WO2018177398A1 - 车身以及车辆 - Google Patents

车身以及车辆 Download PDF

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Publication number
WO2018177398A1
WO2018177398A1 PCT/CN2018/081268 CN2018081268W WO2018177398A1 WO 2018177398 A1 WO2018177398 A1 WO 2018177398A1 CN 2018081268 W CN2018081268 W CN 2018081268W WO 2018177398 A1 WO2018177398 A1 WO 2018177398A1
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WO
WIPO (PCT)
Prior art keywords
floor
force
rail
vehicle body
vehicle
Prior art date
Application number
PCT/CN2018/081268
Other languages
English (en)
French (fr)
Inventor
郭浩鹏
王长一
张青青
张欢
Original Assignee
长城汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Publication of WO2018177398A1 publication Critical patent/WO2018177398A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R2019/242—Arrangements for mounting bumpers on vehicles on two vertical sleeves, e.g. on energy absorber ends

Definitions

  • the present invention relates to the field of vehicle technology, and in particular to a vehicle body and a vehicle having the same.
  • the present invention aims to propose a vehicle body to solve the problem that the force transmission channel is single and the transmission efficiency is low.
  • a vehicle body comprising: a front impact beam; two front side members, two front ends of the front side members are respectively connected at two ends of the front impact beam; a front middle beam, the front wall Two ends of the beam are respectively connected to the rear ends of the two front longitudinal beams to form a force-carrying closed-loop structure with the front impact beam and the two front longitudinal beams; two front floor longitudinal beams, two of The front ends of the front floor rails are respectively connected to the rear ends of the front side members of the same side, and the two front floor longitudinal beams are each configured in a straight line shape; the two door sill beams and the front ends of the two sill beams respectively Connected to the rear end of the front side member of the same side, the sill beam is non-parallel to the front floor longitudinal beam; two rear floor longitudinal beams, two of the rear floor longitudinal beams respectively and the same side The rear end of the front floor rail is connected to the rear end of the rocker beam such that the front side rail, the rocker beam and the rear floor rail of
  • the rear floor rail comprises: a front section, a middle section and a rear section, the front section being connected to a rear end of the front floor rail, the middle section being connected to a rear end of the rocker beam, the rear The segment extends rearward from the middle segment.
  • the width of the middle section is greater than the width of the front section and the outer wall of the middle section is fixed to the inner wall of the rocker beam.
  • the vehicle body further includes: a floor middle passage and a rear floor cross member, wherein the floor middle passage is connected between the rear end of the front longitudinal beam and the rear floor cross member, and the rear floor cross member is further Rear floor rails are joined to form a force-carrying closed loop structure with the floor mid-channel, the front floor rail and the rear floor rail.
  • a middle channel force transmission path extending in the front-rear direction is formed on the channel in the floor.
  • the middle channel force transmission path is a groove.
  • the vehicle body further includes: a middle passage connecting plate connected between the front floor longitudinal beam and the floor middle passage, the middle passage connecting plate and the front longitudinal beam
  • the rear portion and the front floor stringer form a Y-shaped force transmitting structure.
  • the rear portion of the front side member has a portion that extends upward and outwardly.
  • the collision force of the front impact beam is transmitted to the two rear front longitudinal beams, and each of the front longitudinal beams transmits a collision force to the front inner middle beam. And passing the sill beam and the front floor sill of the same side to the rear side sill of the same side respectively.
  • the collision force of the front impact beam is transmitted to the two rear front longitudinal beams, and each of the front longitudinal beams transmits a collision force to the front inner middle beam. And passing the sill beam and the front floor sill of the same side to the rear side sill of the same side, respectively, and also transmitting the same to the same side through the floor middle passage and the rear floor cross member Floor stringers.
  • the vehicle body of the present invention has the following advantages:
  • the force can be absorbed and decomposed efficiently and quickly, and the collision force transmitted to the rear can be effectively dispersed, so that the intrusion amount of the dash panel can be greatly reduced, and the damage of the vehicle body can be prevented, and the collision can be better ensured.
  • the passenger cabin has ample living space.
  • Another object of the invention is to propose a vehicle.
  • a vehicle includes the above-described vehicle body.
  • the vehicle has the same advantages as the above-described vehicle body with respect to the prior art, and details are not described herein again.
  • 1 to 3 are schematic views showing a partial structure of a vehicle body at different angles according to an embodiment of the present invention
  • FIG. 4 is a rear elevational view of a heavy vehicle front panel according to an embodiment of the present invention.
  • Figure 5 is a schematic view showing the connection of the upper cross member, the lower front vertical beam and the front wall of the dash panel;
  • Figure 6 is a top plan view of the front side rail and the top side rail;
  • Figure 7 is a cross-sectional view taken along line A-A of Figure 6;
  • Figure 8 is a perspective view of the front side frame and the top side beam
  • Figure 9 is a side view of the front side rail and the top side rail
  • FIG. 10 is a partial top plan view of a vehicle body according to an embodiment of the present invention.
  • Figure 11 is a cross-sectional view taken along line B-B of Figure 10;
  • Figure 12 is a schematic view of the cooperation of the front longitudinal beam, the sill beam and the front floor longitudinal beam;
  • Figure 13 is a plan view of a vehicle body according to an embodiment of the present invention.
  • Figure 14 is an enlarged view of a region C in Figure 13;
  • FIG. 15 is a partial top plan view of a vehicle body according to an embodiment of the present invention.
  • Figure 16 is a cross-sectional view taken along line D-D of Figure 15;
  • Figure 17 is a perspective view of a front compartment of a vehicle body according to an embodiment of the present invention.
  • Figure 18 is a partial structural view showing the cooperation of the dash panel and the side panel;
  • Figure 19 is a cross-sectional view taken along line F-F of Figure 18;
  • 20 is a schematic view showing the cooperation of the upper side beam, the A-pillar, and the rear wall;
  • Figure 21 is a cross-sectional view taken along line G-G of Figure 20;
  • Figure 22 is a plan view of a floor in a vehicle body according to an embodiment of the present invention.
  • Figure 23 is a perspective view of a vehicle body according to an embodiment of the present invention.
  • Figure 24 is a schematic diagram of the collision force transmission of the channels in the front wall upper cross member, the front wall lower vertical beam and the dash panel when the vehicle is side-touched.
  • Front anti-collision beam 200 energy absorbing box 201;
  • a dash panel 400 a channel 401 in the dash panel; a front wall upper cross member 402; a front wall lower vertical beam 403; a front wall middle beam 404; a front wall lower plate 405; a front wall upper plate 406;
  • Upper side rail 600 first bracket 601; first bracket plate 6011; second bracket plate 6012;
  • a second bracket 602 a first connecting member 6021; a second connecting member 6022; a third bracket 603; an arc segment 604; a straight section 605;
  • Front end closure structure 700
  • Rear floor rail 900 front section 901; middle section 902; rear section 903;
  • a channel 1000 in the floor a middle channel transmission path 1001; a middle channel connection plate 1002;
  • Wheel cover reinforcement beam 1300 first portion 1301; second portion 1302;
  • the vehicle body 10000 of the embodiment of the present invention will be described in detail below with reference to FIGS. 1 through 23 in conjunction with the embodiments.
  • the vehicle body 10000 may include: two A-pillars 100, a front impact beam 200, two front longitudinal beams 300, a dash panel 400, a cowl upper cross member 402, a cowl lower vertical beam 403, and two Front floor rail 500, of course, body 10000 may also include other components, such as roof rail 600, sill beam 800 and rear floor rail 900, and the like.
  • the front ends of the two front side members 300 are respectively connected at both ends of the front impact beam 200, specifically, the front ends of the two front side members 300 and the ends of the front impact beam 200 are further
  • the energy absorbing box 201 is provided, and the energy absorbing box 201 can absorb energy when the vehicle is hitting, so that the collision force transmitted backward can be reduced, and the passenger's riding safety can be improved.
  • Each of the front side members 300 is connected to the A-pillar 100 on the same side by a plurality of force transmission passages, wherein the front side rail 300 on the same side, that is, the left side, is connected to the A-pillar 100 on the left side, and the front side is located on the right side.
  • the beam 300 is connected to the A-pillar 100 located on the right side.
  • the force transmission channel is a channel that transmits a collision force, and the force transmission channel can be a physical component. Among them, it can be understood that by providing a plurality of force transmission channels, the force transmission channel is increased, so that the force can be absorbed and decomposed efficiently and quickly, and the collision force transmitted to the rear can be effectively dispersed, so that the front wall can be greatly reduced. 400 intrusion can avoid serious damage to the body 10000, and can better ensure the full living space of the passenger compartment. The following is a detailed description of the specific arrangement of the force transmission channel.
  • the rear ends of the two front side members 300 are coupled to the dash panel 400 so that the collision force can be transmitted to the dash panel 400 through the front impact beam 200 and the front side member 300 when the vehicle is hitting.
  • the dash panel 400 is coupled to the two A-pillars 100.
  • the cowl upper cross member 402 is disposed at an upper portion of the dash panel 400, wherein the dash panel 400 includes a cowl upper panel 406 and a cowl lower panel 405, and the cowl top panel 406 is disposed at the front wall Above the lower plate 405, the cowl upper plate 406 constitutes an upper portion of the dash panel 400, and the cowl lower plate 405 constitutes a lower portion of the dash panel 400.
  • the front wall upper cross member 402 may be located at the upper end of the cowl upper panel 406. It should be noted that the front wall upper beam 402 is disposed on the rear surface of the cowl upper plate 406.
  • the lower portion of the dash panel 400 is provided with a channel 401 in the dash panel, the upper end of the cowl lower vertical beam 403 is connected to the cowl upper cross member 402, and the lower end of the cowl lower 403 is extended.
  • the lower end of the front lower vertical beam 403 and the channel 401 of the dash panel may be welded to each other, so that the connection between the two is reliable and the transmission efficiency is high.
  • the collision force transmitted to the cowl upper cross member 402 can be transmitted to the channel 401 in the dash panel through the cowl lower vertical beam 403, wherein the channel 401 in the dash panel can be connected to the floor tunnel 1000 on the floor.
  • the collision force can be transmitted to the floor, so that the collision force can be better dispersed, the burden on the dash panel 400 can be effectively alleviated, and the passenger can be effectively protected.
  • the collision force of the front impact beam 200 is transmitted to the two front side rails 300 at the rear, and each of the front side members 300 transmits the collision force to the dash panel 400 and the multiple passes on the same side.
  • the force channel is transmitted to the A-pillar 100 on the same side, and is also transmitted to the front floor longitudinal beam 500, and the collision force transmitted to the A-pillar 100 is transmitted to the dash panel through the front wall upper beam 402 and the front wall lower vertical beam 403.
  • Channel 401
  • the collision force is transmitted from both ends of the front wall upper cross member 402 to the midpoint, and then transmitted to the lower vertical beam 403, and the front wall lower vertical beam 403 can also The collision force is transmitted to the channel 401 in the dash panel.
  • the A-pillar 100 on the collision side transmits the collision force to the other side through the front wall upper beam 402, and passes through the front wall upper beam 402 to surround the lower vertical beam 403 and the channel in the dash panel. 401 passed.
  • each front floor rail 500 is coupled to the rear end of the front side rail 300 of the same side such that the front side rail 300 can transmit the impact force to the front floor rail 500 so as to be effective in the front and rear direction of the vehicle. Dispersing the collision force, and each front floor longitudinal beam 500 is configured as a straight line, the linear front floor longitudinal beam 500 has high force transmission efficiency, and the linear front floor longitudinal beam 500 is simple in production process, thereby reducing the front floor longitudinal beam The production cost of 500.
  • the sill beam 800 may be two, and the front end of each sill beam 800 is connected to the rear end of the front side sill 300 of the same side.
  • the sill beam 800 extends in the front-rear direction, so that the front longitudinal beam 300 can also transmit the collision force to the sill beam 800, so that the collision force can be effectively transmitted and decomposed, and the collision performance of the vehicle can be improved.
