CN212447792U

CN212447792U - Vehicle, vehicle body and force transmission structure thereof

Info

Publication number: CN212447792U
Application number: CN202020635543.1U
Authority: CN
Inventors: 杨杨; 王金龙; 张洋; 张琪
Original assignee: GAC NIO New Energy Automobile Technology Co Ltd
Current assignee: Hechuang Smart Technology Co ltd; Hechuang Automotive Technology Co Ltd
Priority date: 2020-04-23
Filing date: 2020-04-23
Publication date: 2021-02-02
Anticipated expiration: 2030-04-23

Abstract

The utility model relates to a vehicle, a vehicle body and a force transmission structure thereof, wherein the force transmission structure of the vehicle body comprises a front anti-collision beam, a front longitudinal beam, a first connecting part, a front wall plate crossbeam, a middle channel, a second connecting part, a stop foot plate, a torsion box, an A column inner plate and a doorsill; the front anti-collision beam, the front longitudinal beam, the first connecting portion, the front wall plate cross beam and the middle channel can transfer force and cooperate to form a first force transfer path, and the front anti-collision beam, the front longitudinal beam, the second connecting portion, the foot rest plate, the torsion box, the A column inner plate and the doorsill can transfer force and cooperate to form a second force transfer path. Compared with the traditional force transmission structure with a single path, the vehicle body and the force transmission structure thereof can avoid structural failure caused by the single path, disperse collision force, avoid stress concentration, avoid damage to the vehicle body structure of the passenger compartment part in the collision force transmission process, and ensure the safety of passengers.

Description

Vehicle, vehicle body and force transmission structure thereof

Technical Field

The utility model relates to a vehicle parts technical field especially relates to a vehicle, automobile body and power transmission structure thereof.

Background

Vehicles are increasingly popular among people because of their ease of use. The vehicle body is an important part of the vehicle, and when the vehicle collides, the safety performance of the vehicle is directly influenced by the transmission effect of the vehicle body on the collision force. Due to the limitation of external modeling and design space, the traditional vehicle body has a single transmission path of the collision force and concentrated stress, and is not beneficial to protecting passengers.

SUMMERY OF THE UTILITY MODEL

Accordingly, it is necessary to provide a vehicle, a vehicle body, and a force transmission structure thereof, which are directed to solve the problem that stress is concentrated and is not favorable for protecting passengers.

On one hand, the force transmission structure of the vehicle body comprises a front anti-collision beam, a front longitudinal beam, a first connecting part, a front wall plate cross beam, a middle channel, a second connecting part, a stop foot plate, a torsion box, an A-column inner plate and a doorsill; the front anti-collision beam, the front longitudinal beam, the first connecting portion, the front wall plate cross beam and the middle channel can perform force transmission and are matched to form a first force transmission path, and the front anti-collision beam, the front longitudinal beam, the second connecting portion, the foot rest plate, the torque box, the A-pillar inner plate and the doorsill can perform force transmission and are matched to form a second force transmission path.

The power transmission structure of automobile body of above-mentioned embodiment for the impact is transmitted on preceding crashproof roof beam, front longitudinal, first connecting portion, preceding bounding wall crossbeam, well passageway, second connecting portion, stop the sole, torsion box, A post inner panel and threshold, compares the single traditional power transmission structure in route, can avoid because of the single structural failure who arouses of transmission route, can disperse and transmit the impact, avoids stress concentration, avoids the transmission of impact to cause the destruction to the automobile body structure of passenger cabin part, guarantees passenger's safety.

In one embodiment, the front anti-collision beam is spaced apart from the front wall cross member in the longitudinal direction of the vehicle body, the foremost end of the front side member is connected to the front anti-collision beam, the rearmost end of the front side member is connected to the front wall cross member through the first connecting portion, and the foremost end of the center tunnel is connected to the front wall cross member.

