plate to the vehicle rear from the back end of front longitudinal 100, avoids the back end of front longitudinal 100 to warp and bend, and the driving front bulkhead 320 warp, extrudes passenger cabin space.

The inner connecting plate 410 and the outer connecting plate 420 may have any suitable structure, and referring to fig. 17, the inner connecting plate 410 includes an inner connecting bottom wall 411, the inner connecting bottom wall 411 has an inner connecting plate first edge, an inner connecting plate second edge, an inner connecting plate third edge and an inner connecting plate fourth edge connected end to end, the inner connecting plate first edge extends along the front beam 210 and overlaps the front beam 210, the inner connecting plate second edge extends along the front beam 100 and overlaps the front beam 100, since the front beam 220 is located above the front beam 210 in the up-down direction, the inner connecting plate third edge is connected with a first inner connecting sidewall 412 extending upward at an angle to adapt to the positional relationship between the front beam 220 and the front beam 210 in the up-down direction, the first inner connecting sidewall 412 overlaps the front beam 220, and the inner connecting plate fourth edge is connected with a second inner connecting sidewall 413 extending upward, the second inner connecting sidewall 413 overlaps the front cross member 210.

In detail, the first edge of the inner connecting plate extends outward to form a first inner connecting plate overlapping edge 410a extending in the left-right direction, the upper edge of the second inner connecting side wall 413 is folded outward to form a first second inner connecting side wall folded edge 410b extending in the front-back direction, the end of the second inner connecting side wall 413 near the first edge of the inner connecting plate is folded outward to form a second inner connecting side wall folded edge 410c extending in the up-down direction, wherein the first inner connecting plate overlapping edge 410a overlaps the beam bottom wall 201, the first second inner connecting side wall folded edge 410b overlaps the beam opening folded edge 200a, and the second inner connecting side wall second folded edge 410c overlaps 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 sidewall 412 is folded outward to form a first inner connecting sidewall flange 410e extending substantially in the left-right direction, and the first inner connecting sidewall flange 410e overlaps with the groove wall of the groove-like structure of the front deck cross member 220.

Can also be provided with additional strengthening through modes such as welding panel beating on the interconnection connecting plate to further strengthen the intensity of front longitudinal 100 back ends, avoid front longitudinal 100 back ends to bend the invasion front panel because of the collision.

As shown in fig. 10 and 11, the outer connecting plate 420 is shown in an overlapping relationship with the front side member 100 and the front cross member 210, the outer connecting plate 420 further extends outward and overlaps with the rocker inner panel 500, when a small offset collision occurs to the vehicle, i.e., the collision occurs on the outer side of the front side member 100 of the vehicle, wherein the front side member is subjected to a small force, and the effect of crumpling and energy absorption is poor, and at this time, the outer connecting plate 420 is used for bearing the collision and transmitting the collision force to the front cross member 210 and the rocker inner panel 500, so that the deformation of the vehicle a-pillar and the dash panel 320 due to backward pressing of the wheel is reduced. Meanwhile, when the head-on collision occurs, the front longitudinal beam is stressed greatly, and the function of dispersing transmission can be achieved through the outer connecting plate 420.

Specifically, referring to fig. 18, the outer connecting plate 420 may include an outer connecting bottom wall 421, the outer connecting bottom wall 421 is formed in a quadrilateral shape and has an outer connecting plate first edge, an outer connecting plate second edge, an outer connecting plate third edge and an outer connecting plate fourth edge which are sequentially connected end to end, the outer connecting plate first edge extends along the front cross beam 210 and overlaps with the front cross beam 210, the outer connecting plate second edge extends along the front longitudinal beam 100 and overlaps with the front longitudinal beam 100, the outer connecting side wall 422 which extends upward is connected to the outer connecting plate third edge, and the outer connecting side wall 422 overlaps with the front longitudinal beam 100.

In detail, the outer link plate first edge extends outward to form an outer link plate first overlapping edge 420a extending in the left-right direction, the outer link plate first overlapping edge 420a overlapping with the cross beam bottom wall 201; the second edge of the outer connecting plate extends outwards to form an outer connecting plate second overlapping edge 420b extending along the front-back direction, the upper edge of the outer connecting side wall 422 is turned outwards to form an outer connecting side wall first turned edge 420c, the end part of the outer connecting side wall 422 close to the second edge of the outer connecting plate is turned outwards to form an outer connecting side wall second turned edge 420d extending along the up-down direction, wherein the outer connecting plate second overlapping edge 420b is overlapped with the bottom wall 103 of the longitudinal beam; the first outer connecting side wall turned edge 420c is overlapped with the first longitudinal beam turned edge 100a, and the second outer connecting side wall turned edge 420d is overlapped with the longitudinal beam side wall 104; the outer connecting sidewall first cuff 420c also overlaps the dash panel 320.

