WO2019001496A1 - 车身横梁和车辆 - Google Patents

车身横梁和车辆 Download PDF

Info

Publication number
WO2019001496A1
WO2019001496A1 PCT/CN2018/093274 CN2018093274W WO2019001496A1 WO 2019001496 A1 WO2019001496 A1 WO 2019001496A1 CN 2018093274 W CN2018093274 W CN 2018093274W WO 2019001496 A1 WO2019001496 A1 WO 2019001496A1
Authority
WO
WIPO (PCT)
Prior art keywords
cross member
vehicle
plate
bottom wall
longitudinal
Prior art date
Application number
PCT/CN2018/093274
Other languages
English (en)
French (fr)
Inventor
卢淑珍
嵇明
刘新春
林华南
张衡
Original Assignee
比亚迪股份有限公司
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 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019001496A1 publication Critical patent/WO2019001496A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/09—Means for mounting load bearing surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/02—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members
    • B62D21/03—Understructures, i.e. chassis frame on which a vehicle body may be mounted comprising longitudinally or transversely arranged frame members transverse members providing body support
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • 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
    • 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
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars

Definitions

  • the present disclosure relates to the technical field of a vehicle body structure of a vehicle, and in particular to a vehicle body cross member and a vehicle having the same.
  • the electric vehicle In order to improve the cruising range, the electric vehicle needs to be equipped with more battery packs, so that the weight of the electric vehicle will be greatly increased compared with the fuel vehicle of the same specification, which leads to the initial collision of the vehicle under the same test conditions.
  • the increase in kinetic energy of the car means that the body structure of the electric car needs to be able to bear more force and absorb more kinetic energy to improve safety.
  • a battery pack since a battery pack needs to be arranged, a large amount of space in the lower part of the vehicle body is occupied, and various classic body collision safety structure technologies of the conventional fuel vehicle cannot be used, so that a battery pack arrangement can be designed. New body structure technology that meets vehicle safety is imperative.
  • the present disclosure provides a vehicle body beam including a grooved beam body and a support member, the support member being coupled to the grooved beam body and enclosing a closed cross section with at least a portion of the grooved beam body Support structure.
  • the present disclosure also provides a vehicle including a body cross member provided by the present disclosure.
  • the structural strength of the vehicle body beam is good and the impact resistance is strong.
  • FIG. 1 is an exploded view of a specific embodiment of a vehicle body cross member according to the present disclosure
  • Figure 2 is a top plan view of the vehicle body cross member provided in Figure 1 applied to the vehicle body structure;
  • FIG. 3 is a schematic view showing a partial structure of a vehicle body structure provided by the present disclosure, showing a front longitudinal beam and a front cabin beam;
  • Figure 4 is a perspective view of Figure 3;
  • Figure 5 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam of Figures 3 and 4;
  • FIG. 6 is a bottom perspective view of a partial structure of a vehicle body structure provided by the present disclosure, showing a front side member, a front cabin beam, a dash panel, and a floor panel;
  • FIG. 7 is a schematic view of a carrier frame in a vehicle body structure provided by the present disclosure.
  • FIG. 8 is another schematic view of a carrier frame in a vehicle body structure provided by the present disclosure, in which a battery tray is shown;
  • FIG. 9 is still another schematic diagram of a carrier frame in a vehicle body structure provided by the present disclosure, wherein the battery tray is formed into a split structure;
  • Figure 10 is a variant of the load-bearing frame of Figure 7, wherein the load-bearing frame further comprises a sill inner panel;
  • Figure 11 is a detailed view of the connection relationship of the front beam, the floor stringer and the sill inner panel of Figure 10;
  • Figure 12 is a detailed view of the connection relationship between the front beam and the floor stringer of Figure 10;
  • Figure 13 is a detailed view of the connection relationship between the front cross member and the inner panel of the sill of Figure 10;
  • Figure 14 is a detailed view of another perspective view of the connection relationship between the front cross member and the inner panel of the sill of Figure 10;
  • FIG. 15 is a schematic view of a first embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure
  • Figure 16 is a detailed view of the connection relationship between the front side member and the front side member of Figure 15;
  • 17 is an embodiment of a first embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure, in which an inner connecting plate is shown;
  • 18 is another embodiment of a first embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure, in which an outer connecting plate is shown;
  • Figure 19 is a first embodiment of a second embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure
  • Figure 20 is a detailed view of the connection relationship between the front side member and the front cabin beam of Figure 19;
  • Figure 21 is another perspective view of the connection relationship between the front side member and the front cabin beam of Figure 19;
  • Figure 22 is a detailed view of the connection relationship between the connecting plate and the front cabin beam of Figure 19;
  • Figure 23 is a detailed view of the connection relationship between the connecting plate and the front beam of Figure 19;
  • 24 is a second embodiment of a second embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure
  • 25 is a third embodiment of a second embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure.
  • 26 is a fourth embodiment of a second embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure
  • Figure 27 is a fifth embodiment of a second embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure.
  • FIG. 28 is a schematic view of a third embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure.
  • Figure 29 is a detailed view of the connection relationship between the connecting plate of Figure 28 and the inner panel of the sill;
  • FIG. 30 is a schematic view of a fourth embodiment of a force transmitting structure in a vehicle body structure provided by the present disclosure.
  • Figure 31 is a detailed view of the connection relationship between the connecting plate and the floor stringer of Figure 30;
  • FIG. 32 is a structural schematic view of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure, in which the horizontal pressure plate and the central passage cover are shown;
  • Figure 33 is a schematic view showing the positional relationship of the horizontal pressing plate, the floor panel and the front cross member of Figure 32;
  • Figure 34 is a bottom perspective view of the floor panel of the vehicle body structure provided by the present disclosure, wherein a gap is formed between the central passage and the front cross member;
  • Figure 35 is a schematic view showing a modification of the gap in Figure 34;
  • 36 is a schematic view showing a connection relationship between a central passage cover and a front cabin beam in the vehicle body structure provided by the present disclosure
  • FIG. 37 is a schematic view showing a connection relationship between a central passage cover and a front wall in the vehicle body structure provided by the present disclosure
  • 38 is another schematic structural view of an upper surface of a floor panel in a vehicle body structure provided by the present disclosure.
  • Figure 39 is a schematic view showing the positional relationship of the horizontal pressing plate, the longitudinal pressing plate, the floor panel and the front cross member of Figure 38;
  • Figure 40 is an enlarged detail view of Figure 39;
  • Figure 41 is a schematic view showing the positional relationship between the longitudinal pressure plate connecting plate and the front longitudinal beam of Figure 38;
  • FIG. 42 is a top plan view of one embodiment of a vehicle body structure provided by the present disclosure.
  • FIG. 43 is a bottom plan view of one embodiment of a vehicle body structure provided by the present disclosure.
  • FIG. 44 is a perspective view of an embodiment of a vehicle body structure provided by the present disclosure.
  • 45 is another perspective view of one embodiment of a vehicle body structure provided by the present disclosure.
  • the orientation words used are defined on the basis of the up and down direction, the left and right direction, and the front and rear direction of the vehicle, unless otherwise stated.
  • the X direction is the front-rear direction of the vehicle, wherein the side pointed by the arrow is “front”, and vice versa is “rear”
  • the Y direction is the left-right direction of the vehicle, wherein the side pointed by the arrow is “right” ", the opposite is “left”
  • the Z direction is the up and down direction of the vehicle, wherein the side to which the arrow points is “up” and vice versa
  • “inside and outside” are defined based on the contour of the corresponding component, for example
  • the inside and outside of the vehicle are defined on the basis of the vehicle profile, and the side near the middle of the vehicle is “inside” and vice versa.
  • all "beams” in the present disclosure refer to beams extending in the left-right direction of the vehicle, and all “stringers” refer to beams extending in the front-rear direction of the vehicle.
  • the "front stringer” refers to a stringer that extends rearward from the front anti-collision beam of the vehicle body structure.
  • “Back stringer” refers to a stringer that is previously extended from the rear impact beam of the vehicle in the body structure.
  • the stringers are usually two and are symmetrically arranged with respect to the front and rear centerlines of the vehicle, for example, the "front rails” generally include “left front rails” and “right front rails” spaced apart in the left and right direction.
  • front touch in the present disclosure refers to a case where the front portion of the vehicle is subjected to an impact
  • side collision refers to a case where the side of the vehicle is subjected to an impact
  • front panel floor panel
  • tilt panel and the like referred to in the various embodiments of the present disclosure have their meanings well-known in the art without any other specific explanation.
  • connection may be interpreted broadly, and may be in a non-removable manner such as welding, bolts, etc., unless otherwise specified and limited.
  • the manner of disassembly, or the manner of integral molding such as molding, is achieved in a manner known to those skilled in the art.
  • a vehicle body cross member 200 is provided.
  • a body cross member 200 provided by the first aspect of the present disclosure is illustrated in FIGS. 1 and 2.
  • the body cross member 200 may include a groove beam body and a support member connected to the groove beam body and surrounding the at least partially groove beam body with a support structure having a closed cross section, the support structure capable of adding the body beam The strength of 200, thereby effectively resisting forces in the longitudinal direction, such as collision impact.
  • the body cross member 200 can serve as a load-bearing structure for other components of the vehicle, for example, as a battery pack mounting cross member (e.g., a battery pack mounting front cross member).
  • the vehicle body cross member 200 is used for absorbing impact energy when the vehicle is hit before the vehicle is hit, that is, the support structure with a closed cross section makes the overall strength of the body cross member 200 higher and stability, and the body is guaranteed.
  • the beam 200 is less prone to deformation when subjected to impact, thereby avoiding a possible fire caused by impact or crush deformation of the battery pack located behind the beam before the battery pack is installed to protect other parts of the vehicle and the occupant.
  • the trough-shaped beam body may include a beam bottom wall 201 and a beam side wall 202 on both sides of the beam bottom wall 201 in the front-rear direction, and the support member is formed as a strut 203 connected between the two beam side walls 202 so that the groove
  • the beam body and the strut 203 enclose a support structure having a cross-shaped cross section to enhance the strength of the body cross member 200, and the regular outer contour of the trough beam body is advantageous for increasing the applicability of the body cross member 200, and facilitating the body cross member.
  • the 200 is mounted to other components in the body structure, such as the front side rail 100, the floor rail 110, the sill inner panel 500, and the like in the body structure described below.
  • a reinforcing structure such as a welded sheet metal or a CBS (composite reinforcing material) material may be disposed in the cavity surrounded by the groove beam body and the struts 203 to further enhance the impact of the body beam 200. The ability to reduce the deformation of the body cross member 200 in the collision.
  • the gusset 203 may be formed in any suitable structure, for example, as a wavy plate extending along the length direction of the groove-shaped beam body.
  • the gusset 203 may include a beam.
  • the beam side wall 202 avoids the impact of the one side beam side wall 202 being excessively bent and broken, causing damage to other components of the vehicle or the occupants of the vehicle.
  • the gusset 203 may have a zigzag structure in the left-right direction, and the figure-shaped structure includes a flat plate 204 and a slanting plate 205, and an end plate 206 extending from the slanting plate 205 along the beam bottom wall 201, and the end plate 206 is attached and fixed.
  • the specific fixing manner of the beam bottom wall 201 may be welding, that is, the gusset 203 has a connection relationship with the beam bottom wall 201 and the side beam side walls 202, respectively, so as to ensure the support of the mouth-shaped cross section.