In one embodiment, the first connecting portion comprises two first connecting plates distributed up and down, and the two first connecting plates are connected with the front longitudinal beam and the front wall cross beam; and/or the foremost end of the center tunnel is connected with the middle part of the front wall crossbeam.

In one embodiment, the center tunnel includes a front section disposed close to the front impact beam and a rear section disposed far away from the front impact beam, a foremost end of the front section is connected to the front wall cross beam, a rearmost end of the front section is connected to the rear section, a cross-sectional area of the front section is larger than a cross-sectional area of the rear section, and a material thickness of the front section is larger than a material thickness of the rear section.

In one embodiment, the second connecting portion and the stop foot plate are connected to the front longitudinal beam, the torsion box is connected to the second connecting portion, the stop foot plate and the threshold, and the a-pillar inner plate is connected to the second connecting portion, the stop foot plate, the torsion box and the threshold.

In one embodiment, the second connecting portion, the foot rest plate and the torque box are enclosed to form a force transmission cavity, the force transmission structure further comprises an auxiliary force transmission member, the auxiliary force transmission member is arranged in the force transmission cavity, and two ends of the auxiliary force transmission member are respectively connected with the second connecting portion and the torque box.

In one embodiment, the a-pillar inner panel includes a first body connected to the second connecting portion and the rocker plate, and a second body connected to the second connecting portion, the auxiliary force transmission member, the rocker plate, the torsion box, and the threshold, and the first body has a thickness smaller than that of the second body.

In one embodiment, the force transfer structure further comprises a ski board, and the front impact beam, the front longitudinal beam and the ski board are capable of force transfer and cooperate to form a third force transfer path.

In another aspect, a vehicle body is provided that includes the force transmission structure.

The automobile body of above-mentioned embodiment, when the emergence collision, can utilize the synergism in first biography power route and second biography power route and disperse and transmit the collision force, can avoid stress concentration, also can reduce the influence of the acceleration peak value of whole car when the collision to can avoid driver and passenger to receive the injury.

In still another aspect, a vehicle is provided that includes the vehicle body.

The vehicle of the embodiment can disperse and transmit collision force by utilizing the vehicle body when in collision, and can avoid stress concentration, thereby avoiding the damage to the vehicle body of the passenger compartment part when the collision force is transmitted, reducing the influence on the acceleration peak value of the whole vehicle when in collision, and avoiding the injury to a driver and passengers.

Drawings

FIG. 1 is a schematic structural view of a force transmission structure of a vehicle body according to an embodiment;

FIG. 2 is a schematic view of the force transfer structure of the vehicle body of FIG. 1 at an angle;

FIG. 3 is a schematic view of the force transmitting structure of the vehicle body of FIG. 1 at another angle;

FIG. 4 is a side view of the force-transmitting structure of the vehicle body of FIG. 1 at another angle;

FIG. 5 is a schematic D-D direction contour view of the force transfer structure of the vehicle body of FIG. 4;

FIG. 6 is a schematic contour view in the direction E-E of the force-transmitting structure of the vehicle body of FIG. 4;

FIG. 7 is a schematic view of the connection of the torsion box and the A-pillar inner panel of the force transmitting structure of the vehicle body of FIG. 1;

FIG. 8 is a structural schematic view of an A-pillar inner panel of the force transmitting structure of the vehicle body of FIG. 1;

FIG. 9 is an assembly view of a second connecting portion, a rocker plate and a torsion box of the force transmitting structure of the vehicle body of FIG. 1;

FIG. 10 is an assembled contour view of the second connecting portion, the rocker plate and the torque box of the force transmitting structure of the vehicle body of FIG. 9;

FIG. 11 is a schematic view of the assembly of the rocker plate, the auxiliary force transmitting member and the torque box of the force transmitting structure of the vehicle body of FIG. 1;

fig. 12 is an assembly view of the second connecting portion, the auxiliary force transmission member, the torsion box, and the a-pillar inner panel of the force transmission structure of the vehicle body of fig. 1.