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

In the present embodiment, the length of the second edge of the outer link plate is greater than the length of the fourth edge of the outer link plate, and the third edge of the outer link plate is formed in a rearwardly-recessed arc structure to avoid the wheel.

In order to improve the strength of the outer link plate 420, particularly in response to the above-described small offset collision, the outer link plate 420 is further provided with a reinforcing structure for supporting a force acting in the front-rear direction. Specifically, the reinforcing structure may be formed as a bead extending from the first edge of the outer link plate toward the third edge of the outer link plate, and the projection of the wheel on the outer link plate 420 in the front-rear direction at least partially coincides with the end of the bead to bear the impact of the wheel, or alternatively, the reinforcing structure may be formed as a sheet metal or filled with CBS (composite reinforced material).

As shown in fig. 19 to 23, a second embodiment of the vehicle body structure that disperses the collision force is provided. The front deck cross member 220 is mounted at the rear end of the downward bending section 100B of the left and right front longitudinal members, that is, the front longitudinal member 100 is stopped by the front deck cross member 220, and a force transmission structure is connected between the front deck cross member 220 and the front cross member 210, so that the collision impact force is transmitted from the front longitudinal member 100 to the load-bearing frame 700 through the force transmission structure. Specifically, the force transmission structure may be formed as a connection plate 430, a front end of the connection plate 430 is overlapped on the front deck cross member 220, a rear end is overlapped on the front cross member 210 to transmit the collision force from the front deck cross member 220 to the front cross member 210 through the connection plate 430, and a top surface (i.e., the surface having the highest height) of the connection plate 430 may be further connected to the floor panel 300 to increase the connection strength of the force transmission structure.

In order to be respectively overlapped with the front longitudinal beam 100 and the connecting plate, the two ends of the front cabin cross beam 220 are provided with connecting parts respectively overlapped with the front longitudinal beam 100 and the connecting plate, and the specific structure of the connecting parts and the connection relation between the connecting parts and the front longitudinal beam 100 and the connecting plate 430 can select any appropriate design method according to actual needs.

In the present embodiment, the connecting portion is formed in a groove-like structure which opens upward and includes a connecting bottom wall 221 and a front sidewall 222 and a rear sidewall 223 which are disposed opposite to each other in the front-rear direction, an upper edge of the opening of the groove-like structure of the connecting portion is folded outward to form a front sidewall flap 222a and a rear sidewall flap 223a which extend in the left-right direction, respectively, a rear end of the downward bent section 100B overlaps the front sidewall 222, the front sidewall flap 222a, and the connecting bottom wall 221, respectively, and the connecting plate 430 overlaps the rear sidewall 223, the rear sidewall flap 223a, and the connecting bottom wall 221, respectively.

Accordingly, referring to fig. 20 and 21, the downwardly bent section 100B is formed into an upwardly open channel-like structure and includes a side member inner side wall 102A, a first side member bottom wall 101 and a side member outer side wall 102B, an upper edge of the side member inner side wall 102A is folded outwardly to form a first side member inner side wall flange 102A extending in the front-rear direction, an end of the side member inner side wall 102A is folded outwardly to form a second side member inner side wall flange 102B extending in the up-down direction, an end of the first side member bottom wall 101 is extended outwardly to form a first side member bottom wall overlapping edge 101a extending in the left-right direction, an end of the side member outer side wall 102B is extended outwardly to form a side member outer side wall overlapping edge 102c extending in the up-down direction, wherein the first side member inner side wall flange 102A overlaps with the front side wall flange 222A, the second side member inner side wall flange 102B overlaps with the front side wall 222, the first side member bottom wall overlapping edge 101a and the side member outer side wall overlapping edge 102c overlap with the connecting bottom wall 221, specifically, to facilitate overlapping with the front side member 100, the end portion of the connecting bottom wall 221 may be folded upward to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 being connected between the front side wall 222 and the rear side wall 223, and the side member outer side wall overlapping edge 102c overlapping with the outer end wall 224 (refer to fig. 21).