  • the structure is stable to avoid separation of the strut 203 from the trough-like beam body due to collision.
  • the strut 203 is provided with strut reinforcing ribs 207 extending in the front-rear direction to carry the front striking force, and to some extent, the strut 203 is bent and the side beams of the two side beams are extended. 202 and the force is transmitted between the side walls 202 of the two side beams.
  • the number and arrangement of the ribs 207 can be arbitrarily selected according to actual needs. The present disclosure does not specifically limit this, and the struts 207 can be supported.
  • the plate 203 is integrally formed, and may be connected to the stay 203 by welding or the like.
  • the support members may be plural and arranged sequentially along the longitudinal direction of the groove-shaped beam body, thereby making it possible to reduce the difficulty in making and mounting the support member, and to ensure uniform distribution of the strength of the body cross member 200 along its length.
  • the support member may be substantially the same size as the length direction of the beam body, that is, the support member supports the beam side wall 202 of the groove beam body, or according to the collision force position of the body beam 200 along the groove.
  • a plurality of supports are disposed at intervals in the longitudinal direction of the beam body.
  • the body cross member 200 provided by the present disclosure is a cross member that can be applied to any position in the vehicle body structure, such as a cross member that overlaps the end of the longitudinal beam, that is, the longitudinal beam is cut off from the body cross member 200.
  • the body cross member 200 may be a front cross member 210.
  • the front cross member 210 may be a body cross member fixed to a lower surface of the floor panel 300, which may be near the front.
  • the body cross member installed on the hoarding plate 320 may also be a body cross member installed near the front end of the sill inner panel 500, or a body cross member disposed in front of the front seat mounting beam, or a body cross member installed near the lower end of the A-pillar inner panel, the front The beam 210 can be positioned below the vehicle passenger compartment.
  • the distance of the front cross member 210 from the front end of the sill inner panel 500 may be between 30 mm and 1000 mm, and when it is mounted near the front end of the sill inner panel 500, the distance from the front end of the sill inner panel 500 is 30 mm to 140 mm.
  • the front cross member 210 can also be in the position of a front middle floor panel known in the art, which is approximately 1000 mm from the front end of the sill inner panel 500.
  • the distance of the front cross member 210 from the front end of the sill inner panel 500 may also be 60/80/120/200/300/450/600/700/850/950 mm or the like.
  • the front cross member 210 overlaps the rear end of the front side member 100, that is, the front cross member 210 overlaps the rear end portion of the front side member 100, that is, the front side member 100 is cut off from the front side.
  • the front cross member 210 can also be used as a battery pack for mounting a battery pack to mount the front cross member.
  • a battery tray fastening hole 701 can be opened on the vehicle body cross member 200 to mount the battery tray carrying the battery pack to the battery pack through the fastener.
  • the battery pack is mounted on the front beam.
  • the front cross member 210 can simultaneously satisfy any one or more of the above restrictions.
  • the front cross member 210 is mounted on the lower surface of the floor panel while being mounted near the dash panel.
  • a connecting plate may be disposed between the longitudinal beam and the body cross member 200 to improve the connection stability of the longitudinal beam and the body cross member, and to disperse the force from the longitudinal beam to the vehicle body cross member.
  • the groove-shaped beam body of the body cross member 200 can be formed with connecting portions for connecting with the longitudinal beam and the connecting plate respectively in the left-right direction, and the outer surfaces of the corresponding connecting portions are respectively overlapped with the longitudinal beam and the connecting plate.
  • the connecting segments are the longitudinal beam connecting segments or the connecting plate connecting segments.
  • the position of the strut stiffener 207 and/or the swash plate 205 can be set corresponding to the connecting section, and when the vehicle collides in the front-rear direction, the body cross member 200 will withstand the collision force transmitted by the longitudinal beam, the connecting section and the longitudinal direction.
  • the overlapping position of the beam and the connecting plate is the most stressed.
  • the strut stiffener 207 and the inclined plate 205 can support the trough-shaped beam body and bear the impact impact, thereby avoiding deformation of the body cross member 200 at the connecting section, thereby improving The anti-collision capability of the body structure.
  • the body cross member 200 is formed as a front cross member 210 which is respectively connected to the rear ends of the left front side rail and the right front side rail, that is, the front side rail 100 is cut off. On the front beam 210.
  • the connecting section comprises a first connecting section and a second connecting section which are spaced apart and symmetrically arranged along the length direction of the groove beam body, the first connecting section is for connecting the corresponding front longitudinal beam 100, and the second connecting section is used for connecting the corresponding front longitudinal beam 100
  • the connecting plates may be disposed on the inner side and/or the outer side of the front side frame 100 according to actual needs, and the supporting plate 203 includes a first supporting plate spaced apart from the grooved beam body along the longitudinal direction of the grooved beam body.
  • the sloping plate 205 at the outer end of the first strut 203A is aligned with the outer end of the first connecting section in the front-rear direction
  • the sloping plate 205 at the outer end of the second strut 203B and the outer end of the second connecting section Align in the front and rear direction.
  • "alignment” refers to at least partial overlap of projections of two components in a certain direction (such as the front-rear direction or the up-and-down direction in the present disclosure).
  • the projection in the Z direction of the front end and the rear end of the front side member 100 is shifted by a distance of not more than 80 mm in the Y direction. That is, the projections of the rear end and the front end of the front side member are not excessively deviated in the left-right direction, thereby ensuring that the front side member is straight in the right and left direction to ensure the strength of the front side member.
  • the connecting plates may be disposed inside the respective front side members 100, for example, as the inner connecting plates 410 described below, and accordingly, the first connecting portions and the second connecting portions respectively include adjacently disposed longitudinal beam connections And a connecting plate connecting section, the connecting plate connecting section is located inside the corresponding longitudinal beam connecting section for connecting the inner connecting plate 410, and the supporting plate 203 further comprises a connecting between the first supporting plate 203A and the second supporting plate 203B in sequence
  • the third strut 203C, the sloping plates 205 at the two ends of the third strut 203C are respectively aligned with the inner ends of the corresponding connecting plate connecting sections in the front-rear direction.
  • the bottom wall of the groove-shaped beam body is provided with a first mounting hole 701a.
  • the body beam 200 further includes a reinforcing plate 208 covering the bottom wall of the beam.
  • the reinforcing plate 208 is opened with the first mounting hole 701a.
  • a second mounting hole 701b of the shaft to increase the strength of the body cross member 200 at the opening position, the first mounting hole 701a and the second mounting hole 701b may be used for mounting a vehicle component, such as a battery pack, that is, the first mounting hole 701a
  • the second mounting hole 701b is the battery tray fastening hole described above.
  • the grooved beam body has an upward opening, and the top edge is folded outward to form a beam opening flange 200a extending along the length of the groove beam body, and thus, when the first aspect of the disclosure is applied in the body structure
  • the body cross member 200 can be welded to the lower surface of the floor panel 300 through the beam opening flange 200a, so that the body cross member 200 and the floor panel 300 together form a support structure having a closed cross section, and the floor is raised.
  • the strength of the panel is to reduce the collision deformation of the floor panel, and can prevent the floor panel 300 from being excessively folded upward when a frontal collision occurs, thereby preventing the deformed floor panel 300 from entering the passenger compartment to damage the living space of the occupant or the compressed passenger compartment.
  • the end of the side wall of the beam may also be folded inward or outward to form a beam end flange 200b, and the end of the bottom wall of the beam extends outward to form a beam bottom wall overlapping edge 200c, so that
  • the body cross member 200 can be overlapped with other components of the vehicle body structure, such as floor rails, sill inner panels, etc., by the beam end flange 200b and the beam bottom wall lap edge 200c.
  • the present disclosure also provides a vehicle body structure, and some embodiments of the vehicle body structure provided by the second aspect of the present disclosure are illustrated in FIGS. 3 to 45.
  • the vehicle body structure may include a front side rail 100 having a main body section 100A and a downward curved section 100B connected to a rear end of the main body section 100A, and a front side cross member 100, the front side rail 100 including the left side direction
  • the left front side rail and the right front side rail, the front bulkhead beam 220 are mounted on the downwardly curved section 100B of the left front side rail and the right front side rail, and are at least partially below the main body section 100A (refer to FIG. 4).
  • the main section 100A of the front side member is generally higher than the floor panel position of the vehicle passenger compartment, and the transition of the front side member in the up and down direction is achieved by the downwardly curved section.
  • the main body segment 100A can be used to mount the sub-frame so that a vehicle power device such as a motor or an engine can be mounted on the main body segment 100A.
  • vehicle powerplants are typically located at least partially below the body section 100A.
  • the front side member 100 collapses to drive the vehicle component mounted on the main body segment 100A to move rearward, and the front cabin cross member 220 mounted on the downward curved portion 100B is only partially Located below the main body section, the vehicle component that moves backwards, such as a vehicle power unit such as a motor, can be stopped to prevent the vehicle component from invading the vehicle cabin due to a collision impact, thereby protecting the occupant.
  • a vehicle power unit such as a motor
  • the main body segment 100A is provided with a mounting point for mounting the sub-frame, and the power device of the vehicle is mounted on the main body section through the sub-frame, and is at least partially disposed below the main body section 100A and in front of the front cabin cross member 220 In order to enable the front cabin beam 220 to stop moving the power device back when it hits the front to threaten the passenger compartment.
  • the front bulkhead 220 is at least partially connected to the bottom of the downwardly curved section 100B, in particular in the present embodiment, as shown in Figure 5, the downwardly curved section 100B is formed.
  • An upwardly open groove-like structure and including a first longitudinal beam bottom wall 101 and a first longitudinal beam side wall 102, the upper edge of the opening of the groove-like structure of the downwardly curved section 100B is folded outward to form a front-rear direction
  • the first longitudinal beam side wall flange 102a is extended, the first longitudinal beam bottom wall 101 is bent downward from the rear end of the main body section 100A, and the front cabin beam 220 is formed as an upwardly open groove-like structure, and the front cabin beam 220 is grooved.
  • the end of the structure is connected at least to the first longitudinal beam bottom wall 101 of the downwardly curved section 100B, so that the front cabin beam 220 can better stop the front part of the vehicle, and avoid the impact of the vehicle power device such as a motor. Move back to the injured occupant.
  • the front bulkhead 220 may also be attached to the downwardly curved section 100B of the left front side rail and the right front side rail in any other suitable manner.
  • the edge of the opening of the groove-like structure of the front bulkhead 220 is folded outward (ie, folded forward or backward) to form a left-right direction.
  • the first first flange 220a is extended, and the end portion is folded outward (ie, folded forward or backward) to form a second flange 220b extending in the up and down direction, and the end portion is further formed with a third extending in the front-rear direction.
  • each flange and the front longitudinal beam 100 may be overlapped and welded to improve the connection strength of the front cabin beam 220 and the front longitudinal beam 100, thereby ensuring that the front cabin beam 220 can Better withstand the impact of the powerplant of the vehicle.
  • the front cabin beam 220 may be formed in a segmented structure for ease of fabrication.
  • the front cabin beam 220 may include a beam body and an end connection section connected to both ends of the beam body, and the slot width of the front cabin beam 220 has an opening width along the beam.
  • the body-to-end connection section is gradually enlarged to facilitate the processing of the flanges that overlap the front side member 100.
  • the front bulkhead 220 can also be formed as a unitary structure.