Description of reference numerals:

110. the front anti-collision device comprises a front anti-collision beam, 120, a front longitudinal beam, 121, an inner plate, 122, an outer plate, 130, an energy absorption box, 140, a first connecting part, 141, a first connecting plate, 150, a front wall plate cross beam, 160, a middle channel, 161, a front section, 162, a rear section, 170, a second connecting part, 180, a foot rest plate, 190, a torsion box, 200, an A column inner plate, 201, a first body, 202, a second body, 210, a doorsill, 220, a force transmission cavity, 221, an auxiliary force transmission piece, 2211, a first force transmission section, 2212, a second force transmission section, 230, a sled plate, 240 and a front row seat cross beam.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein, as those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

It should also be understood that in explaining the connection relationship or the positional relationship of the elements, although not explicitly described, the connection relationship and the positional relationship are interpreted to include an error range which should be within an acceptable deviation range of a specific value determined by those skilled in the art. For example, "about," "approximately," or "substantially" may mean within one or more standard deviations, without limitation.

As shown in fig. 1 to 3 and 5, in one embodiment, a force transmission structure of a vehicle body is provided, which includes a front impact beam 110, a front side member 120, a first connecting portion 140, a dash cross-member 150, a center tunnel 160, a second connecting portion 170, a footrest 180, a torsion box 190, an a-pillar inner panel 200, and a rocker 210. Thus, collision force is transmitted on the front collision beam 110, the front longitudinal beam 120, the first connecting portion 140, the front panel cross beam 150, the middle channel 160, the second connecting portion 170, the footrest 180, the torque box 190, the a-pillar inner panel 200 and the rocker 210, and compared with a traditional force transmission structure with a single path, the structure failure caused by the single transmission path can be avoided, collision force can be dispersed and transmitted, stress concentration is avoided, damage to a vehicle body structure of a passenger compartment part caused by the transmission of the collision force is avoided, and safety of passengers is ensured.

The front impact beam 110, the front longitudinal beam 120, the first connecting portion 140, the dash cross-member 150, and the center tunnel 160 are capable of transmitting force and cooperate to form a first force transmission path. Thus, the first force transmission path can disperse and transmit the collision force, and the transmission effect of the collision force is good. The front impact beam 110, the front longitudinal beam 120, the second connecting portion 170, the footrest 180, the torsion box 190, the a-pillar inner panel 200, and the rocker 210 are capable of transmitting force and cooperate to form a second force transmission path. Thus, the collision force can be dispersed and transmitted by the second force transmission path, and the transmission effect on the collision force is good. Meanwhile, the first force transmission path and the second force transmission path can cooperate with each other, collision force can be further dispersed and transmitted (particularly, the reduction of a collision force value is facilitated), stress concentration can be avoided, the collision force is prevented from damaging a vehicle body structure of a passenger compartment part in the transmission process, the influence of the acceleration peak value of the whole vehicle in the collision process can be reduced, and then a driver and passengers can be prevented from being injured.

It should be emphasized that, in the front impact beam 110, the front side member 120, the first connecting portion 140, the dash cross-member 150, the center tunnel 160, the second connecting portion 170, the footrest 180, the torsion box 190, the a-pillar inner panel 200 and the rocker 210, direct or indirect connection relationships may exist among the respective components, and only the requirement of being able to reasonably transmit and disperse the impact force is satisfied.

As shown in fig. 1 and 4, in one embodiment, the force transmission structure of the vehicle body further includes an energy absorption box 130, and the energy absorption box 130 is disposed between the front impact beam 110 and the front side member 120. Thus, the crash boxes 130 participate in the transmission of the collision force of the first force transmission path and the second force transmission path, and the effect of absorbing the collision energy can be further enhanced. Because the front anti-collision beam 110 is most likely to collide, the foremost end of the energy-absorbing box 130 can be stably connected with the front anti-collision beam 110 in a welding mode, and the rearmost end of the energy-absorbing box 130 can be stably connected with the front longitudinal beam 120 in a threaded mode, so that the front anti-collision beam 110 and the energy-absorbing box 130 can be conveniently replaced. The front anti-collision beam 110 and the energy absorption box 130 can be made of aluminum profiles, so that the weight can be reduced, the energy absorption effect is good, the cross section of the aluminum profiles can be in a shape like a Chinese character 'mu', the aluminum profiles can be fully crushed and deformed in the collision process, the impact energy absorption effect is good, and the impact energy can be reduced and transmitted to the front longitudinal beam 120.