As shown in fig. 21 and 22, the front end of the connecting plate is formed in an upwardly open channel-like structure including a first inner sidewall 432A, a first bottom wall 431 and a first outer sidewall 432B, an upper edge of the first inner sidewall 432A is outwardly turned to form a first inner sidewall first flange 430a extending in a front-rear direction, an end of the first inner sidewall 432A is outwardly turned to form a first inner sidewall second flange 430B extending in a top-bottom direction, an end of the first bottom wall 431 is outwardly extended to form a first bottom wall overlapping edge 430c extending in a left-right direction, an end of the first outer sidewall 432B is outwardly extended to form a first outer sidewall overlapping edge 430d extending in a top-bottom direction, wherein the first inner sidewall first flange 430a overlaps with the rear sidewall flange 223a, the first inner sidewall second flange 430B overlaps with the rear sidewall 223, the first bottom wall overlapping edge 430c and the first outer sidewall overlapping edge 430d overlap with the connecting bottom wall 221, specifically, in order to facilitate overlapping with the gusset 430, the end portion of the connecting bottom wall 221 may be folded upward to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 being connected between the front side wall 222 and the rear side wall 223, and the first outer side wall overlapping edge overlapping with the outer end wall 224 (refer to fig. 21).

As shown in fig. 23, the rear ends of the link plates 430 overlap the beam bottom wall 201, the beam side wall 202, and the beam opening flanges 200a, respectively. The rear end of the connecting plate 430 is formed into a groove-shaped structure with an upward opening, and comprises a second bottom wall 433 and two second side walls 434 which are oppositely arranged, the upper edge of the opening of the groove-shaped structure at the rear end of the connecting plate 430 is outwards turned to form a first second side wall turned edge 430e extending along the front-rear direction, the end of the second side wall 434 is outwards turned to form a second side wall second turned edge 430f extending along the up-down direction, the end of the second bottom wall 433 is outwards extended to form a second bottom wall overlapping edge 430g extending along the left-right direction, wherein the first second side wall turned edge 430e is overlapped with the beam opening turned edge 200a, the second side wall second turned edge 430f is overlapped with the beam side wall 202, and the second bottom wall overlapping edge 430g is overlapped with the beam bottom wall 201.

The number of connecting plates between the nacelle crossbeam 220 and the front crossbeam 210 may be arbitrarily set, for example, in the embodiment shown in fig. 19 to 23, the force transfer structure between the nacelle crossbeam 220 and the front crossbeam 210 is constituted by a plurality of connecting plates 430, two of which are symmetrically arranged about a perpendicular bisector of the front crossbeam 210;

alternatively, referring to fig. 24, there are three connecting plates, wherein the connecting plate located in the middle is located on the perpendicular bisector of the front cross member 210, and the connecting plates on the left and right sides are symmetrically arranged with respect to the connecting plate located in the middle;

alternatively, referring to fig. 25 to 27, the two connection plates are symmetrically disposed about a vertical bisector of the front cross member 210, and a chevron (fig. 25) or a chevron (fig. 26) or an X-shaped connection beam (fig. 27) is disposed between the two connection plates, and the chevron or the X-shaped connection beam is connected to the front deck cross member 220 at a front end thereof and to the front cross member 210 at a rear end thereof.

In order to ensure that the connecting plate has sufficient strength, in various embodiments provided by the present disclosure, the connecting plate is formed into a continuous groove-shaped structure from the front end to the rear end, and in other alternative embodiments, for example, in the case that the connecting plate 430 has sufficient strength, the front end and the rear end of the connecting plate may be formed into groove-shaped structures at intervals at both ends of the connecting plate, so as to facilitate the processing of the flange and the overlapping with other body beams or sill inner panels.

Through this technical scheme, the impact energy of frontal impact transmits to the connecting plate through front deck crossbeam 220 to continue to disperse to on front beam 210 and the other roof beams of bearing frame 700, promote the collision security performance of vehicle.

As shown in fig. 28 and 29, a third embodiment of the vehicle body structure for dispersing the collision force is provided, in which the front side member 100 is stopped by the front cross member 220, and a force transmission structure is connected between the front cross member 220 and the rocker inner panel 500, and in this embodiment, the connection manner of the front cross member 220, the front side member 100 and the front end of the connecting plate is the same as that of the second embodiment, and specific reference is made to fig. 19 to 22, and the detailed description thereof is omitted. To accommodate the design of the vehicle overall structure, the connecting plate is bent outward from the front deck cross member 220 so that its rear end overlaps the inner panel bottom wall 502 and the inner panel side wall 503 of the rocker inner panel 500, and the top surface of the connecting plate is also connected below the floor panel 300. Specifically, the connection plate 430 is bent outward from the front deck rail 220 and connected to the rocker inner panel 500, and the connection plate 430 is a n-shaped structure that opens upward, and the top surface of the n-shaped structure is connected to the lower surface of the floor panel 300.