  • each rear floor rail 900 is connected to the rear end of the same side front side rail 500 and the rear end of the rocker 800 to the front floor rail 500, the sill beam 800 and the rear floor.
  • the stringer 900 forms a force-transmitting closed loop structure.
  • the floor stringer 900 can transmit the collision force to the sub-frame, which can effectively improve the force transmission effect of the lower part of the body 10000, and can effectively improve the mode of the lower part of the body 10000, thereby improving the passenger safety.
  • the setting of the transmission force closed-loop structure can improve the force transmission effect on the one hand, and improve the structural reliability of the vehicle body 10000 on the other hand.
  • the vehicle body 10000 may further include: two upper side rails 600, the rear end of each of the upper side beams 600 is connected to the A-pillar 100 on the same side, and each of the upper side beams 600 and the front side of the same side A plurality of connecting portions are disposed between the longitudinal beams 300 to connect the front longitudinal beams 300 to the A-pillars 100 through a plurality of force transmission passages. Therefore, it can be understood that the front side frame 300 can be connected to the A-pillar 100 through the upper side rail 600.
  • the connection between the front side rail 300 and the upper side rail 600 is various, and each connection mode is different.
  • the connecting portion is embodied so that a plurality of force transmission passages are provided between the front side frame 300 and the A-pillar 100.
  • one connecting portion and the upper side rail 600 can constitute a force transmission passage.
  • the front side member 300 can also be connected to the A-pillar 100 through the dash panel 400, which also constitutes a force transmission channel.
  • the roof side rail 600 can be fully utilized, and the roof side rail 600 can share the force of the front side frame 300, and by providing a plurality of connecting portions, the front compartment of the vehicle body 10000 can efficiently absorb and decompose the force, which can be greatly increased. Reducing the amount of intrusion of the dash panel 400 can better ensure a sufficient living space of the passenger compartment.
  • the body 10000 includes a front side rail assembly that includes a front side rail 300, a first bracket 301, and a top side rail 600.
  • the plurality of connecting portions may include: a first bracket 601, the first bracket 601 extends in the left-right direction, and the inner ends of the first bracket 601 are connected.
  • the front lower end of the upper side rail 600 is connected to the outer end of the first bracket 601.
  • the first bracket 601 is coupled between the front longitudinal member 300 and the front lower end of the upper side rail 600 such that the front longitudinal member 300 can transmit force to the A-pillar 100 through the first bracket 601 and the upper side rail 600 when the vehicle is hitting.
  • the roof rail 600 can absorb and decompose the force.
  • the first bracket 601 is in contact with the obstacle, and the front longitudinal beam 300 applies a force to the outside of the vehicle width direction, so that the front longitudinal beam 300 can be guided to the outer side in the vehicle width direction to increase the engine compartment compression space.
  • the burden of the dash panel 400 can be alleviated, and the first bracket 601 thus disposed can facilitate the transfer and break down the force.
  • the upper side rail 600 can absorb energy efficiently, and the upper side rail 600 can transmit the collision force to the A-pillar 100 and the first bracket 601 to the front longitudinal beam 300, so that the force can be effectively dispersed, and the collision performance of the vehicle can be improved.
  • the first bracket 601 can be welded and fixed to the front side frame 300 and the top side rail 600 respectively, so that the fixing manner is simple and reliable, and the welding fixing efficiency is high.
  • the upper side rail 600 extends obliquely upward in the front-rear direction, and the side rail 600 thus disposed can be matched with the shape of the vehicle body 10000 to better transmit force.
  • the cross section of the first bracket 601 may be a closed structure.
  • the first bracket 601 thus disposed is structurally more reliable. In this way, when the vehicle is biased, the first bracket 601 can effectively transmit the force, so that the biasing effect can be improved.
  • the first bracket 601 includes: a first bracket plate 6011 and a second bracket plate 6012.
  • the first bracket plate 6011 has a U shape
  • the second bracket plate 6012 is fixed to the opening of the first bracket plate 6011.
  • the second bracket plate 6012 seals the opening.
  • the first bracket 601 has a simple structure and a low manufacturing cost, and in addition, the first bracket 601 can be formed into a closed structure.
  • the first bracket plate 6011 and the second bracket plate 6012 are respectively provided with side flanges fixed to the front side frame 300.
  • the side flanges can be welded and fixed to the outer side wall of the front side frame 300, so that the first bracket 601 and the front side frame 300 are fixedly secured, and this can facilitate the transmission of the collision force when the contact is biased.
  • the first bracket plate 6011 and the second bracket plate 6012 are respectively provided with side flanges fixed to the roof side rail 600. That is to say, the first bracket 601 is also fixed to the roof side rail 600 by the side flanges, so that the first bracket 601 and the roof side rail 600 are fixedly secured, and this can facilitate the transmission of the collision force when the collision is made.
  • the plurality of connecting portions may further include: a second bracket 602 connected between the upper side rail 600 and the front side rail 300 on the same side, and the second bracket 602 and The junction of the roof side rail 600 is located at the upper rear of the junction of the first bracket 601 and the roof side rail 600. That is to say, on the basis of the first bracket 601, a second bracket 602 is also connected between the front longitudinal beam 300 and the upper side rail 600, and the second bracket 602 can also transmit the collision force, so that when the vehicle is hitting, the front longitudinal The beam 300 can transmit the impact force to the A-pillar 100 through the second bracket 602 and the top side rail 600 such that the A-pillar 100 can be transferred to the rear side panel 1400 and the floor.
  • the second bracket 602 may include a first connecting member 6021 and a second connecting member 6022.
  • the first connecting member 6021 extends in the left-right direction, and the first connecting member 6021 is connected to the upper side rail 600.
  • the second connecting member 6022 extends in the up and down direction, and the lower end of the second connecting member 6022 is coupled to the front side member 300.
  • the second bracket 602 thus disposed has a simple structure and can reasonably connect the front longitudinal beam 300 and the upper side rail 600, thereby improving the transmission efficiency.
  • the first connecting member 6021 may have an arc shape
  • the second connecting member 6022 is a plate-like structure having a groove and an open front end.
  • the first connecting member 6021 can effectively connect the second connecting member 6022 and the roof side rail 600, and can properly accommodate the front cabin space of the vehicle body 10000.
  • the second connecting member 6022 thus disposed can facilitate the installation of other components of the vehicle body 10000. Thereby, the structural integrity of the vehicle body 10000 can be improved, and the structural reliability of the vehicle body 10000 can be improved.
  • the body 10000 may further include a front end closure structure 700 that is coupled to the front side frame 300 by a second connector 6022. Since the front end of the second connecting member 6022 is open, the installation of the front end closing structure 700 can be facilitated, and the mounting area of the front end closing structure 700 and the second connecting member 6022 can be ensured, so that the mounting reliability of the front end closing structure 700 can be further improved.
  • the front end closure structure 700 can be generally rectangular, and the front end closure structure 700 can make the front compartment of the vehicle body 10000 evenly stressed, and can improve the transmission efficiency.
  • first bracket 601, the second bracket 602, the upper side rail 600 is located between the first bracket 601 and the second bracket 602, and the portion of the front side frame 300 between the first bracket 601 and the second bracket 602 forms a space. quadrilateral.
  • the space quadrilateral is more stable and reliable, so that the structure of the front compartment of the body 10000 is more reliable, the stability is better, and the force transmission effect is better.
  • the plurality of connecting portions may further include: a third bracket 603, a third bracket 603 connected between the upper side rail 600 and the front side frame 300, and a third The junction of the bracket 603 and the roof side rail 600 is located rearward of the junction of the second bracket 602 and the roof side rail 600. That is to say, on the basis of the first bracket 601 and the second bracket 602, a third bracket 603 is further connected between the front longitudinal beam 300 and the upper side rail 600, and the third bracket 603 and the upper side rail 600 constitute a force transmission passage.
  • the force transmission passage between the front longitudinal beam 300 and the A-pillar 100 can be better enriched, and the front cabin of the vehicle body 10000 can be evenly stressed, the force transmission effect is good, and the transmission force efficiency is high.
  • the third bracket 603 may be an integrally formed plate-like structure. Thereby, the third bracket 603 has a simple and reliable structure and is low in manufacturing cost.
  • the roof side rail 600 may include: an arc segment 604 and a straight segment 605, the arc segment 604 is connected in front of the straight segment 605, and the first bracket 601 and the second bracket 602 are respectively connected to the arc.
  • the third bracket 603 is coupled to the straight section 605, and the straight section 605 is coupled to the rear A-pillar 100.
  • the upper side rail 600 may be composed of two front and rear structures.
  • the front structure is formed with an arc segment 604 and a portion of the straight segment 605, and the rear structure is integrally configured as another portion of the straight segment 605.
  • the front structure and the rear structure are connected reliably and smoothly, so that the structural reliability of the roof side rail 600 can be improved.
  • the upper side rail 600 is increased in width from the front to the rear, such that the upper side rail 600 is lighter in weight, thereby meeting the lightweight design requirements of the vehicle, and the rear end of the upper side rail 600 is connected to the A-pillar 100. more reliable.
  • the projection of the roof side rail 600 in the horizontal plane is linear, and the roof side rail 600 is inclined inward in the direction from the rear to the front.
  • the roof side rail 600 is inclined outward in the front-rear direction, so that the roof side rail 600 is structurally reliable, and when the collision is deformed, the roof side rail 600 can be deformed like the outer side of the vehicle body 10000, and the roof side rail 600 can also pass through a plurality of connections.
  • the front guiding longitudinal beam 300 is outwardly deformed, so that the amount of intrusion into the passenger compartment can be reduced, and the passenger can be provided with a safe living space.
  • the body 10000 also includes a wheel cover 1200, and the arrangement of the wheel cover 1200 is described in detail below with reference to the drawings.
  • the wheel cover 1200 is mounted above the rear of the front side member 300, and the dash panel 400 is attached to the rear of the wheel cover 1200, in other words, the wheel cover 1200 extends rearwardly and forwardly.
  • the panels 400 are connected.
  • a wheel cover reinforcing beam 1300 is disposed on the wheel cover 1200.
  • the wheel house reinforcing beam 1300 is composed of a first portion 1301 and a second portion 1302.
  • the first portion 1301 is a front lower end of the wheel cover reinforcing beam 1300, and the front lower end of the wheel cover reinforcing beam 1300 Attached to the rear portion of the front side member 300, for example, the front lower end of the wheel house reinforcing beam 1300 is welded and fixed to the rear portion of the front side frame 300, and the second portion 1302 of the wheel house reinforcing beam 1300 is integrally fixed to the wheel cover 1200. .
  • the wheel house reinforcing beam 1300 can effectively reinforce the wheel house 1200, and the wheel house reinforcing beam 1300 can function as a force transmitting force.
  • the wheel house reinforcing beam 1300 can transmit the collision force on the front side frame 300 to the wheel house 1200.
  • the wheel cover 1200 can further transmit the collision force to the dash panel 400, and the dash panel 400 can be further transmitted to the side panel 1400 and the floor, thereby effectively decomposing the force and improving the collision performance of the vehicle. .
  • the vehicle body 10000 may further include: a connecting member 1500 connected between the dash panel 400 and the side panel 1400, and a lower portion of the connecting member 1500 in the left and right direction across the dash panel 400 And the wheel cover reinforcing beam 1300 is disposed opposite to the front and rear in the up and down direction.
  • the collision force transmitted to the wheel house reinforcing beam 1300 can be transmitted to the side wall 1400 through the dash panel 400 and the connecting member 1500, so that the force is further effectively decomposed, so that the collision performance of the vehicle can be improved.
  • the connecting member 1500 by providing the connecting member 1500, the rigidity and strength of the vehicle body 10000 can be effectively increased, and the deformation of the passenger compartment can be suppressed during the collision, and the living space of the passenger can be ensured.
  • the wheel cover reinforcing beam 1300 may be disposed outside the wheel cover 1200. Thereby, it is possible to facilitate the correspondence between the wheel cover reinforcing beam 1300 and the connecting member 1500, so that the structural reliability of the vehicle body 10000 can be improved.