  • the downwardly curved section 100B is formed with an inner recess 105 for escaping the wheel along the wheel envelope, i.e., the front side member is recessed inwardly at the position of the inner recess 105 to ensure The steering of the vehicle.
  • the front side member 100 when the front collision occurs, the front side member 100 is easily deformed and bent at the inner recessed portion 105, squeezing other components mounted on the front portion of the vehicle, and affecting the collapse energy absorption effect of the front side member 100, therefore,
  • the front cabin beam 220 is coupled between the left front side rail and the inner front side of the right front side rail to form support for the two front side rails 100, thereby preventing the front side rail 100 from bending at the inner recess when the front side is hit. Therefore, it is possible to enhance the ability of the front side member to collapse in the front-rear direction of the vehicle to protect other components of the vehicle and the occupant.
  • the inner wall of the front side member 100 corresponds to the position of the inner recess 105.
  • a reinforcing plate is attached, for example by welding a sheet metal to achieve reinforcement of this position.
  • the vehicle body structure may further include a floor panel 300.
  • the front panel of the floor panel 300 is connected with a dash panel 320.
  • the passenger compartment is defined at the rear of the dash panel 320 and above the floor panel 300, correspondingly, the front
  • the cabin beam 220 is disposed in front of the dash panel 320 and may be coupled to the dash panel 320.
  • the front cabin cross member 220 may be coupled to the bottom of the dash panel 320 to better protect the occupant's foot.
  • the front bulkheads 220 can also be spaced apart in front of the dash panel 320.
  • the body structure also includes a carrier frame 700 for mounting other vehicle components, such as for mounting a battery tray 600 carrying a battery pack.
  • the carrier frame 700 can include at least The front cross member 210, the vehicle body longitudinal beam and the floor rear cross member 230, the front cross member 210, and the floor rear cross member 230 are both fixed to the lower surface of the floor panel 300, and the vehicle body longitudinal beams are coupled to the floor panel 300, wherein the front cross members 210 are spaced apart at The rear of the front cabin beam 220 is installed adjacent to the dash panel 320.
  • the vehicle body longitudinal beam may include a floor rail 110 fixed to a lower surface of the floor panel 300 and/or a sill inner panel 500 fixed to a side edge of the floor panel 300, that is, the battery tray 600 may be fixed on the floor rail, or It is fixed to the inner panel of the door frame or both, so that the mounting points are arranged according to the structure of the different battery tray 600.
  • the front cross member 210, the floor rail 110, and the floor rear cross member 230 may be referred to as a battery pack front cross member 210, a battery pack mounting rail 110, and The battery pack is fitted with a rear cross member 230.
  • the bearing frame 700 can be a frame structure formed by the front cross member 210, the two floor longitudinal beams 110 and the floor rear cross member 230.
  • the embodiment shown in FIG. 7 and FIG. 8 can also be adopted, that is, the floor longitudinal beam 110 includes separate connections.
  • the vehicle body structure further includes a rear side member 120, the rear side member 120 including a first rear portion respectively connected to the rear end of the corresponding floor rail 110
  • the longitudinal beam and the second rear longitudinal beam, the floor rear cross member 230 is coupled between the rear longitudinal members 120 such that the rear longitudinal beam 120 has the rear longitudinal beam front section 121 and the rear longitudinal beam rear section respectively located on the front and rear sides of the floor rear cross member 230.
  • the load-bearing frame 700 is formed as a front cross member 210, a first floor longitudinal beam 110A, a first rear longitudinal beam front section 121A, a floor rear cross member 230, a second rear longitudinal beam front section 121B and a second floor longitudinal beam 110B, which are sequentially connected end to end.
  • the beam and the longitudinal beam of the load-bearing frame 700 may be connected by being lapped and welded, screwed, or the like, or may be connected by adding a connecting means or the like, which is well known in the art, and the present disclosure does not specifically limit this.
  • the carrier frame 700 Through the structural design of the carrier frame 700, it is possible to arrange as many battery packs as possible under the floor panel 300, which is advantageous for ensuring that the vehicle has the longest possible cruising distance.
  • the floor stringers and the rear side members are connected to each other to increase the strength of the body structure.
  • the load-bearing frame 700 may further include a sill inner panel 500 disposed at two sides of the floor panel 300, the sill inner panel 500 extending in the front-rear direction and located at a corresponding The outside of the floor rail 110 is overlapped with the floor rail 110 and the front cross member 210, respectively.
  • a reinforcing beam may be connected between the front cross member 210 and the floor longitudinal beam 110 to enclose a reinforcing structure such as a triangle, that is, the reinforcing beam forms a triangle with the corner formed by the front cross member 210 and the floor longitudinal beam 110, thereby
  • the corners of the intersection of the beam and the stringer are increased in strength to enhance the strength of the carrier frame 700 to better withstand the gravitational and impact forces of, for example, the battery pack.
  • the reinforcing beam may also be formed as an L-shaped beam to enclose a rectangular frame structure with the corners formed by the front cross member 210 and the floor rail 110 to enhance the impact resistance of the vehicle body structure.
  • the front cross member 210, the floor rail 110, and the sill inner panel 500 can have any suitable overlapping relationship.
  • the manner in which the front cross member 210 is connected to the floor rail 110 can be referred to the embodiment shown in FIG. 11 to FIG. 14 , wherein the two floor rails 110 are respectively connected to the two ends of the front cross member 210 . And the floor rails 110 overlap the beam bottom wall 201, the beam side wall 202, and the beam opening flange 200a, respectively.
  • the end portion of the floor rail 110 is formed as an upwardly open groove-like structure and includes a floor rail inner side wall 112A, a floor rail bottom wall 111, and a floor rail outer side wall 112B, and a groove structure of the floor rail 110
  • the upper edge of the opening is folded outward (leftward and rightward) to form a first side flange 110a of the floor rail inner side wall and a side rail outer side flange 110b, respectively, and the floor stringer 110 passes through the inner side wall of the floor stringer
  • the first flange 110a is fixed to the lower surface of the floor panel 300, and the end of the floor rail inner side wall 112A is folded (inward and extending in the up and down direction) to form the second side edge 110c of the floor rail inner side wall, the floor stringer
  • the end portion of the bottom wall 111 extends outward in the front-rear direction to form a floor stringer bottom wall overlapping edge 110d, wherein the floor flange inner wall first flange 110a overlap
  • the sill inner panel 500 is formed as an open-out U-shaped groove structure and includes an opposite inner panel top wall 501 and an inner panel bottom wall 502, and is connected to the inner panel top wall 501 and the inner panel bottom wall.
  • the inner panel side wall 503 between the 502, as shown in FIG. 10, the splicing relationship between the sill inner panel 500 and the floor rail 110 may be that the floor rail 110 is overlapped to the inner panel bottom through the floor rail outer side flange 110b.
  • FIGS. 12 and 13 wherein the front cross member 210 overlaps the side edge 200c through the beam end flange 200b and the beam bottom wall. They are respectively overlapped on the inner panel side wall 503 and the inner panel bottom wall 502.
  • the carrier frame 700 to which the present disclosure relates is part of the force transmission path of the vehicle body structure, for example, in some embodiments to be described in detail below, specifically, the embodiment shown in FIGS. 15 and 16 is taken as an example, the front longitudinal When the rear end of the beam 100 overlaps with the front cross member 210 in the carrying frame 700, the front side member 100 is first subjected to impact when the vehicle is bumped forward, and the impact force is transmitted from the rear end of the front side member 100 to the front cross member 210 and along the floor.
  • the beam 110 and the sill inner panel 500 are dispersed to the vehicle body structure at the rear of the vehicle, so that the vehicle can absorb the collision energy as a whole, reduce the deformation of the vehicle dash panel, protect the driver and passengers located in the passenger compartment, and the front cross member. 210.
  • the sill inner panel 500 and the floor rail 110 overlap each other to increase the strength of the carrier frame 700, thereby ensuring that the carrier frame 700 is installed with more battery packs to improve the vehicle's endurance and reduce the load-bearing frame.
  • the degree of deformation of the 700 collision prevents the carrier frame 700 from deforming and squeezing the battery pack to cause a fire.
  • the body structure may also include a rear seat mounting cross member 260 (shown in Figures 43 and 45) that is coupled between the rear side members 120 and spaced apart in front of the floor rear cross member 230, carrying
  • the frame 700 may further include the rear seat mounting cross member 260, thereby increasing the number of mounting points of the battery tray 600 and the carrying frame 700, facilitating the mounting stability of the battery pack, and when the present disclosure relates to the carrying frame 700 as a vehicle body
  • the rear seat mounting cross member 260 can also increase the force transmission path between the rear side members 120 when a portion of the structural force transmission path is used.
  • the front beam 210 is formed as a front package of the battery pack
  • the floor stringer 110 is formed as a battery pack installation stringer
  • the floor rear beam 230 is formed as a battery pack after installation of the beam and is carried.
  • a battery tray fastening hole 701 is also defined in the frame 700 for fixing the battery tray 600.
  • the edge of the battery tray 600 is provided with an outwardly extending mounting lug 601 such that the edge of the battery tray 600 does not directly contact the carrier frame 700, thereby ensuring that the battery tray 600 is not directly subjected to impact during a collision, Protect the battery pack.
  • the mounting lug 601 is positioned in alignment with the position of the battery tray fastening hole 701, and a mounting hole is coaxially opened to mount the battery tray 600 on the carrier frame 700 by fasteners.
  • the battery tray 600 can be formed as a unitary structure (as shown in Figure 8) or as a split structure (as shown in Figure 9).
  • the battery tray 600 may include a first battery tray 610 and a second battery tray 620 that are spaced apart in the front-rear direction, and the carrier frame 700 further includes a space between the battery pack front mounting beam 210 and the battery pack rear mounting beam 230.
  • a cross member 290 is installed in the battery pack, wherein the first battery tray 610 is respectively overlapped with the battery pack front mounting cross member 210, the vehicle body longitudinal beam and the battery pack mounting cross member 290, and the second battery tray 620 is respectively associated with the battery pack.
  • the mounting beam 290, the longitudinal beam of the vehicle body, and the battery pack rear mounting beam 230 are overlapped.
  • the mounting beam 290 of the battery pack can be overlapped on the longitudinal beam of the vehicle body, and the existing beam of the vehicle body structure, such as the rear seat mounting beam 260, can also be utilized.
  • the load bearing frame 700 can also be used as a collision force transmitting structure in whole or in part to assist in dispersing the collision force.
  • a first embodiment of a vehicle body structure dispersing collision force is provided.
  • the rear ends of the left front side rail and the right front side rail are respectively connected to the front cross member 210, that is, the front side rail 100 is cut back to the front cross member 210.
  • the rear end of the front side member is only connected to the front cross member 210, and is not connected to other members, so that the impact impact force is transmitted from the front side member 100 to the front cross member 210 through the connection of the front side member 100 and the front cross member 210.
  • the front frame beam rear leg is prevented from invading the passenger compartment, and the front cabin beam 220, the left front longitudinal beam, the front beam 210 and the right front longitudinal beam are enclosed in a closed-loop frame, which increases the collision force transmission path of the vehicle and contributes to the dispersion of collision energy.
  • the closed-loop frame allows the body structure to have higher strength, withstand the initial collision load and the backlash of the front part of the vehicle, protecting the occupants and other components of the vehicle, such as battery packs.