It should be noted that, along the longitudinal direction of the vehicle body, the foremost end refers to the end close to the vehicle head; correspondingly, the rearmost end refers to the end far away from the vehicle head.

As shown in fig. 1, in an embodiment, the front impact beam 110 and the dash cross-member 150 are disposed at an interval in a longitudinal direction of the vehicle body (as shown in a direction B of fig. 1) (both a length direction of the front impact beam 110 and a length direction of the dash cross-member 150 are disposed in a lateral direction of the vehicle body (as shown in a direction a of fig. 1)), a foremost end of the front side member 120 is connected to the front impact beam 110 by means of screwing, welding, or riveting (preferably, by means of screwing, so as to facilitate replacement of the front impact beam 110), a rearmost end of the front side member 120 is connected to the dash cross-member 150 by means of welding, riveting, or the like via the first connecting portion 140, and a foremost end of the middle channel 160 is connected to the dash cross-member 150 by means of welding, riveting. In this way, when the front impact beam 110 collides, the collision force sequentially passes through the front side member 120, the first connecting portion 140, and the dash cross-member 150 and then is transmitted to the center tunnel 160, so that the collision force is transmitted step by step.

As shown in fig. 1, specifically, the two front side members 120 and the two first connecting portions 140 are disposed at a relatively interval between the front impact beam 110 and the dash cross-member 150. The front longitudinal beams 120 and the first connecting portions 140 are connected in a one-to-one correspondence and distributed at two ends of the front impact beam 110 (that is, along the transverse direction of the vehicle body, one end of the front impact beam 110 and one end of the front panel cross beam 150 are correspondingly provided with one front longitudinal beam 120 and one first connecting portion 140, and the other end of the front impact beam 110 and the other end of the front panel cross beam 150 are also correspondingly provided with one front longitudinal beam 120 and one first connecting portion 140). Meanwhile, the foremost end of the front side member 120 and the end of the front impact beam 110 are integrally connected by welding or riveting, and the rearmost end of the front side member 120 is connected to the end of the dash cross-member 150 by the first connecting portion 140. The center tunnel 160 is provided along the longitudinal direction of the vehicle body, the foremost end of the center tunnel 160 and the middle portion of the dash cross member 150 are integrally connected by welding or riveting, and the rearmost end or the middle portion of the center tunnel 160 and the front seat cross member 240 are integrally connected by welding or riveting. In this way, after the collision force acts on the front impact beam 110, the collision force is transmitted to the cowl cross member 150 through the front side frames 120 and the first connecting portions 140 at both ends of the front impact beam 110, and is finally transmitted to the center tunnel 160; at the same time, a small amount of the collision force is distributed to the front seat cross member 240 through the center tunnel 160, so that the collision force can be transmitted more. Of course, the first force transmission path may further include an energy absorption box 130 disposed between the front impact beam 110 and the front longitudinal beam 120, so as to further enhance the impact energy absorption effect of the first force transmission path.

The first connection portion 140 may be provided in the form of a link, a connecting rod, or a connecting column, and only needs to be able to transmit the collision force between the front side member 120 and the cowl cross member 150.