As shown in fig. 29, the rear end of the connecting plate is formed into an upwardly open groove-like structure including a second inner side wall 434A, a second bottom wall 433, and a second outer side wall 434B, the end of the second inner side wall 434A is turned over outward to form a second inner side wall burring 430f extending in the up-down direction, the end of the second bottom wall 433 extends outward to form a second bottom wall overlapping edge 430g extending in the front-rear direction, the second inner side wall burring 430f overlaps the inner panel side wall 503, the second bottom wall overlapping edge 430g overlaps the inner panel bottom wall 502, and the end of the second outer side wall 434B extends outward to overlap the end of the sill inner panel 500. The front cross member 210 is connected to the rocker inner panel 500 rearward of the reinforcement panel 430 to provide support to the rocker inner panel 500 and distribute force.

In this embodiment, the front end of the web transitions to a rear end arc to avoid the wheel.

As shown in fig. 30 and 31, a fourth embodiment of the vehicle body structure that disperses the force of collision is provided, in which the front side member 100 is terminated by a front cross member 220, and a force transmission structure is connected between the front cross member 220 and the floor side member 110. In this embodiment, the connection manner between the front cross member 220 and the front end of the front longitudinal member 100 and the front end of the connecting plate 430 is the same as that in the second embodiment, and specific reference is made to the connection manner in fig. 19 to fig. 22, which is not described herein again. The connection plate 430 is bent outward from the front deck cross member 220 and connected at the rear end to the floor side member 110. Specifically, the connecting plate is an upwardly opening inverted-letter-shaped structure, and the top surface of the inverted-letter-shaped structure is attached to the lower surface of the floor panel 300, and the rear end of the connecting plate is formed as an upwardly opening groove-shaped structure, the inner wall profile of which is the same as the outer wall profile of the end of the floor stringer 110 and is nested with each other, alternatively, the outer wall profile of the groove-shaped structure of the rear end of the connecting plate 430 may be the same as the inner wall profile of the end of the floor stringer 110 and is nested with each other.

The foregoing describes several embodiments in which the force transmitted from the front side rail is mainly transmitted and dispersed below the floor panel, and the following describes, but is not limited to, related embodiments in which the force is mainly transmitted and dispersed above the floor panel.

Based on the above technical solution, a transverse pressing plate 310 is further fixed on the upper surface of the floor panel 300, and the transverse pressing plate 310 and the front cross beam 210 at least partially overlap each other in the vertical direction and the projection of the transverse pressing plate 310 and the front cross beam 210 on the floor panel 300. Therefore, when the vehicle is in a collision (including a front collision and a side collision), the transverse pressing plate 310 can stop the upward deformation of the front cross beam 210, and avoid the phenomenon that the deformation of the front cross beam 210 is too large, so that the floor panel 300 protrudes upwards to compress the inner space of the passenger compartment, and the escape of the passenger is hindered.

Specifically, as shown in fig. 32 and 33, the transverse pressing plate 310 is formed into a second groove-shaped structure which is open downwards and includes a transverse pressing plate bottom wall 311 and a transverse pressing plate side wall 312, a lower edge of an opening of the second groove-shaped structure is turned outwards to form a transverse pressing plate flange 310a, the transverse pressing plate 310 is connected to the floor panel 300 through the transverse pressing plate flange 310a, and the transverse pressing plate opening flange 200a is aligned with the transverse pressing plate flange 310a, so that the front cross beam 210 and the transverse pressing plate 310 jointly define a square-shaped supporting structure, so that the front cross beam 210, the floor panel 300 and the transverse pressing plate 310 jointly define a plurality of square-shaped supporting structures, specifically, the transverse pressing plate opening flange 200a, the floor panel 300 and the transverse pressing plate flange 310a can be welded together in a three-layer welding manner to ensure the strength of the connection position of the three, thereby effectively reducing the phenomenon that the front cross beam 210 deforms to drive the floor panel 300 to intrude into the passenger compartment, moreover, when the floor panel 300 in front of the front cross beam 210 turns up due to a large collision force, the clamping structure formed by the front cross beam 210 and the transverse pressing plate 310 can stop the tendency of the floor panel 300 to turn up continuously, and the risk that the deformed floor panel 300 scratches passengers is reduced.

In the vehicle body structure provided by the present disclosure, in order to facilitate the arrangement of cables or pipes, for example, in an electric vehicle for the purpose of providing cooling water pipes or for the purpose of electrically connecting a battery pack to electrical controls in the front of the vehicle, a gap for passing at least one of the cables and pipes is provided between the middle section of the front cross member 210 and the floor panel 300, and the gap is provided in various ways, for example, as shown in fig. 34, the middle section of the floor panel 300 is raised upward to form a central passage 301 extending in the front-rear direction, and the front cross member 210 extends in the left-right direction from one end of the floor panel 300 to the other end of the floor panel 300 over the central passage 301, so that the front cross member 210 and the central passage 301 jointly define the gap. Wherein the height of the gap is not more than 60mm, and further not more than 50mm, so as to reasonably utilize the space in the vehicle.