  • the front side member 100 that is cut back to the front cross member may also be extended in the left-right direction to a member such as a sill inner panel. That is, the front side member 100 is cut off from the front cross member 210.
  • the front cross member 210 is formed as an upwardly open groove-like structure and includes a beam bottom wall 201 and a beam side wall 202, and an upper edge of the opening of the groove structure of the front beam 210 is folded outward to form a beam opening
  • the side cross member 210 is coupled to the lower surface of the floor panel 300 by a beam opening flange 200a.
  • the front side member 100 can be fixedly coupled to the front cross member 210 according to any suitable connection manner.
  • the front side member 100 is respectively overlapped on the beam bottom wall 201 and the beam side wall. 202 and the beam opening flange 200a, in particular, the rear end of the front side frame 100 is formed as an upwardly open groove-like structure and includes a longitudinal beam bottom wall 103 and a longitudinal beam side wall 104, and a groove-like structure at the rear end of the front longitudinal beam 100
  • the upper edge of the opening is folded outward to form a first longitudinal beam flange 100a extending in the front-rear direction
  • the end of the longitudinal beam side wall 104 is folded outward to form a second longitudinal beam flange extending in the up and down direction 100b
  • the end of the longitudinal beam bottom wall 103 extends outward to form a longitudinal beam bottom wall overlapping edge 100c extending in the left-right direction, wherein the first longitudinal beam flange 100a overlaps the beam opening flange 200a
  • the downwardly curved section 100B and the groove-like structure at the rear end of the front side member 100 are continuously transitioned, that is, the front side member 100 is formed as a continuous groove from the installation position of the front side cross member 220 to the rear end of the front side member 100.
  • the structure is used to increase the strength of the rear section of the front side member 100 to improve the bending strength of the front side member 100, so as to prevent the front side member 100 from being bent into the passenger compartment when the front side is hit.
  • the vehicle body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them, such as FIG. 2, FIG. 7 to FIG. 8, FIG. 10 to FIG.
  • the inner connecting plate 410 and the outer connecting plate 420 are respectively located on inner and outer sides of the front side frame 100, and the inner connecting plate 410 is connected to the front side cross member 220, the front side member 100 and the front cross member 210, respectively.
  • the inner web 410 can be positioned between the front bay beam 220 and the front cross member 210 and coupled to one of the front bay beam 220 and the front cross member 210.
  • the outer connecting plates 420 are respectively connected to the front longitudinal beam 100 and the front cross member 210.
  • the inner connecting plate 410 and the outer connecting plate 420 can also assist in dispersing the impact impact force, so that the collision force passes through the rear stage of the front side frame 100.
  • the inner and outer connecting plates are transmitted to the structure behind the vehicle, and the rear section of the front side frame 100 is prevented from being deformed and bent, and the dash panel 320 is deformed to squeeze the passenger compartment space.
  • the inner connecting plate 410 and the outer connecting plate 420 may have any suitable structures respectively.
  • the inner connecting plate 410 includes an inner connecting bottom wall 411, and the inner connecting bottom wall 411 has a first edge and an inner connecting plate connected end to end. a second edge of the connecting plate, a third edge of the inner connecting plate and a fourth edge of the inner connecting plate, the first edge of the inner connecting plate extends along the front cross member 210 and overlaps the front cross member 210, and the second edge of the inner connecting plate is along the front longitudinal beam 100 extends and overlaps with the front side member 100.
  • the third inner edge of the inner connecting plate is connected with the first inner connecting side wall 412 extending upwardly at an angle to Adapting to the positional relationship between the front cross member 220 and the front cross member 210 in the up and down direction, the first inner connecting side wall 412 is overlapped with the front cabin cross member 220, and the fourth inner connecting side wall 413 is connected to the fourth inner edge of the inner connecting plate.
  • the second inner connecting side wall 413 is overlapped with the front cross member 210.
  • the first edge of the inner connecting plate extends outward to form an inner connecting plate first overlapping edge 410a extending in the left-right direction, and the upper edge of the second inner connecting side wall 413 is folded outward to form a front-rear direction.
  • the second inner connecting side wall first flange 410b, the second inner connecting side wall 413 is folded outwardly near the end of the first edge of the inner connecting plate to form a second inner connecting side wall second flange extending in the up and down direction 410c, wherein the inner connecting plate first overlapping edge 410a overlaps the beam bottom wall 201, the second inner connecting sidewall first flange 410b overlaps the beam opening flange 200a, and the second inner connecting sidewall is secondly turned
  • the edge 410c is overlapped with the beam sidewall 202;
  • the second edge of the inner connecting plate extends outward to form a second overlapping edge 410d of the inner connecting plate extending in the front-rear direction, and the second connecting edge 410d of the inner connecting plate overlaps with the vertical beam bottom wall 103;
  • the upper edge of the first inner connecting side wall 412 is folded outward to form a first inner connecting side wall flange 410e extending substantially in the left-right direction, and the first inner connecting side wall flange 410e and the groove structure of the front cabin beam 220 The groove wall overlaps.
  • the inner connecting plate can also be provided with a reinforcing structure by means of welding sheet metal, etc., thereby further strengthening the strength of the rear section of the front longitudinal beam 100, and avoiding the rear section of the front longitudinal beam 100 from invading the front wall by collision and bending.
  • the outer connecting plate 420 is shown in the overlapping relationship between the front side frame 100 and the front cross member 210.
  • the outer connecting plate 420 also extends outwardly and overlaps the sill inner plate 500.
  • the outer connecting plate 420 is used. The impact is received and the impact force is transmitted to the front cross member 210 and the sill inner panel 500, thereby reducing the deformation of the wheel receding vehicle A-pillar and dash panel 320.
  • the front longitudinal beam is subjected to a large force, and the outer connecting plate 420 can also function to disperse the force transmission.
  • the outer connecting plate 420 may include an outer connecting bottom wall 421, and the outer connecting bottom wall 421 is formed in a quadrangular shape, and has a first edge of the outer connecting plate sequentially connected end to end, and a second edge of the outer connecting plate. a third edge of the outer connecting plate and a fourth edge of the outer connecting plate, the first edge of the outer connecting plate extends along the front cross member 210 and overlaps the front cross member 210, and the second edge of the outer connecting plate extends along the front longitudinal beam 100 and The front side member 100 is overlapped, and the outer edge of the outer connecting plate is connected with an upwardly extending outer connecting side wall 422, and the outer connecting side wall 422 is overlapped with the front side frame 100.
  • the first edge of the outer connecting plate extends outward to form a first connecting edge 420a of the outer connecting plate extending in the left-right direction, and the first connecting edge 420a of the outer connecting plate overlaps with the bottom wall 201 of the beam;
  • the two edges extend outward to form a second connecting edge 420b of the outer connecting plate extending in the front-rear direction, and the upper edge of the outer connecting side wall 422 is folded outward to form the outer connecting side wall first flange 420c, and the outer connecting side wall
  • the end portion of the second edge adjacent to the outer connecting plate is folded outward to form an outer connecting side wall second flange 420d extending in the up and down direction, wherein the second connecting edge 420b of the outer connecting plate and the bottom wall 103 of the longitudinal beam
  • the first flange 420c of the outer connecting sidewall overlaps the first longitudinal flange 100a, and the second flange 420d of the outer connecting sidewall overlaps the sidewall of the longitudinal beam 104; the first
  • the fourth edge of the outer connecting plate extends along the sill inner panel 500 and overlaps the sill inner panel 500, and the outer connecting side wall 422 extends outwardly near the end of the fourth edge to overlap the end of the sill inner panel 500.
  • the length of the second edge of the outer connecting plate is greater than the length of the fourth edge of the outer connecting plate, and the third edge of the outer connecting plate is formed as a circular arc structure recessed rearward to avoid the wheel.
  • the outer connecting plate 420 is further provided with a reinforcing structure for carrying the force in the front-rear direction.
  • the reinforcing structure may be formed as a reinforcing rib extending from the first edge of the outer connecting plate toward the third edge of the outer connecting plate, and the projection of the wheel on the outer connecting plate 420 in the front-rear direction at least partially coincides with the end of the reinforcing rib,
  • the reinforcing structure may also be formed as sheet metal or filled CBS (composite reinforcing material).
  • the front cabin beam 220 is installed at the rear end of the downward curved section 100B of the left front longitudinal beam and the right front longitudinal beam, that is, the front longitudinal beam 100 is cut off from the front cabin cross member 220, and the front cabin cross member 220 is connected with the front cross member 210.
  • the force transmitting structure transmits the impact impact force from the front side member 100 to the carrier frame 700 through the force transmitting structure.
  • the force transmitting structure may be formed as a connecting plate 430.
  • the front end of the connecting plate 430 is overlapped on the front cabin beam 220, and the rear end is overlapped on the front beam 210 to pass the collision force through the connecting plate 430.
  • the deck beam 220 is transmitted to the front cross member 210, and the top surface (i.e., the highest height surface) of the web 430 can also be attached to the floor panel 300 to increase the joint strength of the force transmitting structure.
  • connection board 430 In order to facilitate the overlapping with the front side member 100 and the connecting plate respectively, the two ends of the front hatch beam 220 are provided with connecting portions respectively overlapping the front side member 100 and the connecting plate, the specific structure of the connecting portion and the front side member 100
  • the connection relationship with the connection board 430 can be selected according to actual needs.
  • the connecting portion is formed as an upwardly open groove-like structure and includes a connecting bottom wall 221 and a front side wall 222 and a rear side wall 223 which are oppositely disposed in the front-rear direction, and the opening of the groove-like structure of the connecting portion
  • the edges are folded outward to form a front side wall flange 222a and a rear side wall flange 223a extending in the left-right direction, respectively, and the rear ends of the downwardly curved sections 100B are respectively overlapped on the front side wall 222 and the front side wall flange 222a.
  • connecting the bottom wall 221, the connecting plate 430 is overlapped on the rear side wall 223, the rear side wall flange 223a and the connecting bottom wall 221, respectively.
  • the downwardly curved section 100B is formed as an upwardly open groove-like structure and includes a longitudinal beam inner side wall 102A, a first longitudinal beam bottom wall 101, and a longitudinal beam outer side wall 102B, and a longitudinal beam inner side wall 102A.
  • the upper edge is folded outward to form a first longitudinal beam inner side wall flange 102a extending in the front-rear direction, and the end portion of the longitudinal beam inner side wall 102A is folded outward to form a second longitudinal beam inner side wall extending in the up and down direction.
  • the edge 102b, the end of the first longitudinal beam bottom wall 101 extends outward to form a first longitudinal beam bottom wall overlapping edge 101a extending in the left-right direction
  • the end of the longitudinal beam outer side wall 102B extends outward to form an up-and-down direction
  • a longitudinal beam bottom wall overlapping edge 101a and a longitudinal beam outer side wall overlapping edge 102c are respectively overlapped with the connecting bottom wall 221.
  • the end portion connecting the bottom wall 221 can be turned up. Folded to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 being coupled to the front side wall 222 and the rear side Between the walls 223, the outer side wall overlapping edge 102c of the stringer overlaps the outer end wall 224 (refer to Fig. 21).