As shown in fig. 3, in an embodiment, the first connecting portion 140 includes two first connecting plates 141 distributed up and down, and the two first connecting portions 140 distributed up and down are integrally connected with the front side frame 120 and the cowl cross member 150 by welding or riveting. In this way, the collision force of the front side member 120 can be transmitted to the dash cross member 150 more favorably, and the effect of transmitting the collision force is improved. Preferably, the two first connecting plates 141 are disposed between the two front side members 120, and can concentrate the collision force transmitted to the dash cross member 150 toward the middle of the dash cross member 150, so as to ensure uniform and concentrated force, and better transmit the collision force to the center tunnel 160. The first connecting plate 141 may be connected to the inner panels 121 of the front side members 120, wherein the inner panels 121 of the front side members 120 are portions provided on the inner sides of the two front side members 120, and correspondingly, the outer panels 122 of the front side members 120 are portions provided on the outer sides of the two front side members 120. Of course, in other embodiments, the front side member 120 and the cowl cross member 150 may be directly connected by riveting, welding, or the like, and may transmit the collision force. Similarly, on the basis that the front longitudinal beam 120 is directly connected with the front wall panel cross beam 150, the front longitudinal beam can be further connected through the first connecting portion 140, so that the transmission effect of the collision force is better.

As shown in fig. 1 to 3, in one embodiment, the foremost end of the center tunnel 160 is connected to the middle portion of the cowl cross member 150 by welding or riveting. In this way, the collision force acting on the end portion of the dash cross-panel 150 can be concentrated and reliably transmitted to the center tunnel 160 toward the middle portion, the propagation path of the collision force is extended, and the dispersion effect and the transmission effect of the collision force are better. It is emphasized that, in consideration of the influence of mounting errors and machining errors, even if the connecting portion of the foremost end of the center tunnel 160 and the cowl cross member 150 is deviated from the middle portion of the cowl cross member 150, the foremost end of the center tunnel 160 and the middle portion of the cowl cross member 150 can be considered to be connected within an error allowance.

Of course, the first connecting portion 140 may include two first connecting plates 141 distributed vertically, and both the two first connecting portions 140 distributed vertically and are connected with the front side member 120 and the front cowl cross member 150 into a whole by welding or riveting; meanwhile, the foremost end of the center tunnel 160 is connected to the middle portion of the cowl cross member 150 by welding or riveting. Thus, the collision force transmitted from the front longitudinal beam 120 can be uniformly transmitted to the two ends of the front wall panel cross beam 150, and the collision force is concentrated and reliably transmitted to the middle channel 160 towards the middle part of the front wall panel cross beam 150, so that the transmission effect and the dispersion effect on the collision force are good, the damage to the vehicle body structure of the passenger compartment part can be further avoided in the transmission process of the collision force, and the safety of passengers can be ensured.

The dash cross member 150 is preferably made of thermo-formed steel, and can effectively avoid deformation when being impacted by collision force, reduce intrusion amount and ensure safety of passengers.

As shown in fig. 1, in one embodiment, the center tunnel 160 includes a front section 161 disposed close to the front impact beam 110 and a rear section 162 disposed far from the front impact beam 110, a foremost end of the front section 161 is connected to the dash cross-member 150 by welding or riveting, a rearmost end of the front section 161 is connected to the rear section 162 by welding or riveting, and the rear section 162 is connected to the front seat cross-member 240 by welding or riveting. The cross-sectional area of the front section 161 is greater than the cross-sectional area of the rear section 162; and the thickness of the front section 161 is greater than the thickness of the rear section 162. Thus, the collision force is gradually reduced in the transmission process, which is beneficial to the deformation resistance of the middle channel 160, and is beneficial to reducing the mass of the middle channel 160 on the premise of ensuring that the middle channel 160 has enough rigidity and strength, thereby reducing the vehicle body mass.