In an alternative embodiment, the gap may be formed by the center tunnel 301, the front cross member 210 may include a first front cross member 210A and a second front cross member 210B provided at both sides of the center tunnel 301 at an interval in the left-right direction, referring to fig. 35, each of the first front cross member 210A and the second front cross member 210B is formed in a channel structure that opens upward and includes a cross member bottom wall 201, a cross member side wall 202, and a cross member inner end wall 209 connected between the cross member bottom wall 201 and the cross member side wall 202, and an upper edge of the opening of the channel structure is turned over outward to form a cross member opening flange 200A, and the front cross member 210 is connected to the floor panel 300 through the cross member opening flange 200A. Specifically, the left and right front side members may have any suitable connecting position, for example, the left front side member is connected to the center position of the first front cross member 210A in the left-right direction, and the right front cross member is connected to the center position of the second front cross member 210B in the left-right direction, so that the corresponding front cross member 210 can better withstand the collision force transmitted by the left and right front side members.

In order to further reinforce the connection structure of the corresponding front cross member 210 and the front side member 100, an inner connection plate 410 is provided on the inner side of the front side member 100, an outer connection plate 420 is provided on the outer side, the front side of the inner connection plate 410 is connected to the front deck cross member 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 connection 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 accommodate the structure of the central passage 301, the lateral pressing plates 310 are formed as a first lateral pressing plate 310A and a second lateral pressing plate 310B which are respectively located at both sides of the central passage 301. A center tunnel cover 302 is also provided on the center tunnel 301 to reinforce the structure of the center tunnel 301 so as to be able to prevent the center tunnel 301 from being deformed in a collision, thereby protecting the occupant and the cables disposed under the floor panel 300.

In order to better optimize the force transmission path of the vehicle body structure as a whole, as shown in fig. 34, 36, and 37, the front cross member 220 is attached to the front surface of the dash panel 320 and coincides with the front end of the floor panel 300, the center tunnel cover 302 includes a front tunnel cover 302A, the front end of the front tunnel cover 302A is attached to the front end of the floor panel 300 and coincides with the position of the front cross member 220, the rear end extends rearward in the extending direction of the center tunnel 301 to be aligned with the front cross member 210, and the front cross member 210 is mounted on the lower surface of the floor panel 300 near the dash panel 320. Therefore, the front collision energy of the vehicle can be transmitted to the front cross member 210 through the front side member 100 and dispersed to other components of the carrier frame 700, and also can be transmitted to the center tunnel cover 302 and the floor panel 300 through the front cross member 220, thereby minimizing the crush deformation of the dash panel 320 due to the collision to protect the occupant in the passenger compartment.

Specifically, the height of the protrusion of the center tunnel 301 gradually increases from the front end toward the middle of the floor panel 300, and the height of the center tunnel protrusion is not more than 60mm, and further not more than 50mm, to make reasonable use of the vehicle interior space. In some embodiments, the upper surface of the floor panel 300 is provided with the cross press plate 310 and the longitudinal press plate 330 for inhibiting the floor panel 300 from being turned up, and optionally, the central passage 301 may have a lower height to be flush with the upper surfaces of the cross press plate 310 and the longitudinal press plate 330, thereby ensuring that the floor panel 300 has a smoother top surface to facilitate the arrangement of vehicle interior components, and to enhance the aesthetic appearance and ride comfort of the vehicle interior. The front-stage channel cover plate 302A is formed into a groove-like structure which is matched with the outer contour of the central channel 301 and at least partially covers the central channel 301, and by means of the technical scheme, the front-stage channel cover plate 302A covers the front end of the central channel 301, so that the central channel 301 can bear large impact at the moment of collision. The front section channel cover 302A can be fixed on the floor panel 300 in any suitable manner, for example, the lower edge of the opening of the slot structure of the front section channel cover 302A is turned outward to form a front section channel cover flange 302A, the front section channel cover 302A is connected to the floor panel 300 through the front section channel cover flange 302A, and the inner ends of the first cross press plate 310A and the second cross press plate 310B can be overlapped with the front section 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, and the outer ends of the first cross press plate 310A and the second cross press plate 310B can be extended outward to be overlapped with the sill inner plate 500 to strengthen the overall structure of the vehicle body structure and assist in dispersing collision energy.

Further, the center tunnel cover 302 also includes a rear tunnel cover 302B connected to the rear end of the front tunnel cover 302A, the rear tunnel cover 302B extending rearwardly from the front tunnel cover 302A along the top wall of the center tunnel 301, e.g., to overlap the front seat mounting cross member 240. As shown in fig. 36 and 37, to increase the collision force transmission path of the vehicle body structure.