  • the front end of the connecting plate is formed as an upwardly open groove-like structure including a first inner side wall 432A, a first bottom wall 431 and a first outer side wall 432B, and the upper edge of the first inner side wall 432A Folding outward to form a first inner sidewall first flange 430a extending in the front-rear direction, the end of the first inner sidewall 432A being folded outward to form a first inner sidewall second flange 430b extending in the up-and-down direction, An end portion of a bottom wall 431 extends outward to form a first bottom wall overlapping edge 430c extending in the left-right direction, and an end portion of the first outer sidewall 432B extends outward to form a first outer sidewall overlapping extending in the up-and-down direction
  • the end portion of the connecting bottom wall 221 may be folded upward to form an outer end extending in the front-rear direction.
  • the lap 430d overlaps the outer end wall 224 (refer to FIG. 21).
  • the rear ends of the connecting plates 430 are respectively overlapped on the beam bottom wall 201, the beam side wall 202, and the beam opening flange 200a.
  • the rear end of the connecting plate 430 is formed as an upwardly open groove-like structure including a second bottom wall 433 and two opposite second side walls 434, and the upper edge at the opening of the groove-like structure at the rear end of the connecting plate 430 is turned outward Folding to form a second side wall first flange 430e extending in the front-rear direction, the end of the second side wall 434 is folded outward to form a second side wall second flange 430f extending in the up-and-down direction, the second bottom
  • the end of the wall 433 extends outward to form a second bottom wall overlapping edge 430g extending in the left-right direction, wherein the second side wall first flange 430e overlaps the beam opening flange 200a, and the second side wall is second The flange 430f overlaps the beam side wall 202
  • the number of connecting plates between the front bulkhead 220 and the front cross member 210 can be arbitrarily set.
  • the force transmission structure between the front bulkhead 220 and the front cross member 210 is connected by a plurality of connections.
  • the plate 430 is formed, the connecting plates are two and symmetrically arranged with respect to the vertical bisector of the front beam 210;
  • connecting plates in the middle are located on the vertical bisector of the front cross beam 210, and the connecting plates on the left and right sides are symmetrically disposed with respect to the connecting plate in the middle;
  • the connecting plates are two and symmetrically disposed with respect to the vertical bisector of the front cross member 210, and a herringbone shape (FIG. 25) or a figure eight shape (FIG. 26) or X is disposed between the two connecting plates.
  • a connecting beam (Fig. 27) the front end of the chevron or figure-eight or X-shaped connecting beam is connected to the front cabin beam 220, and the rear end is connected to the front beam 210.
  • the front end to the rear end of the connecting plate are formed as a continuous groove-like structure, in other alternative embodiments, such as in the connecting plate.
  • the front end and the rear end of the connecting plate may be groove-like structures formed at both ends of the connecting plate to facilitate processing of the flange and overlapping with other body beams or sill inner plates.
  • the impact energy of the front collision is transmitted to the connecting plate through the front cabin beam 220, and continues to be dispersed to the front beam 210 and other beams of the bearing frame 700 to improve the collision safety performance of the vehicle.
  • a third embodiment of the vehicle body structure dispersion collision force is provided, wherein the front side member 100 is cut off from the front cabin beam 220, and the front cabin beam 220 and the threshold inner panel 500 are
  • the connection between the front sill beam 220 and the front side sill 100 and the front end of the connecting plate is the same as that of the second embodiment.
  • the connecting plate is bent outward from the front cabin beam 220 such that its rear end overlaps the inner panel bottom wall 502 and the inner panel sidewall 503 of the sill inner panel 500, and the connecting panel
  • the top surface is also attached below the floor panel 300.
  • the connecting plate 430 is bent outward from the front bulkhead 220 and connected to the sill inner panel 500, and the connecting plate 430 is an upwardly open figure-shaped structure, and the top surface of the figure-shaped structure is connected to the floor panel 300. On the lower surface.
  • the rear end of the connecting plate is formed as an upwardly open groove-like structure including a second inner side wall 434A, a second bottom wall 433, and a second outer side wall 434B, and the end of the second inner side wall 434A is turned outward.
  • the front cross member 210 is coupled to the sill inner panel 500 at the rear of the reinforcing panel 430 to form support for the sill inner panel 500 and to distribute the force.
  • the front end of the connecting plate transitions to the rear end arc to avoid the wheel.
  • a fourth embodiment of the vehicle body structure dispersing collision force is provided, wherein the front side member 100 is cut off from the front cabin beam 220 and the front cabin beam 220 is spaced from the floor rail 110 Connected with a force transmission structure.
  • the connection manner of the front side cross member 220 and the front side member 100 and the front end of the connecting plate 430 is the same as that of the second embodiment.
  • the web 430 is outwardly bent from the front bay beam 220 and the rear end is coupled to the floor rail 110.
  • the connecting plate is a figure-shaped structure that is open upward, and the top surface of the figure-shaped structure is connected to the lower surface of the floor panel 300, and the rear end of the connecting plate is formed as an upwardly open groove-like structure,
  • the inner wall contour of the groove structure of the rear end is the same as the outer wall contour of the end of the floor longitudinal beam 110 and is sleeved with each other.
  • the outer wall contour of the groove structure of the rear end of the connection plate 430 may be the inner wall of the end of the floor longitudinal beam 110. The contours are the same and are nested together.
  • the upper surface of the floor panel 300 is also fixed with a transverse pressing plate 310 in the same direction as the front beam 210, and the horizontal pressing plate 310 and the front beam 210 at least partially overlap the projection on the floor panel 300 in the up and down direction. Therefore, when the vehicle collides (including the front touch and the side touch), the horizontal pressure plate 310 can stop the upward deformation of the front cross member 210, and avoid the excessive deformation of the front cross member 210, so that the floor panel 300 is upwardly convexly compressed to compress the inner space of the passenger compartment. Prevents the occupants from escaping.
  • the lateral pressing plate 310 is formed as a second groove-like structure that is open downward and includes a lateral pressing plate bottom wall 311 and a lateral pressing plate side wall 312, and the opening of the second groove-like structure
  • the edges are folded outward to form a transverse plate flange 310a
  • the transverse plate 310 is joined to the floor panel 300 by a transverse plate flange 310a
  • the beam opening flange 200a is aligned with the transverse plate flange 310a such that the front beam 210 and the transverse plate 310 together form a mouth-shaped support structure, so that the front beam 210, the floor panel 300 and the horizontal pressure plate 310 together form a plurality of mouth-shaped support structures.
  • the beam opening can be turned by three-layer welding.
  • the edge 200a, the floor panel 300 and the transverse plate flange 310a are welded together to ensure the strength of the connection position of the three, so that the deformation of the front beam 210 can be effectively reduced to invade the passenger compartment of the floor panel 300, and the current impact force
  • the clamping structure formed by the front cross member 210 and the lateral pressing plate 310 can stop the tendency of the floor panel 300 to continue to fold, and reduce the deformed floor surface.
  • the board 300 scratches the risk of the occupant.
  • the middle section of the front cross member 210 and the floor panel There is a gap between the 300 for passing at least one of the cable and the pipe.
  • the gap is provided in various ways. For example, as shown in FIG. 34, the middle portion of the floor panel 300 is convex upward to form a front-rear direction.
  • the central passage 301, the front cross member 210 extends from the one end of the floor panel 300 in the left-right direction across the central passage 301 to the other end of the floor panel 300 such that the front cross member 210 and the central passage 301 together define the gap.
  • the height of the gap is not more than 60 mm, and further not more than 50 mm, so as to rationally utilize the space inside the vehicle.
  • the gap may be formed by the central passage 301, and the front cross member 210 may include a first front cross member 210A and a second front cross member 210B spaced apart from each other on both sides of the central passage 301 in the left-right direction, with reference to FIG.
  • the first front beam 210A and the second front beam 210B are each formed into an upwardly open groove-like structure, and include a beam bottom wall 201, a beam side wall 202, and a beam connected between the beam bottom wall 201 and the beam side wall 202.
  • the inner end wall 209 and the upper edge at the opening of the channel structure are folded outward to form a beam opening flange 200a, and the front beam 210 is coupled to the floor panel 300 by a beam opening flange 200a.
  • the left front side rail and the right front side rail may have any suitable connection position, for example, the left front side rail is connected to the center position of the first front cross member 210A in the left-right direction, and the right front cross member is connected to the center of the second front cross member 210B in the left-right direction. The position is such that the corresponding front cross member 210 can better withstand the collision force transmitted by the left front side rail and the right front side rail.
  • the inner side of the front side frame 100 is provided with an inner connecting plate 410, and the outer side is provided with an outer connecting plate 420, and the front side of the inner connecting plate 410 is connected to the front side beam 220, the rear side is connected to the front cross member 210, the outer side is connected to the front side member 100, the inner side of the outer connecting plate 420 is connected to the front side member 100, and the rear side is connected to the front cross member 210.
  • the lateral pressure plate 310 is formed as a first lateral pressure plate 310A and a second horizontal pressure plate 310B which are respectively located on both sides of the central passage 301.
  • the central passageway 301 is also provided with a central passage cover 302 to strengthen the structure of the central passage 301 to prevent deformation of the central passage 301 during collision, thereby protecting the occupant and the cables disposed under the floor panel 300.
  • the front cabin cross member 220 is coupled to the front surface of the dash panel 320 and coincides with the front end of the floor panel 300, the central passage.
  • the cover plate 302 includes a front passage cover 302A.
  • the front end of the front passage cover 302A is connected to the front end of the floor panel 300 and coincides with the position of the front cabin cross member 220, and the rear end extends rearward along the extending direction of the central passage 301 to the front cross member.
  • the 210 is aligned, and the front cross member 210 is mounted on the lower surface of the floor panel 300 near the dash panel 320.
  • the front impact energy of the vehicle can be transmitted to the front cross member 210 through the front side member 100 and dispersed to the components of the other load bearing frame 700, and can also be transmitted to the center access cover 302 and the floor panel 300 through the front cabin cross member 220.
  • the deformation of the dash panel 320 caused by the collision is minimized to protect the occupant located in the passenger compartment.
  • the height of the protrusion of the central passage 301 gradually increases from the front end of the floor panel 300 toward the middle portion, and the height of the central passage protrusion is not more than 60 mm, further not more than 50 mm, to make reasonable use of the interior space of the vehicle.
  • the upper surface of the floor panel 300 is provided with a horizontal pressure plate 310 and a vertical pressure plate 330 for suppressing the upturn of the floor panel 300.
  • the central passage 301 may have a lower height to be combined with the horizontal pressure plate 310 and the longitudinal direction.
  • the upper surface of the pressure plate 330 is flush, thereby ensuring that the floor panel 300 has a flatter top surface to facilitate the arrangement of the interior components of the vehicle, improving the aesthetics and ride comfort of the interior of the vehicle.
  • the front passage cover 302A is formed to cooperate with the outer contour of the central passage 301 and at least partially covers the groove-like structure of the central passage 301. By this technical solution, the front passage cover 302A covers the front end of the central passage 301 such that the central passage 301 It can withstand the impact of a large collision moment.
  • the front channel cover 302A can be fixed to the floor panel 300 in any suitable manner. For example, the lower edge of the opening of the groove structure of the front channel cover 302A is folded outward to form a front channel cover flange.
  • the front passage cover 302A is connected to the floor panel 300 through the front passage cover flange 302a, and the inner ends of the first horizontal pressure plate 310A and the second horizontal pressure plate 310B may also overlap with the front passage cover 302A to increase
  • the connection strength between the components of the upper surface of the floor panel 300 and the floor panel 300, the outer ends of the first horizontal pressure plate 310A and the second horizontal pressure plate 310B may extend outward to overlap the sill inner panel 500 to strengthen the overall structure of the vehicle body structure. And assist in dispersing collision energy.