In any of the above embodiments, as shown in fig. 1 and 2, the second connecting portion 170 and the footrest plate 180 are connected to the front side frame 120 by welding, riveting, or the like. Referring to fig. 5, 9, 10, 11 and 12, the torsion box 190 and the second connecting portion 170, the footrest 180 and the rocker 210 are connected by welding or riveting. Referring to fig. 5 to 7, the a-pillar inner panel 200 is connected to the second connecting portion 170, the footrest 180, the torsion box 190, and the rocker 210 by welding or riveting. Specifically, the front impact beam 110 transmits the impact force to the foremost end of the front side member 120, and disperses and transmits the impact force to the second connecting portion 170 and the footrest 180 after transmitting the impact force to the rearmost end of the front side member 120 in the longitudinal direction of the vehicle body; wherein the second connecting portion 170 transmits the collision force to the rocker 210 through the torsion box 190 and the a-pillar inner panel 200; the rocker plate 180 also transmits the collision force to the rocker 210 through the torsion box 190 and the a-pillar inner panel 200, so that the collision force transmitted from the front side member 120 is further dispersed and then transmitted to the rocker 210, the transmission effect of the collision force is enhanced, stress concentration can be avoided, and the safety performance is enhanced.

As shown in fig. 1, alternatively, the first connecting portion 140 is connected to the inner panel 121 of the front side member 120, and the second connecting portion 170 and the rocker panel 180 may be connected to the outer panel 122 of the front side member 120 by welding or riveting, so that the first connecting portion 140 and the second connecting portion 170 are respectively distributed on both sides of the front side member 120.

Among them, in traditional power transmission structure, in order to guarantee that collision force can be effectively, reliably transmit to threshold 210 through torsion box 190, it is great in order to guarantee that torsion box 190 and threshold 210 have great area of contact to set up torsion box 190 great to cause the influence to the space of arranging of battery package, can't arrange the battery package of great volume. The power transmission structure of the above embodiment, through all being connected A post inner panel 200 and stop foot board 180 with threshold 210, increased the transmission route that the impact transmitted to threshold 210, also increased area of contact to can be less with torsion box 190 setting, and then make the battery package have sufficient installation space, can install the battery package of great volume, guarantee the duration of vehicle.

As shown in FIG. 9, in one embodiment, the second connecting portion 170, the footrest 180 and the torque box 190 enclose a power transmission cavity 220. As shown in fig. 10, the force transmission structure further includes an auxiliary force transmission member 221, the auxiliary force transmission member 221 is disposed in the force transmission cavity 220, and two ends of the auxiliary force transmission member 221 are respectively connected to the second connection portion 170 and the torque box 190. Thus, the second connecting portion 170, the footrest 180 and the torque box 190 are enclosed to form the force transmission cavity 220 with a large volume, and the auxiliary force transmission member 221 in the force transmission cavity 220 is combined, so that the collision force can be effectively, reliably and smoothly transmitted to the threshold 210, and the collision force can be dispersed and transmitted; meanwhile, the torsion box 190 can be further arranged to be small, enough installation space is reserved for the battery pack, and therefore the endurance mileage of the electric automobile can be improved.

It should be noted that the second connecting portion 170 may be provided in the form of a connecting bracket, a connecting rod, or a connecting plate, and it is sufficient that the front side member 120 can be connected to the torque box 190 and the a-pillar inner panel 200, so that the collision force can be transmitted to the torque box 190 and the a-pillar inner panel 200, and finally the acting force can be transmitted to the rocker 210. The auxiliary force transmission member 221 may be in the form of a force transmission frame, a force transmission rod, or a force transmission plate, and only needs to be able to connect the second connection portion 170 with the torque box 190, so as to guide the transmission of the collision force to the threshold 210. The second connection portion 170 may be made of a hot-formed steel material; the footrest plate 180 and the torsion box 190 may be made of a high-strength steel material.