  • the second portion 1302 of the wheelhouse reinforcement beam 1300 extends to the junction between the wheel cover 1200 and the dash panel 400.
  • the wheel cover reinforcing beam 1300 thus arranged can effectively strengthen the wheel cover 1200, and this can also effectively transmit the collision force when the vehicle is hitting, and can improve the force transmission effect.
  • the wheel cover reinforcing beam 1300 is curved, and the curved wheel house reinforcing beam 1300 can be matched with the wheel cover 1200 and can extend from the front to the rear.
  • the curved wheel house reinforcement beam 1300 is simple and reliable in construction.
  • a triangular closed-loop connection structure is formed between the dash panel 400, the side panel 1400 and the connecting member 1500. Therefore, the connection between the dash panel 400 and the side panel 1400 is reliable, and the force can be transmitted through the connecting member 1500.
  • the triangular closed-loop connecting structure thus arranged can enrich the force transmission path, and can improve the force transmission effect, thereby improving the vehicle. Collision performance.
  • the upper portion of the connector 1500 may also be fixed to the front upper rail 402. It can be understood that in the up and down direction, the connecting member 1500 is divided into an upper portion and a lower portion, the upper portion is connected to the front wall upper cross member 402, and the lower portion is connected to the dash panel 400, so that the side wall panel 1400 can be further improved.
  • the connection reliability between the dash panels 400 and the enrichment of the force transmission path can improve the collision performance of the vehicle.
  • the connectors 1500 are respectively welded and fixed to the cowl upper cross member 402 and the dash panel 400.
  • the welding fixing can improve the fixing reliability of the connecting member 1500, and on the other hand, the production efficiency of the vehicle body 10000 can be improved.
  • the vehicle body 10000 further includes a cowl middle cross member 404 disposed on the front surface of the dash panel 400.
  • the two ends of the front middle beam 404 are respectively connected with the rear ends of the two front side members 300 to form a force-carrying closed-loop structure with the front impact beam 200 and the two front side members 300.
  • the force-carrying closed-loop structure is closed-loop in structure and can act as a force transmission.
  • the front impact beam 200 can transmit the collision force to the two front side rails 300 at the rear, since the rear ends of the two front side members 300 are connected to the front middle beam 404, such that the collision force It can be transmitted to the front middle beam 404, and the front middle beam 404 thus arranged can effectively enrich the force transmission path, can effectively disperse the force, thereby suppressing the deformation of the passenger compartment and providing a living space for the passenger.
  • the force transmitted between the front middle beam 404 and the front longitudinal beam 300 does not conflict with other force transmission paths.
  • the front longitudinal beam 300 can still transmit the collision force to the front floor longitudinal beam 500 and the sill beam.
  • the arrangement of the front middle beam 404 can enhance the structural strength of the body 10000 and enrich the force transmission path.
  • the front wall upper plate 406 is further provided with a front wall upper plate reinforcing plate, and the front wall upper plate reinforcing plate and the front wall upper plate 406 have an F-shaped cross section.
  • the front wall upper plate 406 is disposed above the front wall middle beam 404, and the two ends of the front wall upper plate 406 can respectively connect the shock absorber seats on both sides, so that the front wall upper plate 406 can effectively strengthen the dash panel 400
  • the structural strength, and the cowl top plate 406 can improve the front compartment integrity of the body 10000, thereby further improving the structural reliability of the body 10000.
  • both ends of the front middle beam 404 are inclined downwardly to be connected to the rear end of the front side frame 300.
  • the front middle beam 404 may include a left segment, a middle segment and a right segment, the middle segment is connected between the left segment and the right segment, the middle segment extends horizontally in the left and right direction, the left segment extends obliquely, and the left segment has a left lower end and a left side.
  • the rear end of the front side rail 300 is connected, the upper right end of the left section is connected to the middle section, the lower right end of the right section is connected to the rear end of the right side longitudinal rail 300, and the upper left end of the right section is connected to the middle section.
  • the cowl center cross member 404 thus disposed can be effectively connected to the front side members 300 on both sides while properly reinforcing the structure of the dash panel 400.
  • the rear end of the front side member 300 extends obliquely inwardly to connect with the end of the front middle beam 404.
  • the front side member 300 thus disposed can be effectively connected to the end portion of the front middle beam 404, and the front side member 300 can be outwardly deformed when the vehicle is hitting, thereby reducing the amount of intrusion of the dash panel 400 and providing the passenger with living space.
  • the rear portion of the front side frame 300 is curved upwardly in a front-to-rear direction, so that the structural strength of the front side frame 300 can be improved, and the rear portion of the front side frame 300 can be guided upward when the vehicle is hitting, thereby The amount of intrusion of the dash panel 400 can be reduced.
  • the rear portion of the front side member 300 extends outward in a front-to-rear direction.
  • the rear portion of the outwardly extending front side rail 300 can guide the rear portion of the front side frame 300 outwardly when the vehicle is hitting, so that the amount of intrusion of the dash panel 400 can be reduced.
  • the upwardly extending portion of the front side member 300 and the outwardly extending portion may be the same portion.
  • the width of the cowl middle cross member 404 decreases from the midpoint to both sides.
  • the strength of the front middle middle beam 404 is appropriately distributed in the left-right direction, so that the structural reliability of the front middle middle beam 404 can be improved.
  • the body 10000 may include a floor, and the floor may include: two seat front beams 1601, two seat rear beams 1602, a seat front connecting plate 1603, a seat rear connecting plate, and two sill beams 800.
  • Two outer connecting plates 1605 and two inner connecting plates 1606, two seat front cross members 1601 are spaced apart in the left-right direction, and two seat front cross members 1601 are connected by a front seat connecting plate 1603, two seats
  • the outer ends of the front chair beams 1601 are connected to the two sill beams 800; the two seat rear beams 1602 are spaced apart in the left-right direction, and the outer ends of each of the seat rear beams 1602 are connected to the sill beam 800 by the outer connecting plates 1605.
  • each seat rear cross member 1602 is connected to the seat rear connecting plate through the inner connecting plate 1606, and the two outer connecting plates 1605 and the two inner connecting plates 1606 are respectively provided with seat mounting points.
  • a coherent structure can be formed between the seat front cross member 1601, the seat rear cross member 1602 and the two sill beams 800, which can ensure the installation function and the installation strength of the front seat, thereby improving the anti-twist ability of the front floor. And stiffness, can improve the side impact performance of the vehicle.
  • the top walls of the two seat front beams 1601 and the two seat rear beams 1602 are respectively provided with reinforcing ribs 1607 extending in the left-right direction.
  • the rib 1607 can effectively strengthen the structural strength of the corresponding seat front cross member 1601 and the seat rear cross member 1602, so that the seat front cross member 1601 and the seat rear cross member 1602 do not bulge upward when the vehicle side is touched, thereby reducing The intrusion of the passenger compartment can improve the passenger's riding safety.
  • the reinforcing rib 1607 may be a concave rib or a rib.
  • the convex or concave rib structure is simple, so that the manufacturing difficulty of the seat front cross member 1601 and the seat rear cross member 1602 can be reduced, and the manufacturing difficulty of the vehicle body 10000 can be reduced.
  • the height of the seat front cross member 1601 is greater than the height of the seat rear cross member 1602. Since the outer connecting plate 1605 and the inner connecting plate 1606 are provided with seat mounting points, the seat rear cross member 1602 need not be arranged to be equal to the seat front cross member 1601, so that the seat rear cross member 1602 has a small height, thereby reducing the seat.
  • the weight of the rear seat beam 1602 can further reduce the weight of the body 10000.
  • 1/2 of the height of the seat front cross member 1601 may be greater than the height of the seat rear cross member 1602.
  • the seat rear cross member 1602 thus provided can facilitate the mounting of the outer connecting plate 1605 and the inner connecting plate 1606 on the one hand, and can further reduce the weight of the body 10000 on the other hand.
  • the outer connecting plate 1605 and the inner connecting plate 1606 are inverted U-shaped, and the lower edges of the outer connecting plate 1605 and the inner connecting plate 1606 are fixed to the side walls of the seat rear cross member 1602.
  • the fixing manner may be welding fixing, so that the outer connecting plate 1605 and the inner connecting plate 1606 are simple in structure, and the outer connecting plate 1605 and the inner connecting plate 1606 are fixedly fixed to the seat rear cross member 1602, respectively.
  • the outer web 1605 can include a lap joint 1608 that overlaps the top wall of the sill beam 800.
  • the lap joint 1608 can increase the contact area between the outer connecting plate 1605 and the sill beam 800, which can further improve the connection reliability between the outer connecting plate 1605 and the sill beam 800.
  • the inner web 1606 can include side flaps that overlap the sidewalls of the rear panel of the seat.
  • the side flaps can also serve to increase the contact area, thereby making the attachment between the inner connecting plate 1606 and the rear seat connecting plate more reliable.
  • the floor rail 1700 of the body 10000 will be described in detail below with reference to FIG.
  • the body 10000 may include an on-floor stringer 1700 disposed above the floor, a cowl lower panel 405 attached to the front side of the floor, and an on-floor stringer 1700 extending obliquely on the cowl lower panel 405 and the floor.
  • the conventional floor upper rail extends only on the floor, and the floor side rail 1700 of the present invention extends forward to the floor, thereby effectively improving the connection reliability between the floor and the cowl lower plate 405, and on the floor.
  • the longitudinal beam 1700 can also act as a force transmission, so that the force can be effectively decomposed and the collision performance of the vehicle can be improved.
  • the floor side rail 1700 is opposed to the rear end of the front side frame 300 in the front-rear direction via the cowl lower plate 405.
  • the floor side rail 1700 extends obliquely from the inside to the outside in the front-rear direction. In this way, the side rail 1700 can effectively suppress the deformation of the floor when the vehicle is hitting and hitting the side, so that the collision performance of the vehicle can be improved. Moreover, the floor rail 1700 thus provided can be easily connected to the front members.
  • the rear side of the front cowl lower plate 405 is provided with a front wall lower plate rib extending in the left and right direction, and the upper side frame 1700 is two, the front wall lower plate ribs and the two floor upper frame beams 1700 respectively. Connected, the rear ends of the two side rails 1700 are respectively connected to the front seat beams 1601 on both sides.
  • the front wall lower rib, the two floor upper rails 1700, the two seat front beams 1601 and the seat front connecting plate 1603 form a force-carrying closed structure, so that when the vehicle is hitting, the collision force can be from the front wall
  • the front wall lower plate rib on the plate 400 is transmitted to the seat front beam 1601 through the floor longitudinal beam 1700, so that the force can be effectively decomposed, the force transmission effect can be improved, and the collision performance of the vehicle can be improved.
  • the seat front cross member 1601 is also connected to the floor passage 1000. Specifically, a seat front connecting plate 1603 is disposed below the floor tunnel 1000, and the seat front connecting plate 1603 is coupled between the two seat front beams 1601.
  • the front side of the front lower plate 405 is provided with a front middle beam 404, the front middle beam 404 and the front wall lower rib corresponding to each other, and the front middle beam 404 and the front lower plate rib are in the left and right direction and up and down At least a part of the direction coincides.
  • the structural strength of the dash panel 400 can be effectively enhanced, the intrusion amount of the dash panel 400 can be suppressed, and the living space can be provided for the passenger.
  • the collision force transmitted to the front middle beam 404 can be transmitted to the front lower plate stiffener and the floor upper rail 1700, thereby effectively enriching the force transmission path and improving the collision performance of the vehicle. .
  • the floor rail 1700 is linear.
  • the linear floor upper rail 1700 is simple and reliable in construction and simple to manufacture.
  • the rear floor rail 900 includes a front section 901, a middle section 902 and a rear section 903.
  • the front section 901 is attached to the rear end of the front floor rail 500
  • the middle section 902 is connected to the rear end of the rocker beam 800.
  • the rear section 903 extends rearward from the middle section 902 to the rear subframe.