  • the central passage cover 302 further includes a rear passage cover 302B connected to the rear end of the front passage cover 302A, and the rear passage cover 302B is rearward from the front passage cover 302A along the top wall of the central passage 301.
  • the extension for example, extends to overlap the front seat mounting beam 240. As shown in Figures 36 and 37, the collision force transmission path of the vehicle body structure is increased.
  • the vehicle body structure may further include a longitudinal pressure plate 330 fixed above the floor panel 300.
  • the longitudinal pressure plate 330 may be two corresponding to the left front side rail and the right front side rail, respectively.
  • the longitudinal pressure plate 330 intersects the first lateral pressure plate 310A and the second lateral pressure plate 310B, respectively, and the projection of the longitudinal pressure plate 330 and the front longitudinal beam 100 on the floor panel 300 in the up and down direction at least partially coincides. Therefore, when the vehicle is bumped forward, the longitudinal pressing plate 330 can stop the upward deformation of the front longitudinal beam 100, and prevent the front longitudinal beam 100 from being bent upward to cause the floor panel 300 to be turned up to protect the legs of the occupant.
  • the transverse pressing plate 310 and the longitudinal pressing plate 330 may have a plurality of intersecting embodiments.
  • the horizontal pressing plate side wall 312 of the groove-like structure of the horizontal pressing plate 310 is formed with a downwardly opening escape groove. 313, the escape groove 313 extends through the lateral pressure plate sidewall 312, and the vertical pressure plate 330 passes through the escape groove 313 and intersects the horizontal pressure plate 310.
  • the depth of the escape groove 313 is the same as the depth of the groove structure of the lateral pressure plate 310, so that the upper surface of the longitudinal pressure plate 330 overlaps with the lower surface of the horizontal pressure plate bottom wall 311 to ensure the horizontal pressure plate 310 and the vertical pressure plate 330. There is sufficient joint strength between them, and the effect of making the upper surface of the transverse plate flat.
  • the cross plate 310 and the longitudinal plate 330 may also be an integrally formed cross plate structure.
  • a longitudinal pressure plate connecting plate 321 is connected to the rear surface of the dash panel 320.
  • the longitudinal pressing plate 330 is connected to the front longitudinal beam 100 through the longitudinal pressure plate connecting plate 321 to increase the transmission of the vehicle body structure.
  • the force path, when the current collision occurs, the collision force received by the front side member 100 can also be transmitted to the longitudinal pressure plate 330 through the longitudinal pressure plate connecting plate 321 .
  • the force can continue to
  • the rear cross member is overlapped with the seat beam, and the seat beam may be a front seat mounting beam 240 or a rear seat mounting beam 260 spaced behind the front cross member 210, so that the collision force can also be transmitted to the longitudinal pressure plate 330 to Other body structure components to enhance vehicle collision safety.
  • the horizontal pressure plate and the longitudinal pressure plate also enhance the floor panel.
  • the manner in which the front side member 100, the longitudinal pressure plate connecting plate 321 and the longitudinal pressure plate 330 are connected may be connected in any suitable form.
  • the front side member 100 has a groove-like structure that is open upward
  • the longitudinal pressure plate connecting plate 321 has a groove-like structure that is open downward (refer to FIG. 41), so that the front side frame 100 and the longitudinal pressure plate connecting plate 321 can be snap-fitted into a mouthpiece.
  • the structure is configured to increase the impact strength of the joint position
  • the longitudinal pressure plate connecting plate 321, the dash panel 320 and the front side frame 100 can be integrally connected by a three-layer welding joint, wherein the front end of the longitudinal pressure plate 330 and the longitudinal pressure plate connecting plate The rear end of the 321 is welded.
  • the longitudinal pressure plate 330 may be formed as a downwardly open groove-like structure and includes a longitudinal pressure plate bottom wall 331 and a longitudinal pressure plate side wall 332, and the vertical pressure plate has a groove-like structure at the opening.
  • the edge is folded outward to form a longitudinal plate flange 330a, and the longitudinal plate flange 330a is coupled to the floor panel 300 to maintain a stable connection, and may also have a groove-like structure of the longitudinal plate 330 and a rear end of the front side member 100.
  • a stringer flange 100a is aligned with respect to the floor panel 300 to enhance the flexural strength of the rear end of the front rail 100, preventing the front rail 100 from deforming causing the floor panel 300 to be upturned.
  • the cross member involved in the vehicle body structure provided by the present disclosure can use the body cross member 200 provided by the present disclosure, and the current cross member 210 and the floor rear cross member 230 are respectively installed as battery packs.
  • the front cross member and the battery pack are used to mount the rear cross member, the first mounting hole 701a and the second mounting hole 701b of the body cross member 200 are formed as mounting holes of the battery tray 600 carrying the frame 700.
  • the vehicle body structure provided by the present disclosure can form a plurality of force transmission paths for dispersing the collision force during the front collision of the vehicle, specifically, Above the floor panel 300, the force transmitting path of the collision force includes, but is not limited to: 1) front side member 100 - longitudinal pressure plate connecting plate 321 - longitudinal pressure plate 330 - seat beam; 2) front cabin beam 220 - central passage cover 302 a central passage 301; and the two force transmission paths are communicated by the transverse pressure plate 310 and further dispersed to the sill inner panel 500, usually in the passenger compartment, especially in the cab, the occupant is located behind the dash panel 320 and on the side of the central passage 301 Moreover, the force transmitting structure can avoid collision and cause large deformation of the floor panel 300 and the dash panel 320, reduce the damage caused by the deformation of the floor panel 300 and the dash panel 320 to the occupant, and ensure the
  • the force transmitting path of the impact force includes: a front side rail 100 - a front cross member 210 - a floor rail 110 and a sill inner panel 500 - a rear side rail 120, and further includes a front cabin cross member 220, a floor rear cross member 230 and the rear seat mounting beam 260 to assist in dispersing the collision force, forming at least two closed loop frames under the floor panel 300, including:
  • a closed-loop frame composed of a front cabin beam 220, a left front longitudinal beam, a front cross member 210 and a right front longitudinal beam, the closed-loop frame having at least the following advantages: first, to withstand frontal collision loads, including initial collision loads transmitted through the force transmission path and The reverse impact impact of the drive motor or the like; secondly, the closed frame-shaped structure has strong stability, and optionally in actual manufacturing, it can also be better ensured by setting appropriate beam wall thickness and material strength.
  • the reinforcing structure formed by the frame-shaped structure and the outer connecting plate 420 disposed outside the front longitudinal beam 100 can effectively adapt to serious backlash of wheels such as small offset bumps
  • the front longitudinal beam (and the small offset collision wheel) can be obtained by the stable structure between the front bulkhead 220 and the front cross member 210.
  • the concentrated load applied is distributed to the sill inner panel 500 and the floor rail 110 on both sides of the passenger compartment to be further transmitted to the rear of the vehicle body. Therefore, normal force is applied to more effectively avoid deformation of the passenger compartment when the front is hit. as well as
  • the closed-loop frame formed by the bearing frame 700, the closed-loop frame has at least the following advantages: First, the layout area (space) of the battery pack can be provided to the maximum extent under the condition of satisfying the requirements of collision safety deformation, and the performance of long-distance battery life is improved.
  • the closed-loop frame provides a simple and easy assembly method for the battery pack, and the battery pack arrangement having the intensive feature in the spatial arrangement facilitates the electrothermal management inside the battery pack;
  • the closed loop frame The geometrical position of the passenger compartment, that is, the floor panel, is substantially aligned in the up and down position, so that the improvement of the anti-collision deformation of the frame structure or the passenger compartment structure simultaneously protects the occupant and the battery pack;
  • the closed loop frame It is easier to make a design with better structural balance, and it is easy to meet the performance balance requirements of different parts.
  • the two structures can distribute the collision force evenly on the beams on the one hand, and can also stop the components disposed at the front of the vehicle, so as to prevent the power device of the vehicle such as the motor from moving backward into the passenger cabin due to the collision impact. Or squeeze the battery pack located under the floor panel 300 to cause secondary damage.
  • the present disclosure also provides a vehicle including the vehicle body structure provided by the present disclosure, and therefore, the vehicle has all the advantages and benefits of the vehicle body structure provided by the present disclosure, in order to reduce unnecessary repetition. , will not repeat them here.
  • the vehicle may be an electric vehicle such that the body structure is adapted to the installation of the battery pack.