In the present disclosure, the vehicle body structure may further include a longitudinal pressing plate 330 fixed above the floor panel 300, and referring to fig. 38 and 39, the longitudinal pressing plate 330 may be two corresponding to the left and right front side members, respectively, the two longitudinal pressing plates 330 intersect with the first and second

lateral pressing plates

310A and 310B, respectively, and the longitudinal pressing plate 330 at least partially coincides with the projection of the front side member 100 on the floor panel 300 in the up-down direction. Therefore, the vertical pressing plate 330 can stop the upward deformation of the front side frame 100 during the vehicle frontal collision, so as to prevent the floor panel 300 from being turned up due to the upward bending of the front side frame 100, and protect the legs of the passenger.

The transverse pressing plate 310 and the longitudinal pressing plate 330 can have various intersecting embodiments, as one possibility, as shown in fig. 39, a transverse pressing plate side wall 312 of the groove-shaped structure of the transverse pressing plate 310 is formed with an escape groove 313 which is opened downwards, the escape groove 313 penetrates through the transverse pressing plate side wall 312, and the longitudinal pressing plate 330 penetrates through the escape groove 313 to intersect with the transverse pressing plate 310. Further, the depth of the avoiding groove 313 is the same as the depth of the groove-shaped structure of the transverse pressing plate 310, so that the upper surface of the longitudinal pressing plate 330 is overlapped with the lower surface of the transverse pressing plate bottom wall 311, so as to ensure that the transverse pressing plate 310 and the longitudinal pressing plate 330 have sufficient connection strength, and the effect of making the upper surface of the transverse pressing plate planar can be achieved. In an alternative embodiment, the transverse pressing plate 310 and the longitudinal pressing plate 330 may also be a cross-shaped plate structure formed integrally.

Optionally, a longitudinal pressing plate connecting plate 321 is connected to the rear surface of the front wall panel 320, and referring to fig. 38 and 40, the longitudinal pressing plate 330 is connected to the front side frame 100 through the longitudinal pressing plate connecting plate 321, so as to increase a force transmission path of the vehicle body structure, when a collision occurs, the collision acting force applied to the front side frame 100 can also be transmitted to the longitudinal pressing plate 330 through the longitudinal pressing plate connecting plate 321, further, the longitudinal pressing plate 330 and the transverse pressing plate 310 can also continue to extend backwards to overlap with a seat cross beam, which can be a front seat mounting cross beam 240 or a rear seat mounting cross beam 260 spaced behind the front cross beam 210, so that the collision acting force can also be transmitted to other components of the vehicle body structure through the longitudinal pressing plate 330, so as to improve the vehicle collision safety. In addition, the transverse pressing plates and the longitudinal pressing plates also play a role in reinforcing the floor panel.

Specifically, the front side member 100, the longitudinal pressing plate connecting plate 321, and the longitudinal pressing plate 330 may be connected by any suitable means. The front side member 100 has a groove-shaped structure that opens upward, and the longitudinal gusset 321 has a groove-shaped structure that opens downward (refer to fig. 41) so that the front side member 100 and the longitudinal gusset 321 can be snap-coupled to each other in a square-shaped structure to increase the impact strength at the coupling position, and the longitudinal gusset 321, the dash panel 320, and the front side member 100 can be integrally coupled by three-layer welding in which the front end of the longitudinal gusset 330 is welded to the rear end of the longitudinal gusset 321.

In the present embodiment, as shown in fig. 40, the longitudinal pressing plate 330 may be formed into a downwardly opening groove-like structure and includes a longitudinal pressing plate bottom wall 331 and a longitudinal pressing plate side wall 332, a lower edge of the opening of the groove-like structure of the longitudinal pressing plate is turned outward to form a longitudinal pressing plate flange 330a, the longitudinal pressing plate flange 330a is connected to the floor panel 300 to keep the connection stable, and the groove-like structure of the longitudinal pressing plate 330 may also be aligned with the first side member flange 100a at the rear end of the front side member 100 with respect to the floor panel 300, so that the bending strength of the rear end of the front side member 100 is enhanced, and the front side member 100 is prevented from being deformed to cause the floor panel 300 to be turned up.

It should be noted that the cross members related to the vehicle body structure provided by the present disclosure, such as the front cross member 210 and the rear floor cross member 230, may all use the vehicle body cross member 200 provided by the present disclosure, and when the front cross member 210 and the rear floor cross member 230 are used as a battery pack mounting front cross member and a battery pack mounting rear cross member, respectively, the first mounting hole 701a and the second mounting hole 701b of the vehicle body cross member 200 are formed as mounting holes of the battery tray 600 of the bearing frame 700.