  • the rear floor rail 900 can effectively join the sill beam 800 and the front floor rail 500
  • the rear floor rail 900 can also be coupled to the subframe so that the rear floor rail 900 can slant the sill 800 and the front floor
  • the collision force transmitted from the beam 500 is transmitted to the sub-frame, so that the collision force can be effectively transmitted, and the collision performance of the vehicle can be improved.
  • the width of the middle section 902 is greater than the width of the front section 901, and the outer wall of the middle section 902 is abutted against the inner wall of the sill beam 800.
  • a portion of the midsection 902 can be flared outwardly such that the midsection 902 can be coupled to the rear end of the outer sill beam 800 such that the rear floor rail 900 and the sill beam 800 can be secured.
  • the vehicle body 10000 may further include: a floor tunnel 1000 and a rear floor cross member 1100.
  • the floor tunnel 1000 is connected between the rear end of the front rail 300 and the rear floor cross member 1100, and the rear floor cross member 1100 is further It is coupled to the rear floor rail 900 to form a force-carrying closed loop structure with the floor tunnel 1000, the front floor rail 500, and the rear floor rail 900.
  • the front side member 300 can not only transmit the impact force to the rocker beam 800 and the front floor rail 500, but also transmit the impact force to the floor tunnel 1000.
  • the floor tunnel 1000 can transmit a collision force to the rear floor rail 900 through the rear floor cross member 1100. This can better enrich the floor collision force transmission path, so that the collision force can be effectively dispersed, and the collision performance of the vehicle can be improved.
  • each front longitudinal beam 300 transmits the collision force to the front middle beam 404 and the sill beam through the same side.
  • the 800 and front floor rails 500 are respectively transferred to the rear side rails 900 on the same side, and are also transmitted to the same side rear side rails 900 through the floor center passages 1000 and the rear floor beams 1100.
  • a medium passage force transmission passage 1001 extending in the front-rear direction is formed in the floor passage 1000.
  • the middle channel force transmission path 1001 can directly transmit the collision force in the front-rear direction, so that the force transmission effect of the channel 1000 in the floor can be further improved, and the transmission efficiency can be improved.
  • the middle channel force transmission path 1001 may be a groove.
  • the medium channel force transmission path 1001 thus set has a reliable transmission force and is simple to set up.
  • the left channel and the right side of the channel 1000 in the floor are provided with a middle channel force transmission path 1001, and the middle channel force transmission path 1001 on the left side corresponds to the front floor longitudinal beam 500 on the left side, and is located at the right side.
  • the side center channel force transmission path 1001 corresponds to the right front floor rail 500.
  • the vehicle body 10000 may further include: a middle passage connecting plate 1002 connected between the front floor longitudinal beam 500 and the floor middle passage 1000, the middle passage connecting plate 1002, and the front longitudinal beam 300.
  • the rear portion and the front floor rail 500 form a Y-shaped force transmitting structure. In this way, the force transmission efficiency is high and the force transmission is dispersed, so that the collision performance of the vehicle can be improved.
  • a front torsion box 801 is connected between the sill beam 800 and the rear portion of the front side member 300
  • a middle passage connecting plate 1002 is connected between the floor center passage 1000 and the rear portion of the front side member 300, and the front torsion box 801,
  • the front floor rail 500 and the middle passage connecting plate 1002 form a three-pronged structure.
  • the front longitudinal beam 300 can transmit force in the latter three directions, thereby improving the force transmission effect and improving the collision performance of the vehicle.
  • the vehicle body 10000 includes a front impact beam 200, an energy absorbing box 201, a front side member 300, a front end closing structure 700, a top side rail 600, a plurality of connecting portions, and an A-pillar.
  • front side frame 300 is two symmetrical sides
  • the top side rail 600 is two symmetrical sides.
  • the collision force generated by the collision is directly transmitted to the front impact beam 200, and the front impact beam 200 transmits the collision force to the rear front side frame 300 after the energy absorption boxes 201 on both sides absorb the energy, each of which
  • the front impact beam 200 has a plurality of force transmission passages transmitted to the A-pillar 100, wherein the A-pillar 100 is connected to the dash panel 400 and the side panel 1400, so that the force can be effectively decomposed.
  • the collision force transmitted backward by the front side member 300 can also be roughly divided into two directions, one for the dash panel 400 and the side panel 1400, and one for the floor direction.
  • the front side rail 300 can transmit a part of the collision force to the top side rail 600 through the first bracket 601, and the top side rail 600 can transmit the partial collision force to the A-pillar 100, so that By enriching the transmission path of the collision force, the burden of the front side member 300 can be alleviated, and the collision performance of the vehicle can be improved.
  • the front side member 300 can transmit another part of the collision force to the upper side rail 600 through the second bracket 602, and the top side rail 600 can transmit the partial collision force to the A-pillar 100, thereby enriching the transmission path of the collision force and reducing the front side member.
  • the burden of 300 can improve the collision performance of the vehicle.
  • the second bracket 602 includes a first connecting member 6021 and a second connecting member 6022, and the second connecting member 6022 is configured to connect the front end closing structure 700, so that the front longitudinal beam 300 can pass a part of the collision force through the front end.
  • the closed structure 700 is transmitted to the second bracket 602, and the second bracket 602 is further transmitted to the upper side rail 600.
  • the front end closing structure 700 can make the collision force transmission uniform and can improve the force transmitting effect.
  • the front side member 300 can also transmit a further part of the collision force to the upper side rail 600 through the third bracket 603.
  • the top side rail 600 can transmit the partial collision force to the A-pillar 100, thereby enriching the transmission path of the collision force and reducing the front longitudinal direction.
  • the burden of the beam 300 can improve the collision performance of the vehicle.
  • first bracket 601, the second bracket 602 and the third bracket 603 are a plurality of connecting portions of the vehicle body 10000, and the plurality of connecting portions disposed in this manner can increase the force transmission path between the front longitudinal beam 300 and the upper side rail 600, and The force of the first bracket 601, the second bracket 602, and the third bracket 603 does not conflict with each other, and may even complement each other.
  • the first bracket 601, the second bracket 602, and the third bracket 603 may The collision force at different positions of the front side frame 300 is dispersedly transmitted to the upper side rail 600, so that the force transmission effect can be better improved.
  • a wheel cover 1200 is disposed between the rear portion of the front side frame 300 and the dash panel 400.
  • the wheel cover 1200 is provided with a wheel cover reinforcing beam 1300.
  • the front lower end of the wheel cover reinforcing beam 1300 is connected behind the front side frame 300. Then, it is then integrally connected to the wheel cover 1200, so that the front side member 300 can transmit a further part of the collision force to the wheel cover reinforcing beam 1300, and the wheel cover reinforcing beam 1300 can be transmitted to the dash panel 400 through the wheel cover 1200.
  • the siding 400 continues to pass backwards.
  • the wheel cover reinforcing beam 1300 can effectively enrich the force transmission path, can effectively decompose the collision force, and can improve the collision performance of the vehicle.
  • a portion corresponding to the wheel house reinforcing beam 1300 at the rear of the dash panel 400 is provided with a connecting member 1500 that can effectively connect the dash panel 400 and the side panel 1400, and the connecting member 1500 is also connected to the front wall upper cross member 402. At the office. Therefore, after the wheel cover reinforcing beam 1300 is transmitted to the dash panel 400, the collision force can be transmitted on the front middle beam 404 on the dash panel 400, and can also be transmitted back to the side wall 1400 through the connecting member 1500, so that The collision force can be further dispersed, the transmission efficiency can be improved, and the collision performance of the vehicle can be improved.
  • the collision force transmitted from the upper side rail 600 to the A-pillar 100 can be transmitted to the dash panel 400 and the side panel 1400, so that the collision force can be further dispersed. Improve the force transmission effect.
  • the collision force transmitted to the dash panel 400 can be transmitted from the both ends to the midpoint on the front upper cross member 402, and the collision force transmitted to the midpoint can be transmitted downward through the front lower vertical beam 403, wherein
  • the channel 401 in the dash panel is connected to the channel 1000 in the floor so that the impact force on the dash panel 400 can be directly transmitted to the floor. Further forms of force transmission between the dash panel 400 and the floor will be described in detail later.
  • the impact force on the side panel 1400 can be directly transmitted backward, and the impact force on the side panel 1400 can also be transmitted to the sill beam 800, and the sill beam 800 is transmitted backward.
  • the rear end of the front side frame 300 is coupled to the dash panel 400, and the rear ends of the two front side members 300 are also coupled to the front middle beam 404 on the dash panel 400, and the two front side members 300
  • the front impact beam 200 and the front middle beam 404 form a force-carrying closed-loop structure.
  • the front side member 300 can also transmit a further part of the collision force to the dash panel 400 and the front middle beam 404, and the front middle beam 404 can further decompose the collision force, thereby reducing the intrusion amount of the dash panel 400. Provide enough space for passengers to survive.
  • the front middle beam 404 is disposed on the front surface of the dash panel 400. Specifically, the front middle beam 404 is connected to the front lower plate 405, and the front lower plate 405 is provided with a front lower plate rib, under the front wall
  • the plate stiffener overlaps the front cowl lower plate 405 with a portion of the front cowl middle beam 404, so that the collision force transmitted to the dash panel 400 can be transmitted through the front wall lower plate stiffener, and the front cowl lower plate stiffener can collide
  • the force is transmitted to the floor longitudinal beam 1700, and the floor longitudinal beam 1700 can further transmit the collision force to the seat front beam 1601, and the seat front beam 1601 can be transmitted to both sides, so that the seat front beam 1601 can partially impact the collision force.
  • the sill beam 800 is transmitted to the outside, and another portion of the collision force can be transmitted to the inner floor tunnel 1000. This can effectively enrich the force transmission path of the collision force on the dash panel 400 and the floor, can effectively disperse the collision force, and can improve the collision performance of the vehicle.
  • the seat rear cross member 1602 is connected between the floor tunnel 1000 and the sill beam 800, so that the passage to the floor passage 1000 and the sill beam 800 can also be transmitted to the seat rear cross member 1602 in the direction of the rearward transmission. Part of it, so that the force transmission path can be further enriched.
  • the force transmission path on the dash panel 400 is roughly divided into five: the first is the front middle beam 404, the second is the front wall upper beam 402, the front wall lower vertical beam 403 and the dash panel
  • the channel 401, the third strip is the front lower plate stiffener and the floor upper rail 1700, the fourth strip is the joint member 1500 and the side panel 1400, and the fifth strip is the A-pillar 100 and the side panel 1400.
  • the rear end of the front side rail 300 also joins the rocker beam 800, the front floor rail 500, and the floor center tunnel 1000, and as shown in Figure 12, the rocker beam 800, the front floor rail 500, and the floor tunnel 1000 are
  • the trigeminal structure is arranged, in particular, a front torsion box 801 is disposed between the sill beam 800 and the rear end of the front side member 300, and a middle passage connecting plate 1002 is further disposed between the floor middle passage 1000 and the rear end of the front side member 300.
  • the collision force thus transmitted to the rear end of the front side member 300 can be transmitted in three directions, one to the sill beam 800, one to the front floor rail 500, one to the floor center passage 1000, the sill beam 800 and the front floor.
  • the stringer 500 can be transmitted backward to the rear floor rail 900, and the middle passage channel 1000 is provided with a middle passage force transmission passage 1001, and the middle passage force transmission passage 1001 can be transmitted to the rear floor rail 900 through the rear floor cross member 1100, the rear floor
  • the stringer 900 is then passed back to the sub-frame. This obviously enriches the force transmission path of the collision force on the floor, can effectively decompose the force, and can improve the collision force.
  • the force transmission path on the floor is roughly four: the first is the front torsion box 801, the sill beam 800 and the rear floor stringer 900, and the second is the front floor rail 500 and the rear floor rail 900 The third is the middle channel connecting plate 1002, the rear floor beam 1100 and the rear floor stringer 900, and the fourth is the floor upper rail 1700, the seat front cross member 1601, the sill beam 800 and the rear floor rail 900.