Abstract

一种车身横梁和车辆。车身横梁(200)包括槽状横梁本体和支撑件，支撑件连接于槽状横梁本体并且与至少部分槽状横梁本体围成具有封闭横截面的支撑结构。所述车身横梁的结构强度好，抗冲击性强。

Description

车身横梁和车辆
相关申请的交叉引用
本申请基于申请号为201710527422.8，申请日为2017年6月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及车辆的车身结构技术领域，具体地，涉及一种车身横梁和具有该车身横梁的车辆。
背景技术
在车辆，尤其是乘用车的交通(碰撞)事故中最大程度地减少乘员的死亡率和受伤程度是乘用车的整车研发和制造的核心设计技术。其中，对车身结构的碰撞安全变形结构的设计是提高整车碰撞安全性能的基础。为了满足公众对家用乘用车的越来越高的碰撞安全性的要求，近年来各国的有关部门都在本国的相关法规和评价规范中不断逐步地改进和补充了一些乘用车的碰撞安全性能的试验条件。例如美国正在针对其国内市场销售的车辆，更新其一系列有关安全碰撞性能的法规和评价规范，要求车身成员舱在更多工况下可以承受更大碰撞力而有相对比较小的变形。
随着家用乘用车在全球市场的普及，石化能源短缺及燃烧带来的环保问题越来越严重，所以各国都在积极开发新能源汽车。而电动汽车作为新能源汽车的一个方向正在成为未来的趋势。电动汽车的设计除了要满足传统的设计，还需要考虑设计较高的续航里程，以满足与传统燃油车的竞争力。
为了提升续航距离，电动汽车需要配备更加多的电池包，这样相比同样规 格的燃油车，电动汽车的整车重量会大幅度地增加，这就导致在同样试验条件下，车辆的碰撞初期整车动能的增加，也就说，电动汽车的车身结构需要能够承担更大的力和吸收更多的运动能量来提升安全性。进一步地，在电动汽车中，由于需要布置电池包，大量车身下部的空间被占用，传统燃油车的各种经典的车身碰撞安全结构技术无法使用，因此设计一种既能满足电池包布置又能满足车辆安全的新型车身结构技术势在必行。
发明内容
本公开的目的是提供一种车身横梁和使用该车身横梁的车辆。
为了实现上述目的，本公开提供一种车身横梁，包括槽状横梁本体和支撑件，所述支撑件连接于所述槽状横梁本体并且与至少部分所述槽状横梁本体围成具有封闭横截面的支撑结构。
本公开还提供一种车辆，该车辆包括本公开提供的车身横梁。
通过上述技术方案，车身横梁的结构强度好，抗冲击性强。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开涉及的车身横梁的一种具体实施方式的爆炸图；
图2是图1提供的车身横梁应用于车身结构的俯视图；
图3是本公开提供的车身结构的局部结构的示意图，其中示出了前纵梁和 前舱横梁；
图4是图3的立体图；
图5是图3和图4中前纵梁和前舱横梁的连接关系细节图；
图6是本公开提供的车身结构的局部结构的仰视视角立体图，其中示出了前纵梁、前舱横梁、前围板和地板面板；
图7是本公开提供的车身结构中的承载框架的示意图；
图8是本公开提供的车身结构中的承载框架的另一示意图，其中示出了电池托盘；
图9是本公开提供的车身结构中的承载框架的再一示意图，其中电池托盘形成为分体式结构；
图10是图7中承载框架的一种变形方式，其中该承载框架还包括门槛内板；
图11是图10中前横梁、地板纵梁和门槛内板的连接关系细节图；
图12是图10中前横梁和地板纵梁的连接关系细节图；
图13是图10中前横梁和门槛内板的连接关系细节图；
图14是图10中前横梁和门槛内板的连接关系的另一视角的细节图；
图15是本公开提供的车身结构中传力结构的第一种实施方式的示意图；
图16是图15中前纵梁和前横梁的连接关系细节图；
图17是本公开提供的车身结构中传力结构的第一种实施方式的一个实施例，其中示出了内连接板；
图18是本公开提供的车身结构中传力结构的第一种实施方式的另一个实施例，其中示出了外连接板；
图19是本公开提供的车身结构中传力结构的第二种实施方式的第一实施 例；
图20是图19中前纵梁和前舱横梁的连接关系细节图；
图21是图19中前纵梁和前舱横梁的连接关系的另一视角细节图；
图22是图19中连接板与前舱横梁的连接关系细节图；
图23是图19中连接板与前横梁的连接关系细节图；
图24是本公开提供的车身结构中传力结构的第二种实施方式的第二实施例；
图25是本公开提供的车身结构中传力结构的第二种实施方式的第三实施方式；
图26是本公开提供的车身结构中传力结构的第二种实施方式的第四实施方式；
图27是本公开提供的车身结构中传力结构的第二种实施方式的第五实施方式；
图28是本公开提供的车身结构中传力结构的第三种实施方式的示意图；
图29是图28中连接板与门槛内板的连接关系的细节图；
图30是本公开提供的车身结构中传力结构的第四种实施方式的示意图；
图31是图30中连接板与地板纵梁的连接关系的细节图；
图32是本公开提供的车身结构中地板面板上表面的结构示意图，其中示出了横压板和中央通道盖板；
图33是图32中横压板、地板面板和前横梁的位置关系示意图；
图34是本公开提供的车身结构中地板面板的仰视视角立体图，其中中央通道和前横梁之间形成有间隙；
图35是图34中间隙的变形方式的示意图；
图36是本公开提供的车身结构中中央通道盖板与前舱横梁的连接关系示意图；
图37是本公开提供的车身结构中中央通道盖板与前围板的连接关系示意图；
图38是本公开提供的车身结构中地板面板上表面的另一结构示意图；
图39是图38中横压板、纵压板、地板面板和前横梁的位置关系示意图；
图40是图39的细节放大图；
图41是图38中纵压板连接板与前纵梁的位置关系示意图；
图42是本公开提供的车身结构的一种实施方式的俯视图；
图43是本公开提供的车身结构的一种实施方式的仰视图；
图44是本公开提供的车身结构的一种实施方式的立体图；
图45是本公开提供的车身结构的一种实施方式的另一视角立体图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在本公开中，在未作相反说明的情况下，使用的方位词如“上、下、左、右、前、后”是以车辆的上下方向、左右方向和前后方向为基准进行定义的，具体在附图中，X方向为车辆的前后方向，其中，箭头指向的一侧为“前”，反之为“后”；Y方向为车辆的左右方向，其中，箭头指向的一侧为“右”，反之为“左”；Z方向为车辆的上下方向，其中，箭头指向的一侧为“上”反之为“下”；“内、外”是以相应部件的轮廓为基准定义的，例如以车辆轮廓为基准定义的车内和车外，靠近车辆中部的一侧为“内”，反之为“外”。以上定 义仅用于辅助说明本公开，不应当理解为限制。
另外，本公开中所有的“横梁”是指沿车辆左右方向延伸的梁，所有的“纵梁”是指沿车辆前后方向延伸的梁。其中“前纵梁”是指车身结构中从车辆前防撞横梁向后延伸的纵梁。“后纵梁”是指车身结构中从车辆的后防撞横梁先前延伸的纵梁。其中纵梁通常为两根且关于车辆的前后中心线对称设置，例如“前纵梁”通常包括沿左右方向间隔设置的“左前纵梁”和“右前纵梁”。另外，本公开中的“前碰”是指车辆的前部遭受撞击的情况，“侧碰”是指车辆的侧面遭受撞击的情况。此外，在没有其他特殊解释的情况下，本公开各实施方式中涉及的“前围板”、“地板面板”、“门槛内板”等名词的含义是其在本领域内公知含义。
另外，在未做特殊说明和限定的情况下，诸如“连接”、“安装”、“相连”、“固定”等术语可做广义解释，其可以通过例如焊接等不可拆卸的方式，螺栓等可拆卸的方式，或者模制等一体成型的方式等本领域技术人员公知的方式实现。
下面本公开将结合相应附图对一些实施方式进行详细描述。其中为了便于描述，首先本公开先介绍本公开中的一些零部件。例如下述的车身横梁。
根据本公开的第一方面，提供一种车身横梁200。图1和图2中示出了本公开的第一方面提供的车身横梁200的一种具体实施方式。其中，该车身横梁200可以包括槽状横梁本体和支撑件，该支撑件连接于槽状横梁本体并且与至少部分槽状横梁本体围成具有封闭横截面的支撑结构，该支撑结构能够增加车身横梁200的强度，从而有效地抵抗沿纵向方向的作用力，如碰撞冲击。
本公开第一方面提供的车身横梁200应用于车身结构时，该车身横梁200可以充当车辆其他元件的承载结构，例如作为电池包安装横梁(如电池包安装 前横梁)使用。在车辆发生前碰，即车辆沿前后方向发生撞击时，该车身横梁200用于吸收撞击能量，该具有封闭横截面的支撑结构使得车身横梁200的整体强度更高、稳定性更好，保证车身横梁200在受到撞击时不易发生变形，从而避免位于电池包安装前横梁后方的电池包因受到撞击或挤压变形导致可能的起火，以保护车辆其他部件和乘员。
具体地，槽状横梁本体可以包括横梁底壁201以及位于横梁底壁201前后方向两侧的横梁侧壁202，支撑件形成为连接在两横梁侧壁202之间的撑板203，以使得槽状横梁本体和撑板203围成具有口字型横截面的支撑结构，以提升车身横梁200的强度，并且槽状横梁本体具有规则的外轮廓有利于增加车身横梁200的适用性，方便车身横梁200与车身结构中的其他部件相安装，如与下文所述的车身结构中的前纵梁100、地板纵梁110、门槛内板500等部件搭接。
进一步地，为了保证该支撑结构的稳定，撑板203沿左右方向延伸的侧边缘向上翻折以形成撑板翻边，从而撑板203能够通过该撑板翻边焊接于两个横梁侧壁202上。在实际生产制造中，槽状横梁本体与撑板203围成的空腔中还可以设置加强结构，如焊接钣金或填充CBS(复合增强材料)材料等，以进一步提升车身横梁200承受撞击的能力，减小车身横梁200在碰撞中的形变量。
撑板203可以形成为任意适当的结构，例如形成为沿槽状横梁本体的长度方向延伸的波浪形板，作为另一种可能的实施方式，如图1所示，撑板203可以包括与横梁底壁201平行的平板204和从平板204的左右两侧斜向下延伸至横梁底壁201的斜板205，以在碰撞过程中较好地支撑槽状横梁本体，使得碰撞作用力能够通过平板204和斜板205从一侧横梁侧壁202传递至另一侧横梁侧壁202，有利于碰撞能量的分散，改善仅通过平板204将碰撞作用力从一 侧横梁侧壁202传递至另一侧横梁侧壁202，进而避免单侧横梁侧壁202承受的冲击过大而发生弯折或破损，造成对车辆其他元件或车内乘员的伤害。
具体地，撑板203可以沿左右方向呈几字型结构，几字型结构包括平板204和斜板205、以及从斜板205沿横梁底壁201延伸的端板206，端板206贴合并固定于横梁底壁201上，具体的固定方式可以为焊接，即，该撑板203分别与横梁底壁201和两侧横梁侧壁202均具有连接关系，从而能够保证该口字型横截面的支撑结构的稳定，避免因碰撞致使撑板203与槽状横梁本体分离。
为了进一步提升车身横梁200的强度，撑板203上布置有沿前后方向延伸的撑板加强筋207，以承载前碰作用力，一定程度上避免撑板203弯折以及撑开两侧横梁侧壁202并实现作用力在两侧横梁侧壁202之间传递，撑板加强筋207的数量和设置方式可以根据实际需要任意选择，本公开对此不做具体限制，撑板加强筋207可以与撑板203一体成型制作，也可以通过焊接等方式连接于撑板203。
在本实施方式中，支撑件可为多个并沿槽状横梁本体的长度方向依次设置，因此能够减小支撑件的制作和安装难度，并能够保证车身横梁200沿其长度方向的强度均匀分布，整体上提升车身横梁200承受撞击的能力。在其他可能的实施方式中，支撑件可以与横梁本体的长度方向的尺寸大致相同，即使用一个支撑件支撑槽状横梁本体的横梁侧壁202，或者根据车身横梁200的碰撞受力位置沿槽状横梁本体的长度方向间隔设置多个支撑件。