Fig. 42 to 45 are overall views of the vehicle body structure provided by the present disclosure, and it can be understood from the drawings that the vehicle body structure provided by the present disclosure can form a plurality of force transmission paths for dispersing collision force during vehicle frontal collision, specifically, above the floor panel 300, the force transmission paths for collision force include but are not limited to: 1) the front longitudinal beam 100-longitudinal pressing plate connecting plate 321-longitudinal pressing plate 330-seat cross beam; 2) front deck beam 220-center channel cover plate 302-center channel 301; the two force transmission paths are communicated by the transverse pressing plate 310 and further dispersed to the inner sill plate 500, passengers are usually positioned behind the front wall plate 320 and on the side of the central channel 301 in a passenger compartment, particularly a cab, and the force transmission structure can avoid the floor panel 300 and the front wall plate 320 from being greatly deformed due to collision, reduce the damage to the passengers caused by the deformation of the floor panel 300 and the front wall plate 320, and ensure that the transmission paths of collision force avoid the passengers.

Under the floor panel 300, the force transmission path of the collision force includes: front rail 100-front cross member 210-floor rail 110 and rocker inner panel 500-rear rail 120, and further includes a front deck cross member 220, a floor rear cross member 230, and a rear seat mount cross member 260 to assist in distributing crash forces, forming at least two closed-loop frames below floor panel 300, including:

1) the closed-loop framework formed by the front cabin cross beam 220, the left front longitudinal beam, the front cross beam 210 and the right front longitudinal beam has at least the following advantages: firstly, front collision load is borne, including initial collision load transmitted through a force transmission path and backward collision impact of a driving motor and the like; secondly, the closed frame-shaped structure has strong stability, and optionally in actual manufacturing, the intrusion deformation of the dash panel at the front of the passenger compartment can be better ensured to be inhibited by setting the appropriate beam wall thickness and material strength; thirdly, the frame-shaped structure and the reinforcing structure formed by the outer connecting plate 420 arranged on the outer side of the front longitudinal beam 100 can effectively adapt to the collision condition that the wheels have serious backward deformation tendency such as small offset collision and the like, and ensure that the deformation of the rear A column and the threshold inner plate 500 is restrained; fourth, the concentrated load applied from the front side member (and the small offset in-collision wheel) can be maximally dispersed and transmitted to the rocker inner panels 500 and the floor side member 110 on both sides of the passenger compartment, and further transmitted to the rear of the vehicle body, by the stable structure between the front cross member 220 and the front cross member 210. Thereby realizing normal stress and more effectively avoiding the deformation of the passenger compartment during frontal collision. And

2) the load-bearing frame 700 forms a closed-loop frame having at least the following advantages: firstly, the arrangement area (space) of the battery pack can be provided to the maximum extent under the condition of meeting the requirement of collision safety deformation, and the performance requirement of long-distance endurance is improved; secondly, the closed-loop framework provides a simple and easy assembly mode for the battery pack, and the battery pack with intensive characteristics in spatial arrangement is beneficial to the electric heating management in the battery pack; third, the closed-loop frame is substantially aligned in an up-down position with respect to the geometric position of the passenger compartment, i.e., the floor panel, such that the improved impact deformation of the frame structure or passenger compartment structure will both protect the occupants and the battery pack; fourthly, the closed-loop framework is easy to design with better structural balance, and can easily meet the requirement of performance balance of different parts. In summary, the two structures can uniformly distribute the collision force on each beam, and can stop the elements arranged at the front part of the vehicle, so as to prevent the power device of the vehicle such as a motor from moving backwards to enter the passenger compartment or pressing the battery pack below the floor panel 300 due to collision impact, and causing secondary collision damage.

On the basis of the technical scheme, the vehicle comprises the vehicle body structure provided by the disclosure, so that the vehicle has all the advantages and beneficial effects of the vehicle body structure provided by the disclosure, and unnecessary repetition is reduced, and the description is omitted. In particular, the vehicle may be an electric car, so that the body structure is adapted to the mounting of the battery pack.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle body structure, characterized by comprising a front side member (100), a front cabin cross member (220) and a front cross member (210), wherein the front side member (100) comprises a left front side member and a right front side member which are arranged at an interval in the left-right direction, the front side member (100) has a main body section (100A) and a downward bending section (100B) connected to the rear end of the main body section (100A), the front cabin cross member (220) is connected to the downward bending sections (100B) of the left front side member and the right front side member and is at least partially positioned below the main body section (100A), the front cross member (210) is connected to the rear end of the corresponding front side member (100) so that the front side member (100) is rearwardly stopped at the front cross member (210), a cross press plate (310) which is the same as the extending direction of the front cross member (210) is fixed to the upper surface of a floor panel (300), the cross press plate (310) and the front cross beam (210) are at least partially overlapped in projection on the floor panel (300) along the up-down direction so as to stop the upward deformation of the front cross beam (210), a gap for passing at least one of a cooling pipeline and a cable is formed between the front cross beam (210) and the floor panel (300), and the floor panel (300) is located behind the front cabin cross beam (220).