  • the collision force can be transmitted from the front impact beam 200 to the rear subframe, so that the force transmission path is long, the force transmission effect is good, and the force transmission path is more.
  • the effect of decomposing the force is better, so that the structural reliability of the body 10000 can be effectively improved, and the collision performance of the vehicle can be improved.
  • the collision force can be transmitted to the A-pillar 100 through the side wall 1400, and the A-pillar 100 is transmitted to the front longitudinal beam 300 through a plurality of force transmission channels, and the A-pillar 100 can also be transmitted to the dash panel 400.
  • the dash panel 400 is transmitted to the floor through a plurality of force transmission channels.
  • the collision force can be transmitted to the front longitudinal beam 300 through the sill beam 800.
  • the front longitudinal beam 300 can be transmitted to the A-pillar 100 through a plurality of force transmission channels, and the collision force can also pass through the rear floor.
  • the beam 900 is passed backwards to the sub-frame.

Abstract

一种车身（10000）以及车辆，车身（10000）包括：前防撞梁（200）；两条前纵梁（300），两条前纵梁（300）的前端分别连接在前防撞梁（200）的两端处；前围中横梁（404），前围中横梁（404）的两端分别与两条前纵梁（300）的后端相连以与前防撞梁（200）、两条前纵梁（300）形成传力闭环结构；两条前地板纵梁（500），两条前地板纵梁（500）的前端分别与同侧的前纵梁（300）的后端相连接；两条门槛梁（800），两条门槛梁（800）的前端分别与同侧的前纵梁（300）的后端相连，门槛梁（800）与前地板纵梁（500）非平行设置；两条后地板纵梁（900），同侧的前地板纵梁（500）、门槛梁（800）和后地板纵梁（900）形成传力闭环结构。由此，车身可以高效快速地吸收、分解受力，可以有效分散传递向后方的碰撞力。

Description

车身以及车辆 技术领域
本发明涉及车辆技术领域，特别涉及一种车身以及具有该车身的车辆。
背景技术
随着社会的不断进步，人们对汽车碰撞安全性重视度逐渐提高，越来越多的汽车对前围总成结构加强，对纵梁设计吸能、溃缩结构，以此提高汽车安全性能，虽然能在一定程度上减少碰撞后前围侵入量，有限地提升生存空间，但仍无法高效分解传递受力，没有从根本上解决传力通道单一、传力效率低的问题。
发明内容
有鉴于此，本发明旨在提出一种车身，以解决传力通道单一、传力效率低的问题。
为达到上述目的，本发明的技术方案是这样实现的：
一种车身，包括：前防撞梁；两条前纵梁，两条所述前纵梁的前端分别连接在所述前防撞梁的两端处；前围中横梁，所述前围中横梁的两端分别与两条所述前纵梁的后端相连以与所述前防撞梁、两条所述前纵梁形成传力闭环结构；两条前地板纵梁，两条所述前地板纵梁的前端分别与同侧的所述前纵梁的后端相连接且两条所述前地板纵梁均构造为直线形；两条门槛梁，两条所述门槛梁的前端分别与同侧的所述前纵梁的后端相连，所述门槛梁与所述前地板纵梁非平行设置；两条后地板纵梁，两条所述后地板纵梁分别与同侧的所述前地板纵梁的后端和所述门槛梁的后端相连以使同侧的所述前地板纵梁、所述门槛梁和所述后地板纵梁形成传力闭环结构。
进一步地，所述后地板纵梁包括：前段、中段和后段，所述前段连接在所述前地板纵梁的后端上，所述中段与所述门槛梁的后端相连，所述后段从所述中段向后延伸。
进一步地，所述中段的宽度大于所述前段的宽度且所述中段的外壁贴靠固定在所述门槛梁的内壁上。
进一步地，所述车身还包括：地板中通道和后地板横梁，所述地板中通道连接在所述前纵梁的后端和所述后地板横梁之间，所述后地板横梁还与所述后地板纵梁相连以与所述地板中通道、所述前地板纵梁和后地板纵梁形成传力闭环结构。
进一步地，所述地板中通道上形成有沿前后方向延伸的中通道传力通路。
进一步地，所述中通道传力通路为凹槽。
进一步地，所述车身还包括：中通道连接板，所述中通道连接板连接在所述前地板纵梁和所述地板中通道之间，所述中通道连接板、所述前纵梁的后部和所述前地板纵梁形成Y字形传力结构。
进一步地，所述前纵梁的后部具有向上且向外弯曲延伸的部分。
进一步地，在车辆正碰时，所述前防撞梁的碰撞力传递给后方的两条所述前纵梁，每条所述前纵梁再将碰撞力传递给所述前围中横梁，以及通过同侧的所述门槛梁和所述前地板纵梁分别传递给同侧的所述后地板纵梁。
进一步地，在车辆正碰时，所述前防撞梁的碰撞力传递给后方的两条所述前纵梁，每条所述前纵梁再将碰撞力传递给所述前围中横梁，以及通过同侧的所述门槛梁和所述前地板纵梁分别传递给同侧的所述后地板纵梁，还通过所述地板中通道和所述后地板横梁传递给同侧的所述后地板纵梁。
相对于现有技术，本发明所述的车身具有以下优势：
根据本发明的车身，可以高效快速地吸收、分解受力，可以有效分散传递向后方的碰撞力，从而可以大幅度地降低前围板侵入量，可以避免车身受损严重，可以更好地保证乘客舱充分的生存空间。
本发明的另一目的在于提出一种车辆。
为达到上述目的，本发明的技术方案是这样实现的：
一种车辆，包括上述的车身。
所述车辆与上述车身相对于现有技术所具有的优势相同，在此不再赘述。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1-图3分别为本发明实施例所述的车身不同角度的局部结构示意图；
图4为本发明实施例所述的车身重的前围板的后视图；
图5为前围上横梁、前围下竖梁和前围板中通道的连接示意图；
图6为前纵梁和上边梁的配合俯视图；
图7为沿图6中A-A方向的剖视图；
图8为前纵梁和上边梁的配合立体图；
图9为前纵梁和上边梁的配合侧视图；
图10为本发明实施例所述的车身的局部俯视示意图；
图11为沿图10中B-B方向的剖视图；
图12为前纵梁、门槛梁、前地板纵梁的配合示意图；
图13为本发明实施例所述的车身的俯视图；
图14为图13中区域C的放大图；
图15为本发明实施例所述的车身的局部俯视示意图；
图16为沿图15中D-D方向的剖视图；
图17为本发明实施例所述的车身的前舱的立体图；
图18为前围板和侧围板配合的局部结构示意图；
图19为沿图18中F-F方向的剖视图；
图20为上边梁、A柱和后围板的配合示意图；
图21为沿图20中G-G方向的剖视图；
图22为本发明实施例所述的车身中的地板的俯视图；
图23为本发明实施例所述的车身的立体图；
图24为在车辆侧碰时前围上横梁、前围下竖梁和前围板中通道的碰撞力传递示意图。
附图标记说明：
车身10000；
A柱100；
前防撞梁200；吸能盒201；
前纵梁300；
前围板400；前围板中通道401；前围上横梁402；前围下竖梁403；前围中横梁404；前围下板405；前围上板406；
前地板纵梁500；
上边梁600；第一支架601；第一支架板6011；第二支架板6012；
第二支架602；第一连接件6021；第二连接件6022；第三支架603；弧形段604；平直段605；
前端闭合结构700；
门槛梁800；前扭力盒801；
后地板纵梁900；前段901；中段902；后段903；
地板中通道1000；中通道传力通路1001；中通道连接板1002；
后地板横梁1100；
轮罩1200；
轮罩加强梁1300；第一部分1301；第二部分1302；
侧围板1400；连接件1500；
座椅前横梁1601；座椅后横梁1602；座椅前连接板1603；外连接板1605；内连接板1606；加强筋 1607；搭接边1608；
地板上纵梁1700。
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。
下面将参考图1-图23并结合实施例来详细说明本发明实施例的车身10000。
根据本发明实施例的车身10000可以包括：两个A柱100、前防撞梁200、两条前纵梁300、前围板400、前围上横梁402、前围下竖梁403和两条前地板纵梁500，当然，车身10000还可以包括其他部件，例如，上边梁600、门槛梁800和后地板纵梁900等。
如图1所示，两条前纵梁300的前端分别连接在前防撞梁200的两端处，具体地，两条前纵梁300的前端和前防撞梁200的两端之间还设置有吸能盒201，该吸能盒201能够在车辆正碰时吸收能量，从而可以减少向后传递的碰撞力，可以提升乘客的乘车安全性。
每条前纵梁300通过多条传力通道与同侧的A柱100相连，此处同侧即位于左侧的前纵梁300与位于左侧的A柱100相连，位于右侧的前纵梁300与位于右侧的A柱100相连。传力通道即传递碰撞力的通道，该传力通道可以为实体部件。其中，可以理解的是，通过设置多条传力通道，传力通道增加，这样可以高效快速地吸收、分解受力，可以有效分散传递向后方的碰撞力，从而可以大幅度地降低前围板400侵入量，可以避免车身10000受损严重，可以更好地保证乘客舱充分的生存空间。下面内容再详细说明传力通道的具体布置形式。
两条前纵梁300的后端连接在前围板400上，这样在车辆正碰时，碰撞力能够通过前防撞梁200和前纵梁300传递到前围板400上。前围板400与两个A柱100相连。如图4和图5所示，前围上横梁402设置在前围板400的上部，其中前围板400包括前围上板406和前围下板405，前围上板406设置在前围下板405的上方，前围上板406构成前围板400的上部，前围下板405构成前围板400的下部。前围上横梁402可以位于前围上板406的上端。需要说明的是，前围上横梁402设置在前围上板406的后表面上。
如图5和图24所示，前围板400的下部设置有前围板中通道401，前围下竖梁403的上端连接至前围上横梁402，而且前围下竖梁403的下端延伸至前围板中通道401。可选地，前围下竖梁403的下端与前围板中通道401可以焊接相连，这样两者之间连接可靠，传力效率高。由此，传递到前围上横梁402处的碰撞力可以通过前围下竖梁403传递到前围板中通道401处，其中前围板中通道401能够与地板上的地板中通道1000相连，这样碰撞力能够传递到地板上，从而可以更好地分散碰撞力，可以有效减轻前围板400的负担，进而可以有效保护乘客。
在车辆正碰时，前防撞梁200的碰撞力传递给后方的两条前纵梁300，每条前纵梁300再将碰撞力 传递给前围板400，以及通过同侧的多条传力通道传递给同侧的A柱100，还传递给同侧的前地板纵梁500，传递给A柱100的碰撞力通过前围上横梁402和前围下竖梁403传递给前围板中通道401。