In one embodiment, the auxiliary force transmission member 221 is configured as an auxiliary force transmission plate (not labeled), the second connection portion 170 is configured as a second connection plate (not labeled), the auxiliary force transmission plate is disposed in the force transmission cavity 220, one end of the auxiliary force transmission plate is connected with the second connection plate by welding or riveting, and the other end of the auxiliary force transmission plate is connected with the torque box 190 by welding or riveting. Therefore, the second connecting plate can transmit the collision force to the torque box 190 through the auxiliary force transmission plate and finally to the threshold 210, so that the transmission of the collision force is smoother, more dispersed and more effective, the transmission of the collision force is facilitated, the deformation is resisted, and the safety of a driver or passengers is ensured. On the premise of ensuring that the collision force can be effectively and reliably transmitted to the threshold 210, the torque box 190 can be arranged to be smaller, so that a sufficient installation space is reserved for the battery pack, and the endurance mileage of the electric vehicle can be increased.

As shown in fig. 10, in one embodiment, the auxiliary force-transmitting member 221 comprises a first force-transmitting section 2211 and a second force-transmitting section 2212 connected to each other. The first force transmission section 2211 is connected with the second connection portion 170 in a welding or riveting manner, and the second force transmission section 2212 is connected with the torque box 190 in a welding or riveting manner. The first force transmission section 2211 and the second force transmission section 2212 are arranged at an included angle. In this way, the transmission path of the collision force is extended, so that the auxiliary force transmission member 221 can better transmit the collision force; and the included angle is favorable for deformation during severe collision, and the buffering effect is good.

Referring to fig. 1 and 8, in one embodiment, the a-pillar inner panel 200 includes a first body 201 connected to the second connecting portion 170 and the rocker panel 180 by welding or riveting, and a second body 202 connected to the second connecting portion 170, the auxiliary force transmission member 221, the rocker panel 180, the torsion box 190, and the rocker 210 by welding or riveting. Thus, the second connecting portion 170 and the footrest 180 transmit the collision force to the first body 201, and the first body 201 transmits the collision force to the second body 202 and then finally transmits the collision force to the rocker 210; meanwhile, the second connecting portion 170, the auxiliary force transmission member 221, the footrest 180 and the torque box 190 can also directly transmit the collision force to the second body 202, and the second body 202 transmits the collision force to the doorsill 210, so that the transmission path of the collision force is more dispersed, the transmission effect of the collision force is better, and the safety is better. Wherein, the thickness of the first body 201 is smaller than that of the second body 202. Thus, the second body 202 can withstand the impact of a large collision force, and the collision force can be reliably transmitted; meanwhile, the thickness of the first body 201 is thin, so that the weight of the a-pillar inner plate 200 is favorably reduced on the premise that the collision force can be transmitted, and the vehicle body weight is favorably reduced. The first body 201 and the second body 202 are both plate-shaped, and can be made of hot forming steel and connected in a laser tailor welding manner.

Further, along the length direction of the a-pillar inner panel 200, the thickness of the first body 201 increases in a direction approaching the second body 202, and the thickness of the second body 202 increases in a direction away from the first body 201. Thus, the thickness of the A-pillar inner plate 200 is uniformly changed along the length direction, and the transmission effect on the collision force is more stable and reliable; meanwhile, the production and manufacture of the first body 201 and the second body 202 are also facilitated. Preferably, the thickness of the first body 201 increases linearly in a direction approaching the second body 202, and the thickness of the second body 202 increases linearly in a direction away from the first body 201.

As shown in fig. 1, in addition to any of the above embodiments, the force transmission structure further includes a ski board 230, and the front impact beam 110, the front longitudinal beam 120, and the ski board 230 perform force transmission and cooperate to form a third force transmission path. Thus, the third force transmission path can disperse and transmit the collision force, and the transmission effect on the collision force is good. Simultaneously, first biography power route, second biography power route and third biography power route can cooperate each other, can further disperse and transmit the collision force, can avoid stress concentration to avoid causing destruction to the body structure of passenger cabin part in the transmission of collision force, and then can avoid driver and passenger to receive the injury, factor of safety is higher. The height of the cross section of the sled 230 should not be too large, and preferably the height of the cross section of the sled 230 is less than 20mm (18mm, 15mm, 10mm, etc.), so as to ensure the foot space of the passenger and the driver, and the sled 230 can be interrupted at the front seat cross beam 240.