2. The vehicle body structure according to claim 1, wherein the front cross member (210) is a vehicle body cross member fixed to a lower surface of the floor panel (300).

3. The vehicle body structure according to claim 1, wherein the front cross member (210) is a vehicle body cross member near a front compartment of the vehicle body, or a vehicle body cross member mounted near a dash panel (320), or a vehicle body cross member mounted near a front end of a rocker inner panel, or a vehicle body cross member disposed forward of a front seat mounting cross member.

4. The vehicle body structure according to claim 1 or 2, characterized in that a middle portion of the floor panel (300) is raised upward to form a center tunnel (301) extending in the front-rear direction, and the front cross member (210) extends in the left-right direction from one end of the floor panel (300) to the other end of the floor panel (300) across the center tunnel (301) to define the gap together with the center tunnel (301).

5. The vehicle body structure according to claim 2, wherein the front cross member (210) is formed as an upwardly open first channel structure including a cross member bottom wall (201) and a cross member side wall (202), an upper edge at an opening of the first channel structure is turned outward to form a cross member opening flange (200a), and the front cross member (210) is connected to the floor panel (300) through the cross member opening flange (200 a).

6. The vehicle body structure according to claim 5, wherein the front side member (100) is overlapped on the cross member bottom wall (201), the cross member side wall (202), and the cross member opening flange (200a), respectively,

the rear end of the front longitudinal beam (100) is formed into a second groove-shaped structure which is opened upwards and comprises a longitudinal beam bottom wall (103) and a longitudinal beam side wall (104), the upper edge of the opening of the second groove-shaped structure is turned outwards to form a first longitudinal beam flanging (100a), the end part of the longitudinal beam side wall (104) is turned outwards to form a second longitudinal beam flanging (100b), the end part of the longitudinal beam bottom wall (103) extends to form a longitudinal beam bottom wall overlapping edge (100c),

the first longitudinal beam flanging (100a) is in lap joint with the transverse beam opening flanging (200a), the second longitudinal beam flanging (100b) is in lap joint with the transverse beam side wall (202), and the longitudinal beam bottom wall overlapping edge (100c) is in lap joint with the transverse beam bottom wall (201).

7. The vehicle body structure according to claim 1, wherein the front hatch cross member (220) is at least partially connected to a bottom portion of the downwardly bent section (100B), the downwardly bent section (100B) is formed into a third channel structure including a first side member bottom wall (101) and a first side member side wall (102), an upper edge of an opening of the third channel structure is folded outwardly to form a first side member side wall burring (102a), the front hatch cross member (220) overlaps with the first side member bottom wall (101), the first side member side wall (102) and the first side member side wall burring (102a), respectively,

the front cabin cross beam (220) is formed into a fourth groove-shaped structure with an upward opening, the edge of the opening of the fourth groove-shaped structure is upwards turned to form a first flanging (220a) extending along the left-right direction, the end part of the fourth groove-shaped structure is outwards turned to form a second flanging (220b) extending along the up-down direction, and the end part of the fourth groove-shaped structure is also formed with a third flanging (220c) extending along the front-back direction,

the first flanging (220a) is in lap joint with the first longitudinal beam side wall flanging (102a), the second flanging (220b) is in lap joint with the first longitudinal beam side wall (102), and the third flanging (220c) is in lap joint with the first longitudinal beam bottom wall (101).

8. The vehicle body structure according to claim 1, wherein the downward curved section (100B) is formed with an inner recess (105) for avoiding a wheel along a wheel envelope, the front deck lateral beam (220) is provided at the inner recess (105), and a reinforcement plate is attached to an inner wall of the front longitudinal beam (100) at a position corresponding to the inner recess (105).

9. The vehicle body structure according to claim 1, wherein mounting points for mounting a sub-frame are provided on the main body section (100A) such that an electric motor is provided below the main body section (100A) and in front of the front deck beam (220) through the sub-frame.

10. The vehicle body structure according to claim 1, wherein the front cross member (220) is disposed forward of a dash panel (320) and is attached to the dash panel (320), and the dash panel (320) is attached to a front end of the floor panel (300).

11. The vehicle body structure of claim 1, wherein the front cross member (210) is a battery pack mounting front cross member.

12. A vehicle characterized by comprising a vehicle body structure according to any one of claims 1-11.