具体地，如图5所示，在车辆正碰时，碰撞力从前围上横梁402的两端向中点处传递，然后再向前围下竖梁403传递，前围下竖梁403还能够将碰撞力传递给前围板中通道401。
当然，在车辆侧碰时，位于碰撞侧的A柱100将碰撞力通过前围上横梁402向另一侧传递，以及通过前围上横梁402向前围下竖梁403和前围板中通道401传递。
每条前地板纵梁500的前端与同侧的前纵梁300的后端相连接，这样前纵梁300能够将碰撞力传递到前地板纵梁500上，从而可以在车辆的前后方向上有效分散碰撞力，而且每条前地板纵梁500构造为直线形，直线形的前地板纵梁500传力效率高，而且直线形的前地板纵梁500生产工艺简单，从而可以降低前地板纵梁500的生产成本。
如图12和图13所示，门槛梁800可以为两条，每条门槛梁800的前端与同侧的前纵梁300的后端相连。门槛梁800沿前后方向延伸，这样前纵梁300还可以将碰撞力传递到门槛梁800上，从而可以有效传递和分解碰撞力，可以提升车辆的碰撞性能。
后地板纵梁900为两条，每条后地板纵梁900与同侧的前地板纵梁500的后端和门槛梁800的后端相连以使前地板纵梁500、门槛梁800和后地板纵梁900形成传力闭环结构。由此，传递到前纵梁300的碰撞力可以通过前地板纵梁500和门槛梁800分散传递，然后前地板纵梁500和门槛梁800再将碰撞力传递到后地板纵梁900上，后地板纵梁900可以将碰撞力传递至副车架上，这样可以有效提升车身10000下部传力效果，可以有效提升车身10000下部的模态，从而可以提升乘客的乘车安全。需要说明的是，传力闭环结构的设置一方面可以提升传力效果，另一方面可以提高车身10000的结构可靠性。
如图1-图3所示，车身10000还可以包括：两条上边梁600，每条上边梁600的后端连接至同侧的A柱100上，而且每条上边梁600和同侧的前纵梁300之间设置有多个连接部，以使前纵梁300通过多条传力通道与A柱100相连。由此，可以理解的是，前纵梁300可以通过上边梁600与A柱100相连，其中，前纵梁300和上边梁600之间的连接方式有多种，每种连接方式均通过不同的连接部来体现，从而可以使得前纵梁300与A柱100之间设置有多条传力通道，换言之，一个连接部和上边梁600可以构成一条传力通道。另外，前纵梁300还可以通过前围板400与A柱100相连，这样也同样构成一条传力通道。
由此，可以充分利用上边梁600，上边梁600可以分担前纵梁300的受力，而且通过设置多个连接部，可以使得车身10000的前舱高效快速地吸收、分解受力，可以大幅度降低前围板400侵入量，可以更好地保证乘员舱充分的生存空间。
下面详细描述一下多个连接部的具体布置形式。
车身10000包括前纵梁组件，前纵梁组件包括前纵梁300、第一支架301和上边梁600。
根据本发明的一个可选实施例，如图4-图9所示，多个连接部可以包括：第一支架601，第一支架601在左右方向上延伸，而且第一支架601的内端连接在前纵梁300的外侧，并且第一支架601的内端靠近前纵梁300的前端，上边梁600的前下端连接在第一支架601的外端。换言之，第一支架601连接在前纵梁300和上边梁600的前下端之间，这样在车辆正碰时，前纵梁300可以通过第一支架601和上边梁600向A柱100传力，然后可以传递到地板和侧围板1400上，从而可以有效分散碰撞力，而且在此过程中，上边梁600可以吸收并分解受力。而且在车辆偏置碰时，第一支架601与障碍物接触，向前纵梁300施加向车宽方向外侧的力，这样可以引导前纵梁300向车宽方向外侧变形，增加发动机舱压缩空间，可以减轻前围板400负担，而且，如此设置的第一支架601能够有利于传递并分解受力。
上边梁600能够有效吸收能量，并且上边梁600能够将碰撞力传递给A柱100，以及通过第一支架601传递给前纵梁300，从而可以有效分散受力，可以提升车辆的碰撞性能。
其中，第一支架601可以分别与前纵梁300和上边梁600焊接固定，这样固定方式简单且可靠，并且焊接固定的效率高。上边梁600在从前向后的方向上向上倾斜延伸，如此设置的上边梁600能够与车身10000的形状相匹配，能够更好地传力。
可选地，第一支架601的横截面可以为闭合结构。如此设置的第一支架601结构可靠性更好。这样在车辆发生偏置碰时，第一支架601能够有效传递受力，从而可以改善偏置碰效果。具体地，如图7所示，第一支架601包括：第一支架板6011和第二支架板6012，第一支架板6011呈U形，第二支架板6012固定在第一支架板6011的开口处，而且第二支架板6012密封开口。这样第一支架601结构简单，制造成本低，另外，这样可以使得第一支架601形成闭合结构。
可选地，如图8所示，第一支架板6011和第二支架板6012分别设置有与前纵梁300固定的侧翻边。侧翻边可以与前纵梁300的外侧壁焊接固定，这样第一支架601与前纵梁300固定可靠，而且这样可以有利于偏置碰时的碰撞力的传递。
如图8所示，第一支架板6011和第二支架板6012分别设置有与上边梁600固定的侧翻边。也就是说，第一支架601同样通过侧翻边与上边梁600固定，这样第一支架601与上边梁600固定可靠，而且这样可以有利于偏置碰时的碰撞力的传递。
进一步地，如图13和图21所示，多个连接部还可以包括：第二支架602，第二支架602连接在同侧的上边梁600和前纵梁300之间，第二支架602与上边梁600的连接处位于第一支架601与上边梁600的连接处的后上方。也就是说，在第一支架601的基础上，前纵梁300和上边梁600之间还连接有第二支架602，第二支架602同样能够传递碰撞力，这样在车辆正碰时，前纵梁300可以将碰撞力通过第二支架602和上边梁600传递给A柱100，从而A柱100可以传递给后方的侧围板1400和地板。
具体地，如图21所示，第二支架602可以包括：第一连接件6021和第二连接件6022，第一连接件6021在左右方向上延伸，而且第一连接件6021连接在上边梁600和第二连接件6022之间，第二连接件 6022在上下方向上延伸，而且第二连接件6022的下端连接在前纵梁300上。如此设置的第二支架602结构简单，而且能够合理连接前纵梁300和上边梁600，可以提升传力效率。
其中，如图21所示，第一连接件6021可以呈弧形，第二连接件6022为具有凹槽且前端敞开的板状结构。这样第一连接件6021可以有效连接第二连接件6022和上边梁600，而且能够合理适应车身10000的前舱空间，还有，如此设置的第二连接件6022可以便于车身10000其他部件的安装，从而可以提高车身10000的结构整体性，进而可以提升车身10000的结构可靠性。
如图10和图17所示，车身10000还可以包括：前端闭合结构700，前端闭合结构700通过第二连接件6022连接在前纵梁300上。由于第二连接件6022前端敞开，这样可以便于前端闭合结构700的安装，而且能够保证前端闭合结构700和第二连接件6022的安装面积，从而可以进一步地提高前端闭合结构700的安装可靠性。其中，前端闭合结构700可以整体呈矩形，前端闭合结构700可以使得车身10000的前舱受力均匀，可以提高传力效率。
其中，第一支架601、第二支架602、上边梁600位于第一支架601和第二支架602之间的部分以及前纵梁300位于第一支架601和第二支架602之间的部分形成空间四边形。空间四边形更加稳定可靠，这样车身10000的前舱部分结构更加可靠，稳定性更好，传力效果更好。
更进一步地，如图1和图2所示，多个连接部还可以包括：第三支架603，第三支架603，第三支架603连接在上边梁600和前纵梁300之间，第三支架603与上边梁600的连接处位于第二支架602与上边梁600的连接处的后方。也就是说，在第一支架601和第二支架602的基础上，前纵梁300和上边梁600之间还连接有第三支架603，第三支架603和上边梁600构成一条传力通道。通过设置第三支架603，可以更好地丰富前纵梁300和A柱100之间的传力通道，可以使得车身10000的前舱受力均匀，传力效果好，传力效率高。
可选地，如图1和图2所示，第三支架603可以为一体成型的板状结构。由此，第三支架603结构简单且可靠，制造成本低。
具体地，如图2所示，上边梁600可以包括：弧形段604和平直段605，弧形段604连接在平直段605的前方，第一支架601和第二支架602分别连接在弧形段604上，第三支架603连接在平直段605上，平直段605与后方的A柱100相连。通过将上边梁600的前段901设置成弧形，可以有利于其传力，而且能够与车身10000的前舱形状更加匹配。另外，通过将第三支架603的后段903设置成平直状，可以便于将弧形段604的力传递至A柱100处，从而可以提升传力效果。
其中，需要说明的是，上边梁600可以由前后两个结构构成，前部结构上形成有弧形段604和一部分平直段605，后部结构整体构造为平直段605的另一部分，这样前部结构和后部结构连接可靠且顺畅，从而可以提高上边梁600的结构可靠性。
可选地，上边梁600在从前向后的延伸方向上宽度递增，这样上边梁600的质量较轻，从而符合车 辆的轻量化设计要求，而且上边梁600的后端与A柱100之间连接更可靠。
可选地，上边梁600在水平面的投影呈直线形，上边梁600在从后向前的方向上向内倾斜。换言之，上边梁600在从前向后的方向上向外倾斜，这样上边梁600结构可靠，而且在碰撞变形时，上边梁600能够像车身10000的外侧变形，而且上边梁600还可以通过多个连接部引导前纵梁300向外变形，从而可以减少对乘客舱的侵入量，可以为乘客提供安全生存空间。
车身10000还包括轮罩1200，下面结合附图详细描述一下轮罩1200处的布置形式。
如图1、图2和图20所示，轮罩1200安装在前纵梁300的后部上方，而且前围板400连接在轮罩1200的后方，换言之，轮罩1200向后延伸且与前围板400相连接。轮罩1200上设置有轮罩加强梁1300，轮罩加强梁1300由第一部分1301和第二部分1302构成，第一部分1301为轮罩加强梁1300的前下端，而且轮罩加强梁1300的前下端连接在前纵梁300的后部上，例如，轮罩加强梁1300的前下端焊接固定在前纵梁300的后部上，轮罩加强梁1300的第二部分1302整体固定在轮罩1200上。由此，轮罩加强梁1300能够有效加强轮罩1200，而且轮罩加强梁1300可以起到传力作用，例如，轮罩加强梁1300能够将前纵梁300上的碰撞力传递至轮罩1200上，轮罩1200可以进一步地将碰撞力传递到前围板400上，前围板400还可以进一步地传递到侧围板1400和地板上，从而可以有效分解受力，可以提升车辆的碰撞性能。
如图18和图19所示，车身10000还可以包括：连接件1500，连接件1500连接在前围板400和侧围板1400之间，连接件1500的下部隔着前围板400在左右方向和上下方向上与轮罩加强梁1300前后相对设置。由此，传递至轮罩加强梁1300上的碰撞力可以通过前围板400和连接件1500传递至侧围板1400上，这样进一步地有效分解受力，从而可以提升车辆的碰撞性能。另外，通过设置连接件1500，可以有效增加车身10000刚度和强度，而且在碰撞时能够抑制乘客舱变形，可以保证乘客的生存空间。
其中，轮罩加强梁1300可以设置在轮罩1200的外侧。由此，可以便于轮罩加强梁1300和连接件1500对应，从而可以提高车身10000的结构可靠性。
可选地，如图21所示，轮罩加强梁1300的第二部分1302延伸至轮罩1200和前围板400之间的连接处。如此设置的轮罩加强梁1300可以有效加强轮罩1200，而且这样还可以在车辆正碰时有效传递碰撞力，可以提升传力效果。
可选地，如图20所示，轮罩加强梁1300呈弧形，弧形的轮罩加强梁1300能够与轮罩1200相匹配，而且能够从前向后蜿蜒延伸。另外，弧形的轮罩加强梁1300结构简单且可靠。
其中，如图18所示，前围板400、侧围板1400和连接件1500之间形成三角形闭环连接结构。由此，前围板400和侧围板1400之间连接可靠，而且能够通过连接件1500传力，如此设置的三角形闭环连接结构可以丰富传力路径，可以提升传力效果，进而可以提升车辆的碰撞性能。