Specifically, as shown in fig. 1, the front impact beam 110 transmits the impact force to the foremost end of the front side member 120, transmits the impact force to the rearmost end of the front side member 120, transmits the impact force to the sled 230 provided in the longitudinal direction of the vehicle body, and transmits the impact force to the front seat cross member 240 by the sled 230 in the longitudinal direction of the vehicle body. Of course, the third force transmission path may further include an energy absorption box 130 disposed between the front impact beam 110 and the front longitudinal beam 120, so as to further enhance the transmission effect of the third force transmission path on the collision force.

In one embodiment, a vehicle body is provided that includes the force transmitting structure of any of the above embodiments.

In one embodiment, a vehicle is also provided, including the body of any of the above embodiments.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only represent some embodiments of the present invention, and the description thereof is more specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. The force transmission structure of the vehicle body is characterized by comprising a front anti-collision beam, a front longitudinal beam, a first connecting part, a front wall plate cross beam, a middle channel, a second connecting part, a stop foot plate, a torque box, an A-column inner plate and a doorsill; the front anti-collision beam, the front longitudinal beam, the first connecting portion, the front wall plate cross beam and the middle channel can perform force transmission and are matched to form a first force transmission path, and the front anti-collision beam, the front longitudinal beam, the second connecting portion, the foot rest plate, the torque box, the A-pillar inner plate and the doorsill can perform force transmission and are matched to form a second force transmission path.

2. The force transmission structure of a vehicle body according to claim 1, wherein the front impact beam is disposed at an interval opposite to the cowl cross member in a longitudinal direction of the vehicle body, a foremost end of the front side member is connected to the front impact beam, a rearmost end of the front side member is connected to the cowl cross member through the first connecting portion, and a foremost end of the center tunnel is connected to the cowl cross member.

3. The force transmission structure of a vehicle body according to claim 2, wherein the first connection portion includes two first connection plates that are distributed vertically, the two first connection plates being connected to both the front side member and the cowl cross member; and/or the foremost end of the center tunnel is connected with the middle part of the front wall crossbeam.

4. The force transmission structure of a vehicle body according to claim 2, wherein the center tunnel includes a front section disposed close to the front impact beam and a rear section disposed far from the front impact beam, a foremost end of the front section is connected to the cowl cross member, a rearmost end of the front section is connected to the rear section, a cross-sectional area of the front section is larger than a cross-sectional area of the rear section, and a material thickness of the front section is larger than a material thickness of the rear section.

5. The force transmission structure of a vehicle body according to any one of claims 1 to 4, wherein the second connecting portion and the rocker panel are each connected to the front side member, the torsion box is each connected to the second connecting portion, the rocker panel and the rocker panel, and the A-pillar inner panel is each connected to the second connecting portion, the rocker panel, the torsion box and the rocker panel.

6. The force transmission structure of a vehicle body according to claim 5, wherein the second connecting portion, the rocker plate and the torque box are enclosed to form a force transmission cavity, the force transmission structure further comprises an auxiliary force transmission member, the auxiliary force transmission member is arranged in the force transmission cavity, and two ends of the auxiliary force transmission member are respectively connected with the second connecting portion and the torque box.

7. The force transmission structure of a vehicle body according to claim 6, wherein the A-pillar inner panel includes a first body connected to each of the second connecting portion and the rocker plate, and a second body connected to each of the second connecting portion, the auxiliary force transmission member, the rocker plate, the torsion box, and the rocker, and a thickness of the first body is smaller than a thickness of the second body.

8. The force transmission structure of a vehicle body according to any one of claims 1 to 4, characterized in that the force transmission structure further comprises a ski board, and the front impact beam, the front side member, and the ski board are capable of force transmission and cooperate to form a third force transmission path.

9. A vehicle body characterized by comprising the force transmission structure according to any one of claims 1 to 8.

10. A vehicle characterized by comprising the vehicle body of claim 9.