进一步地，如图18所示，连接件1500的上部还可以与前围上横梁402固定。可以理解的是，在上下方向上，连接件1500分为上部和下部，上部用于与前围上横梁402相连，下部用于与前围板400相连，这样可以进一步地提高侧围板1400和前围板400之间的连接可靠性，而且可以丰富传力路径，从而可以提升车辆的碰撞性能。
具体地，连接件1500分别与前围上横梁402和前围板400焊接固定。焊接固定一方面可以提高连接件1500的固定可靠性，另一方面可以提高车身10000的生产效率。
如16和图17所示，车身10000还包括前围中横梁404，前围中横梁404设置在前围板400的前表面上。前围中横梁404的两端分别与两条前纵梁300的后端相连以与前防撞梁200、两条前纵梁300形成传力闭环结构。传力闭环结构在结构上为闭环形式，而且能够起到传力作用。例如，在车辆正碰时，前防撞梁200可以将碰撞力传递给后方的两条前纵梁300，由于两条前纵梁300的后端均与前围中横梁404相连，这样碰撞力可以传递至前围中横梁404上，如此设置的前围中横梁404能够有效丰富传力路径，可以有效分散受力，从而可以抑制乘客舱的变形，可以为乘客提供生存空间。
需要说明的是，前围中横梁404和前纵梁300之间的传力与其他传力路径互不冲突，例如，前纵梁300仍可将碰撞力传递至前地板纵梁500、门槛梁800等结构上，前围中横梁404的设置能够提升车身10000的结构强度，而且能够丰富传力路径。
前围上板406上还设置有前围上板加强板，前围上板加强板与前围上板406的横截面呈F形。其中，前围上板406设置在前围中横梁404的上方，前围上板406的两端可以分别连接两侧的减震器座，这样前围上板406可以有效加强前围板400的结构强度，而且前围上板406可以提升车身10000的前舱整体性，从而可以进一步地提高车身10000的结构可靠性。
可选地，如图1和19所示，前围中横梁404的两端向下倾斜延伸以与前纵梁300的后端相连。其中前围中横梁404可以包括左段、中段和右段，中段连接在左段和右段之间，中段大体在左右方向上水平延伸，左段倾斜延伸，而且左段的左下端与左侧的前纵梁300的后端相连，左段的右上端与中段相连，右段的右下端与右侧的前纵梁300的后端相连，右段的左上端与中段相连。如此设置的前围中横梁404能够在合理加强前围板400结构的同时，有效地与两侧的前纵梁300相连。
可选地，如图1所示，前纵梁300的后端向内倾斜延伸以与前围中横梁404的端部相连。如此设置的前纵梁300能够有效地与前围中横梁404的端部相连，而且在车辆正碰时，前纵梁300能够向外变形，从而可以减少前围板400侵入量，为乘客提供生存空间。
具体地，前纵梁300的后部在从前向后的方向上向上弯曲延伸，这样可以提升前纵梁300的结构强度，可以在车辆正碰时引导前纵梁300的后部向上变形，从而可以减少前围板400侵入量。
进一步地，前纵梁300的后部在从前向后的方向上向外延伸。向外延伸的前纵梁300的后部可以在 车辆正碰时引导前纵梁300的后部向外变形，从而可以减少前围板400侵入量。
需要说明的是，此处前纵梁300的向上延伸的部分和向外延伸的部分可以为同一部分。
可选地，前围中横梁404的宽度从中点处向两侧递减。这样前围中横梁404的强度在左右方向上整体分布适宜，从而可以提高前围中横梁404的结构可靠性。
下面结合图15和图22详细描述一下车身10000的座椅横梁的布置形式。
如图22所示，车身10000可以包括地板，地板可以包括：两个座椅前横梁1601、两个座椅后横梁1602、座椅前连接板1603、座椅后连接板、两个门槛梁800、两个外连接板1605和两个内连接板1606，两个座椅前横梁1601在左右方向上间隔开，而且两个座椅前横梁1601通过座椅前连接板1603相连接，两个座椅前横梁1601的外端连接在两个门槛梁800上；两个座椅后横梁1602在左右方向上间隔开，每个座椅后横梁1602的外端通过外连接板1605连接在门槛梁800上，而且每个座椅后横梁1602的内端通过内连接板1606连接在座椅后连接板上，两个外连接板1605和两个内连接板1606上分别设置有座椅安装点。由此，座椅前横梁1601、座椅后横梁1602和两个门槛梁800之间能够形成连贯结构，这样能保证前排座椅的安装功能和安装强度，从而可以提升前地板抗扭转的能力及刚度，可以提升车辆的侧碰性能。
可选地，两个座椅前横梁1601和两个座椅后横梁1602的顶壁上分别设置有沿左右方向延伸的加强筋1607。加强筋1607可以有效加强对应的座椅前横梁1601和座椅后横梁1602的结构强度，从而在车辆侧碰时，座椅前横梁1601和座椅后横梁1602不会向上凸起，从而可以减少对乘客舱的侵入，可以提升乘客的乘车安全性。具体地，加强筋1607可以为凹筋或者凸筋。凸筋或者凹筋结构简单，从而可以降低座椅前横梁1601和座椅后横梁1602的制造难度，可以降低车身10000的制造难度。
可选地，座椅前横梁1601的高度大于座椅后横梁1602的高度。由于外连接板1605和内连接板1606上设置有座椅安装点，如此，座椅后横梁1602无需设置与座椅前横梁1601等高，这样座椅后横梁1602高度较小，从而可以降低座椅后横梁1602的重量，进而可以降低车身10000的重量。进一步地，座椅前横梁1601高度的1/2可以大于座椅后横梁1602的高度。如此设置的座椅后横梁1602一方面可以便于外连接板1605和内连接板1606的安装，另一方面可以更好地降低车身10000的重量。
具体地，外连接板1605和内连接板1606呈倒U形，而且外连接板1605和内连接板1606的下边缘固定在座椅后横梁1602的侧壁上。其中，固定方式可以为焊接固定，这样外连接板1605和内连接板1606结构简单，而且外连接板1605和内连接板1606分别与座椅后横梁1602固定可靠。
可选地，如图22所示，外连接板1605可以包括搭接在门槛梁800顶壁的搭接边1608。搭接边1608可以增加外连接板1605和门槛梁800之间的接触面积，这样可以进一步地提高外连接板1605和门槛梁800之间的连接可靠性。
可选地，内连接板1606可以包括搭接在座椅后连接板侧壁上的侧翻边。侧翻边同样可以起到增加接触面积的作用，从而可以使得内连接板1606和座椅后连接板之间固定更加可靠。
下面结合图22详细描述一下车身10000的地板上纵梁1700。
车身10000可以包括地板上纵梁1700，地板上纵梁1700设置在地板的上方，前围下板405连接在地板的前侧，地板上纵梁1700在前围下板405和地板上倾斜延伸。传统的地板上纵梁仅是在地板上延伸，而本发明的地板上纵梁1700向前延伸到地板上，从而可以有效提高地板和前围下板405之间的连接可靠性，而且地板上纵梁1700还可以起到传力作用，从而可以有效分解受力，可以提升车辆的碰撞性能。如图11所示，地板上纵梁1700在前后方向上与前纵梁300的后端隔着前围下板405相对设置。
具体地，如图15和图21所示，地板上纵梁1700在从前向后的方向上从内向外倾斜延伸。这样地板上纵梁1700在车辆正碰和侧碰时均能够有效抑制地板变形，从而可以提升车辆的碰撞性能。而且如此设置的地板上纵梁1700可以便于其与前方的部件相连。
可选地，前围下板405的后侧设置有沿左右方向延伸的前围下板加强筋，地板上纵梁1700为两条，前围下板加强筋分别与两条地板上纵梁1700相连，两条地板上纵梁1700的后端分别与两侧的座椅前横梁1601相连。由此，前围下板加强筋、两条地板上纵梁1700、两个座椅前横梁1601和座椅前连接板1603形成传力闭合结构，这样在车辆正碰时，碰撞力能够从前围板400上的前围下板加强筋通过地板上纵梁1700传递至座椅前横梁1601，从而可以有效分解受力，可以提升传力效果，进而可以提高车辆的碰撞性能。
其中，座椅前横梁1601还与地板中通道1000相连。具体地，地板中通道1000的下方设置有座椅前连接板1603，座椅前连接板1603连接在两个座椅前横梁1601之间。
前围下板405的前侧设置有前围中横梁404，前围中横梁404和前围下板加强筋前后相对应，而且前围中横梁404和前围下板加强筋在左右方向和上下方向上至少一部分重合。由此，通过设置前围中横梁404和前围下板加强筋，可以有效加强前围板400的结构强度，可以抑制前围板400的侵入量，可以为乘客提供生存空间。另外，在碰撞力传递时，传递到前围中横梁404上的碰撞力能够传递至前围下板加强筋和地板上纵梁1700上，从而可以有效丰富传力路径，可以提升车辆的碰撞性能。
可选地，如图15所示，地板上纵梁1700呈直线形。直线形的地板上纵梁1700结构简单且可靠，制造简单。
下面详细描述一下后地板纵梁900的布置形式。
如图13和图14所示，后地板纵梁900包括：前段901、中段902和后段903，前段901连接在前地板纵梁500的后端上，中段902与门槛梁800的后端相连，后段903从中段902向后延伸至后副车架。 由此，后地板纵梁900能够有效连接门槛梁800和前地板纵梁500，另外后地板纵梁900还可以与副车架相连，这样后地板纵梁900能够将门槛梁800和前地板纵梁500传递来的碰撞力传递给副车架，从而可以有效传递碰撞力，可以提升车辆的碰撞性能。
具体地，如图14所示，中段902的宽度大于前段901的宽度，而且中段902的外壁贴靠固定在门槛梁800的内壁上。由此，中段902的一部分可以向外扩伸，这样中段902能够与外侧的门槛梁800的后端相连，从而可以使得后地板纵梁900和门槛梁800固定可靠。
其中，如图13所示，车身10000还可以包括：地板中通道1000和后地板横梁1100，地板中通道1000连接在前纵梁300的后端和后地板横梁1100之间，后地板横梁1100还与后地板纵梁900相连以与地板中通道1000、前地板纵梁500和后地板纵梁900形成传力闭环结构。由此，可以理解的是，前纵梁300不仅可以将碰撞力传递给门槛梁800和前地板纵梁500，还可以将碰撞力传递给地板中通道1000。地板中通道1000可以通过后地板横梁1100将碰撞力传递给后地板纵梁900。这样可以更好地丰富地板碰撞力传递路径，从而可以有效分散碰撞力，可以提升车辆的碰撞性能。
在车辆正碰时，前防撞梁200的碰撞力传递给后方的两条前纵梁300，每条前纵梁300再将碰撞力传递给前围中横梁404，以及通过同侧的门槛梁800和前地板纵梁500分别传递给同侧的后地板纵梁900，还通过地板中通道1000和后地板横梁1100传递给同侧的后地板纵梁900。
具体地，地板中通道1000上形成有沿前后方向延伸的中通道传力通路1001。中通道传力通路1001可以使得碰撞力在前后方向上直接传递，从而可以进一步地提升地板中通道1000的传力效果，可以提升传力效率。例如，中通道传力通路1001可以为凹槽。如此设置的中通道传力通路1001传力可靠，而且设置简单。
需要说明的是，地板中通道1000的左侧和右侧均设置有一条中通道传力通路1001，位于左侧的中通道传力通路1001与左侧的前地板纵梁500相对应，位于右侧的中通道传力通路1001与右侧的前地板纵梁500相对应。
其中，如图12所示，车身10000还可以包括：中通道连接板1002，中通道连接板1002连接在前地板纵梁500和地板中通道1000之间，中通道连接板1002、前纵梁300的后部和前地板纵梁500形成Y字形传力结构。这样，传力效率高，传力分散，从而可以提升车辆的碰撞性能。
进一步地，门槛梁800和前纵梁300的后部之间连接有前扭力盒801，地板中通道1000和前纵梁300的后部之间连接有中通道连接板1002，前扭力盒801、前地板纵梁500、中通道连接板1002形成三叉结构。这样，前纵梁300可以向后三个方向传力，从而可以提升传力效果，可以提升车辆的碰撞性能。
下面以图23所示的车身10000为例详细描述根据本发明实施例的车身10000在正碰时碰撞力的传递过程。
先描述一下图23所示的车身10000的具体结构，车身10000包括：前防撞梁200、吸能盒201、前纵梁300、前端闭合结构700、上边梁600、多个连接部、A柱100、侧围板1400、前围板400、前围中横梁404、轮罩1200、轮罩加强梁1300、连接件1500、前围上横梁402、前围下竖梁403、前围板中通道401、前围下板加强筋、地板、地板中通道1000、中通道连接板1002、前扭力盒801、地板上纵梁1700、门槛梁800、前地板纵梁500、后地板纵梁900、后地板横梁1100、副车架、座椅前横梁1601、座椅后横梁1602等部件。其中，对于上述部件的数量不再描述，本领域技术人员根据上述内容和附图均可明确确认，例如，前纵梁300为左右对称的两条，上边梁600为左右对称的两条。
在车辆正碰时，碰撞产生的碰撞力直接传递给前防撞梁200，前防撞梁200在两侧的吸能盒201吸收能量后将碰撞力传给后方的前纵梁300，每条前防撞梁200具有多个传力通道传递到A柱100，其中A柱100与前围板400和侧围板1400相连，这样可以有效分解受力。
前纵梁300向后传递的碰撞力还可以大致分为两个方向，一个为前围板400和侧围板1400方向，一个为地板方向。
先说前围板400和侧围板1400方向：前纵梁300可以将一部分碰撞力通过第一支架601传递给上边梁600，上边梁600可以将该部分碰撞力传递给A柱100，这样可以丰富碰撞力的传递路径，可以减轻前纵梁300的负担，可以提升车辆的碰撞性能。
前纵梁300可以将另一部分碰撞力通过第二支架602传递给上边梁600，上边梁600可以将该部分碰撞力传递给A柱100，这样可以丰富碰撞力的传递路径，可以减轻前纵梁300的负担，可以提升车辆的碰撞性能。
此处，需要说明的是，第二支架602包括第一连接件6021和第二连接件6022，第二连接件6022用于连接前端闭合结构700，这样前纵梁300可以将一部分碰撞力通过前端闭合结构700传递给第二支架602，第二支架602再传递给上边梁600，前端闭合结构700可以使得碰撞力传递均匀，可以提升传力效果。
前纵梁300还可以将再一部分碰撞力通过第三支架603传递给上边梁600，上边梁600可以将该部分碰撞力传递给A柱100，这样可以丰富碰撞力的传递路径，可以减轻前纵梁300的负担，可以提升车辆的碰撞性能。
其中，第一支架601、第二支架602和第三支架603为车身10000的多个连接部，如此设置的多个连接部可以增加前纵梁300和上边梁600之间的传力路径，可以更好地分散受力，而且第一支架601、第二支架602和第三支架603的传力过程互不冲突，甚至可以相互补充，第一支架601、第二支架602和第三支架603可以将前纵梁300不同位置处的碰撞力分散地传递到上边梁600处，从而可以更好地提升传力效果。
另外，前纵梁300的后部和前围板400之间连接有轮罩1200，轮罩1200上设置有轮罩加强梁1300， 轮罩加强梁1300的前下端连接在前纵梁300的后部上，然后再整体连接在轮罩1200上，这样前纵梁300可以将再一部分碰撞力传递给轮罩加强梁1300，轮罩加强梁1300可以通过轮罩1200传递给前围板400，前围板400再继续向后传递。由此，轮罩加强梁1300可以有效丰富传力路径，可以有效分解碰撞力，可以提升车辆的碰撞性能。
在前围板400的后方与轮罩加强梁1300对应的部分设置有连接件1500，连接件1500能够有效连接前围板400和侧围板1400，而且连接件1500还连接至前围上横梁402处。所以轮罩加强梁1300传递至前围板400上后，碰撞力可以在前围板400上的前围中横梁404上传递，还可以通过连接件1500向后传递至侧围板1400上，这样可以进一步地分散碰撞力，可以提升传力效率，可以提升车辆的碰撞性能。
当然，由于上边梁600的后端与A柱100直接相连，这样上边梁600传递至A柱100的碰撞力能够传递给前围板400和侧围板1400，从而可以进一步地分散碰撞力，可以提升传力效果。
其中，传递至前围板400上的碰撞力可以在前围上横梁402上从两端向中点传递，传递至中点处的碰撞力可以通过前围下竖梁403向下传递，其中，前围板中通道401和地板中通道1000相连接，这样前围板400上的碰撞力可以直接传递到地板上。关于前围板400和地板之间的其他传力形式后面再详细描述。
侧围板1400上的碰撞力可以直接向后传递，侧围板1400上的碰撞力还可以传递给门槛梁800，门槛梁800向后传递。
还有，前纵梁300的后端连接在前围板400上，而且两条前纵梁300的后端还与前围板400上的前围中横梁404相连接，两条前纵梁300、前防撞梁200和前围中横梁404形成传力闭环结构。这样前纵梁300还可以将再一部分碰撞力传递到前围板400和前围中横梁404上，前围中横梁404可以进一步地分解碰撞力，从而可以减少前围板400的侵入量，可以为乘客提供足够的生存空间。
前围中横梁404设置在前围板400的前表面上，具体地，前围中横梁404与前围下板405相连，前围下板405上设置有前围下板加强筋，前围下板加强筋隔着前围下板405与前围中横梁404有一部分重合，这样传递至前围板400上的碰撞力可以通过前围下板加强筋传递，前围下板加强筋可以将碰撞力传递给地板上纵梁1700，地板上纵梁1700可以进一步地将碰撞力传递给座椅前横梁1601，座椅前横梁1601可以向两侧传递，这样座椅前横梁1601可以将一部分碰撞力传递给外侧的门槛梁800，还可以将另一部分碰撞力传递给内侧的地板中通道1000。这样可以有效丰富碰撞力在前围板400和地板上的传力路径，可以有效分散碰撞力，可以提升车辆的碰撞性能。
需要说明的是，座椅后横梁1602连接在地板中通道1000和门槛梁800之间，这样传递到地板中通道1000和门槛梁800还可以在向后传递的方向上传递给座椅后横梁1602一部分，从而可以进一步地丰富传力路径。
综上所述，前围板400上的传力路径大体分为五条：第一条为前围中横梁404，第二条为前围上横 梁402、前围下竖梁403和前围板中通道401，第三条为前围下板加强筋和地板上纵梁1700，第四条为连接件1500和侧围板1400，第五条为A柱100和侧围板1400。
再说地板方向，前纵梁300的后端还连接门槛梁800、前地板纵梁500和地板中通道1000，而且如图12所示，门槛梁800、前地板纵梁500和地板中通道1000呈三叉结构布置，具体地，门槛梁800和前纵梁300的后端之间还设置有前扭力盒801，地板中通道1000和前纵梁300的后端之间还设置有中通道连接板1002。
这样传递到前纵梁300后端的碰撞力，可以分为三个方向传递，一个传递给门槛梁800，一个传递给前地板纵梁500，一个传递给地板中通道1000，门槛梁800和前地板纵梁500可以向后传递给后地板纵梁900，地板中通道1000上设置有中通道传力通路1001，中通道传力通路1001可以通过后地板横梁1100传递给后地板纵梁900，后地板纵梁900再向后传递给副车架。这样明显可以丰富碰撞力在地板上的传力路径，可以有效分解受力，可以提升碰撞力。
综上所述，在地板上的传力路径大致为四条：第一条为前扭力盒801、门槛梁800和后地板纵梁900，第二条为前地板纵梁500和后地板纵梁900，第三条为中通道连接板1002、后地板横梁1100和后地板纵梁900，第四条为地板上纵梁1700、座椅前横梁1601、门槛梁800和后地板纵梁900。
综上所述，本发明的车身10000在车辆正碰时，碰撞力能够从前防撞梁200传递至后副车架处，这样传力路径长，传力效果好，并且传力路径较多，分解受力的效果较好，从而可以有效提升车身10000的结构可靠性，以及可以提升车辆的碰撞性能。
此处，需要说明的是，上述内容是以车辆正碰为例进行说明，但是本领域技术人员根据上述内容可以明确获知侧碰传力过程。
例如，在车辆侧碰时，碰撞力可以通过侧围板1400传递给A柱100，A柱100再通过多个传力通道传递给前纵梁300，A柱100还可以传递给前围板400前围板400通过多个传力通道传递给地板。
又如，在车辆侧碰时，碰撞力可以通过门槛梁800向前传递给前纵梁300，前纵梁300可以通过多个传力通道传递给A柱100，碰撞力还可以通过后地板纵梁900向后传给副车架。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (11)

  1. 一种车身(10000)，其特征在于，包括：
    前防撞梁(200)；
    两条前纵梁(300)，两条所述前纵梁(300)的前端分别连接在所述前防撞梁(200)的两端处；
    前围中横梁(404)，所述前围中横梁(404)的两端分别与两条所述前纵梁(300)的后端相连以与所述前防撞梁(200)、两条所述前纵梁(300)形成传力闭环结构；
    两条前地板纵梁(500)，两条所述前地板纵梁(500)的前端分别与同侧的所述前纵梁(300)的后端相连接且两条所述前地板纵梁(500)均构造为直线形；
    两条门槛梁(800)，两条所述门槛梁(800)的前端分别与同侧的所述前纵梁(300)的后端相连，所述门槛梁(800)与所述前地板纵梁(500)非平行设置；
    两条后地板纵梁(900)，两条所述后地板纵梁(900)分别与同侧的所述前地板纵梁(500)的后端和所述门槛梁(800)的后端相连以使同侧的所述前地板纵梁(500)、所述门槛梁(800)和所述后地板纵梁(900)形成传力闭环结构。
  2. 根据权利要求1所述的车身(10000)，其特征在于，所述后地板纵梁(900)包括：前段(901)、中段(902)和后段(903)，所述前段(901)连接在所述前地板纵梁(500)的后端上，所述中段(902)与所述门槛梁(800)的后端相连，所述后段(903)从所述中段(902)向后延伸。
  3. 根据权利要求2所述的车身(10000)，其特征在于，所述中段(902)的宽度大于所述前段(901)的宽度且所述中段(902)的外壁贴靠固定在所述门槛梁(800)的内壁上。
  4. 根据权利要求1-3中任一项所述的车身(10000)，其特征在于，还包括：地板中通道(1000)和后地板横梁(1100)，所述地板中通道(1000)连接在所述前纵梁(300)的后端和所述后地板横梁(1100)之间，所述后地板横梁(1100)还与所述后地板纵梁(900)相连以与所述地板中通道(1000)、所述前地板纵梁(500)和后地板纵梁(900)形成传力闭环结构。
  5. 根据权利要求4所述的车身(10000)，其特征在于，所述地板中通道(1000)上形成有沿前后方向延伸的中通道传力通路(1001)。
  6. 根据权利要求5所述的车身(10000)，其特征在于，所述中通道传力通路(1001)为凹槽。
  7. 根据权利要求4所述的车身(10000)，其特征在于，还包括：中通道连接板(1002)，所述中通道连接板(1002)连接在所述前地板纵梁(500)和所述地板中通道(1000)之间，所述中通道连接板(1002)、所述前纵梁(300)的后部和所述前地板纵梁(500)形成Y字形传力结构。
  8. 根据权利要求1所述的车身(10000)，其特征在于，所述前纵梁(300)的后部具有向上且向外弯曲延伸的部分。
  9. 根据权利要求1所述的车身(10000)，其特征在于，在车辆正碰时，所述前防撞梁(200)的碰撞力传递给后方的两条所述前纵梁(300)，每条所述前纵梁(300)再将碰撞力传递给所述前围中横梁(404)，以及通过同侧的所述门槛梁(800)和所述前地板纵梁(500)分别传递给同侧的所述后地板纵梁(900)。
  10. 根据权利要求4所述的车身(10000)，其特征在于，在车辆正碰时，所述前防撞梁(200)的碰撞力传递给后方的两条所述前纵梁(300)，每条所述前纵梁(300)再将碰撞力传递给所述前围中横梁(404)，以及通过同侧的所述门槛梁(800)和所述前地板纵梁(500)分别传递给同侧的所述后地板纵梁(900)，还通过所述地板中通道(1000)和所述后地板横梁(1100)传递给同侧的所述后地板纵梁(900)。
  11. 一种车辆，其特征在于，包括根据权利要求1-10中任一项所述的车身(10000)。
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