本公开提供的车身横梁200为能够应用于车身结构中任意位置的横梁，例如与纵梁的端部搭接的横梁，即纵梁截止于该车身横梁200。在本公开的一些实施方式中，该车身横梁200可以为前横梁210，该前横梁210在本公开的一 些实施方式中，可以是固定于地板面板300下表面上的车身横梁，可以是靠近前围板320安装的车身横梁，还可以为靠近门槛内板500前端安装的车身横梁，或者为设于前座椅安装横梁前方的车身横梁，或者靠近A柱内板下端安装的车身横梁，该前横梁210可以定位在车辆乘员舱的下方。其中，前横梁210距离门槛内板500的前端的距离可以在30mm至1000mm之间，当为靠近门槛内板500前端安装时，其距离门槛内板500的前端的距离为30mm至140mm。另外根据车型不同，在有些实施方式中，前横梁210还可以在本领域公知的前中地板连接板的位置，其距离门槛内板500的前端大约为1000mm。此外在各种可能的实施方式中，前横梁210距离门槛内板500的前端的距离还可以为60/80/120/200/300/450/600/700/850/950mm等。
在有些实施方式中，该前横梁210与前纵梁100的后端搭接，也就是说，该前横梁210与前纵梁100的后端部搭接，即前纵梁100截止于该前横梁210。该前横梁210还可以作为用于安装电池包的电池包安装前横梁，具体地，可以在车身横梁200上开设电池托盘紧固孔701，以通过紧固件将承载电池包的电池托盘安装至该电池包安装前横梁上。需要说明的时候，前横梁210可以同时满足上述限制条件的任意一个或多个，例如前横梁210安装在地板面板下表面同时靠近前围板安装。
另外，纵梁与该车身横梁200之间还可以设置有连接板，以提高纵梁和该车身横梁的连接稳定性，并且便于将来自纵梁的力分散到车身横梁上。这样该车身横梁200的槽状横梁本体上可以沿左右方向形成有用于分别与纵梁和连接板连接的连接段，相应的连接段的外表面用于分别与纵梁和连接板搭接。其中当只与纵梁或连接板中的一者搭接时，连接段即为纵梁连接段或连接板连接段。
因此，可以将撑板加强筋207和/或斜板205的位置对应于连接段设置，当车辆发生沿前后方向的撞击时，车身横梁200将承受由纵梁传递的碰撞力，连接段与纵梁和连接板的搭接位置的受力最大，此时撑板加强筋207和斜板205能够为槽状横梁本体提供支撑并承受碰撞冲击，避免车身横梁200在连接段处发生变形，从而提升车身结构的抗碰撞能力。
例如在下文所述的车身结构的实施方式中，参考图2，车身横梁200形成为前横梁210，该前横梁210分别与左前纵梁和右前纵梁的后端相连，即前纵梁100截止于前横梁210。相应的，连接段包括沿槽状横梁本体的长度方向间隔且对称设置的第一连接段和第二连接段，所述第一连接段用于连接相应的前纵梁100，第二连接段用于连接相应的连接板，连接板可以根据实际需要设置在前纵梁100的内侧和/或外侧，撑板203包括沿槽状横梁本体的长度方向间隔设置于槽状横梁本体的第一撑板203A和第二撑板203B，第一撑板203A外端的斜板205与第一连接段的外端沿前后方向对齐，第二撑板203B外端的斜板205与第二连接段的外端沿前后方向对齐。需要说明的是，本公开中，“对齐”是指两个部件沿某一方向(如本公开中的前后方向或上下方向)的投影至少部分的重合。
另外，为了适应车身结构，前纵梁100的前端和后端的Z方向上的投影在Y方向上错开的距离不大于80mm。即，前纵梁的后端和前端的投影在左右方向上不过分偏差，从而保证前纵梁在左右方向上直度较好，以保证前纵梁的强度。
具体地，连接板可以设置在相应的前纵梁100的内侧，例如形成为下文所述的内连接板410，相应地，第一连接段和第二连接段分别包括相邻设置的纵梁连接段和连接板连接段，连接板连接段位于相应的纵梁连接段的内侧以用于连接内连接板410，撑板203还包括依次连接在第一撑板203A与第二撑板203B 之间的第三撑板203C，第三撑板203C两端的斜板205分别与相应的连接板连接段的内端沿前后方向对齐。
在本实施方式中，槽状横梁本体的底壁上开设有第一安装孔701a，车身横梁200还包括覆盖在横梁底壁上的加强板208，加强板208开设有与第一安装孔701a同轴的第二安装孔701b，以增加车身横梁200在开孔位置的强度，该第一安装孔701a和第二安装孔701b可以用于安装车辆元件，如电池包，即该第一安装孔701a和第二安装孔701b为上述的电池托盘紧固孔。
具体地，该槽状横梁本体具有向上的开口，并且顶部边缘向外翻折形成沿槽状横梁本体的长度方向延伸的横梁开口翻边200a，因此，当在车身结构中应用本公开第一方面提供的车身横梁200时，可以通过该横梁开口翻边200a将车身横梁200焊接于地板面板300的下表面，以使得车身横梁200与地板面板300共同围成具有封闭横截面的支撑结构，提升地板面板的强度以减小地板面板的碰撞变形，并能够阻止地板面板300在发生前碰时过度向上翻折，避免变形后的地板面板300进入乘员舱伤害乘员或压缩乘员舱内的生存空间。进一步地，横梁侧壁的端部还可以向内或向外翻折形成有横梁端部翻边200b，横梁底壁的端部向外延伸以形成有横梁底壁搭接边200c，以使得该车身横梁200能够通过横梁端部翻边200b和横梁底壁搭接边200c与车身结构的其他部件，如地板纵梁、门槛内板等搭接。
上述介绍了车身结构中的一些零部件，例如车身横梁，下述将整体介绍一些实施方式中的车身结构。
根据本公开的第二方面，本公开还提供一种车身结构，图3至图45中示出了本公开的第二方面提供的车身结构的一些实施方式。其中，车身结构可以包括前纵梁100和前舱横梁220，前纵梁100具有主体段100A和连接在该主 体段100A后端的向下弯曲段100B，前纵梁100包括沿左右方向间隔设置的左前纵梁和右前纵梁，前舱横梁220安装于左前纵梁和右前纵梁的向下弯曲段100B上，并且至少部分地位于主体段100A的下方(参考图4)。其中，前纵梁的主体段100A通常高于车辆乘员舱的地板面板位置，并通过向下弯曲段实现了前纵梁上下方向的过渡。其中，主体段100A较高可以用于安装副车架从而能够在主体段100A上安装电机、发动机等车辆动力装置。这些车辆动力装置通常至少部分地位于主体段100A的下方。
这样，在本实施方式中，前碰发生时，前纵梁100溃缩带动安装在主体段100A上的车辆元件向后移动，安装在向下弯曲段100B上的前舱横梁220由于只是部分地位于主体段的下方，能够止挡该向后移动的车辆元件，例如电机等车辆动力装置，避免车辆元件因碰撞冲击入侵车辆舱室，从而保护乘员。
具体地，主体段100A上设置有用于安装副车架的安装点，车辆的动力装置通过副车架安装在主体段上，并且至少部分地设置在主体段100A的下方和前舱横梁220的前方，以使得前舱横梁220能够在前碰时止挡该动力装置后移而威胁乘员舱。
为了确保前舱横梁220在主体段100A的下方，该前舱横梁220至少部分地连接在向下弯曲段100B的底部，具体在本实施方式中，如图5所示，向下弯曲段100B形成为向上开口的槽状结构且包括第一纵梁底壁101和第一纵梁侧壁102，该向下弯曲段100B的槽状结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第一纵梁侧壁翻边102a，第一纵梁底壁101从主体段100A的后端向下弯曲，前舱横梁220形成为向上开口的槽状结构，该前舱横梁220的槽状结构的端部至少连接于向下弯曲段100B的第一纵梁底壁101上，以使得前舱横梁220能够较好地止挡车辆前部元件，避免如电机等车辆动力装置因 碰撞冲击向后移动伤害乘员。可选地，前舱横梁220也可以以其他任意适当的方式连接在左前纵梁和右前纵梁的向下弯曲段100B上。
为保证前舱横梁220与前纵梁100之间的连接关系稳定，前舱横梁220的槽状结构的开口处的边缘向外翻折(即向前或向后翻折)以形成沿左右方向延伸的第一翻边220a，端部向外翻折(即向前或向后翻折)以形成沿上下方向延伸的第二翻边220b，该端部还形成有沿前后方向延伸的第三翻边220c，其中第一翻边220a与第一纵梁侧壁翻边102a搭接，第二翻边220b与第一纵梁侧壁102搭接，第三翻边220c与第一纵梁底壁101搭接，在实际生产中，各翻边与前纵梁100的连接方式可以为搭接并焊接，以提升前舱横梁220和前纵梁100的连接强度，从而保证前舱横梁220能够较好地承受车辆的动力装置的撞击。
前舱横梁220可以形成为分段式结构，以方便制作，该前舱横梁220可以包括横梁本体和连接在横梁本体两端的端部连接段，前舱横梁220的槽状结构的开口宽度沿横梁本体至端部连接段逐渐变大，从而易于加工与前纵梁100搭接的各翻边。在可替换的实施方式中，前舱横梁220也可以形成为一体式结构。
为了适应车辆的整体结构，继续参照图2所示，向下弯曲段100B沿车轮包络形成有用于避让车轮的内凹部105，即前纵梁在该内凹部105的位置向内凹入以保证车辆的转向。这样，在前碰发生时，前纵梁100容易在该内凹部105处变形折弯，挤压安装在车辆前部的其他部件，并且影响前纵梁100的溃缩吸能效果，因此，本公开中将前舱横梁220连接在左前纵梁和右前纵梁的内凹部105之间以形成对两根前纵梁100的支撑，从而避免前碰时前纵梁100在内凹部处折弯，因此能够提升前纵梁沿车辆的前后方向溃缩吸能以保护车辆 其他元件和乘员的能力，为了进一步增加向下弯曲段100B的强度，前纵梁100的内壁对应于内凹部105的位置可以连接有加强板，例如通过焊接钣金实现该位置的加强。
如图6所示，该车身结构还可以包括地板面板300，该地板面板300的前端连接有前围板320，乘员舱限定在前围板320的后方和地板面板300的上方，相应地，前舱横梁220设置在前围板320的前方并可以连接在该前围板320上，具体地，前舱横梁220可以连接在前围板320的底部，以较好地保护乘员的脚部。另外在一些实施方式中，前舱横梁220还可以间隔地位于前围板320的前方。
车身结构还包括承载框架700，该承载框架700用于安装其他车辆元件，例如用于安装承载电池包的电池托盘600，具体地，如图7至图9所示，该承载框架700可以至少包括前横梁210、车身纵向梁和地板后横梁230，前横梁210、和地板后横梁230均固定在地板面板300的下表面，车身纵向梁连接在地板面板300上，其中，前横梁210间隔设置在前舱横梁220的后方并靠近前围板320安装，需要说明的是，此处“靠近”是指在所有安装在地板面板300下方的横梁中，前横梁210与前围板320沿前后方向的距离最近。地板后横梁230间隔设置在前横梁210的后方，车身纵向梁为两条，该两条车身纵向梁沿左右方向间隔设置并且至少部分地位于前横梁210和地板后横梁230之间，以限定电池托盘600的安装空间。具体地，车身纵向梁可以包括固定在地板面板300下表面的地板纵梁110和/或固定在地板面板300侧边缘的门槛内板500，即电池托盘600可以固定在地板纵梁上，也可以固定在门框内板上或者同时固定在两者上，以便于根据不同的电池托盘600的结构布置安装点。在本实施方式中，其中当承载框架700用于安装电池托盘时，前横梁210、地板纵梁110 和地板后横梁230可以被依次称为电池包安装前横梁210、电池包安装纵梁110和电池包安装后横梁230。
该承载框架700可以为前横梁210、两条地板纵梁110和地板后横梁230配合形成的框架结构，也可以采用图7和图8所示的实施方式，即，地板纵梁110包括分别连接在前横梁210两端的第一地板纵梁110A和第二地板纵梁110B，车身结构还包括后纵梁120，该后纵梁120包括分别连接在相应的地板纵梁110的后端的第一后纵梁和第二后纵梁，地板后横梁230连接在后纵梁120之间，以使得后纵梁120具有分别位于地板后横梁230前后两侧的后纵梁前段121和后纵梁后段122，承载框架700形成为首尾依次连接的前横梁210、第一地板纵梁110A、第一后纵梁前段121A、地板后横梁230、第二后纵梁前段121B和第二地板纵梁110B，以保证地板面板300下部空间的充分利用。具体地，承载框架700的横梁和纵梁可以通过搭接并焊接、螺接等方式连接，也可以通过增加连接件等本领域公知的技术手段连接，本公开对此不做具体限制。通过这种承载框架700的结构设计，能够在地板面板300下方尽量多地布置电池包，有利于保证车辆具有尽量长的续航距离。另外，地板纵梁和后纵梁相连，还可以增加车身结构的强度。
为了增加承载框架700的强度，如图9和图10所示，该承载框架700还可以包括设置在地板面板300两侧的门槛内板500，该门槛内板500沿前后方向延伸且位于相应的地板纵梁110的外侧，并且分别与地板纵梁110和前横梁210搭接。前横梁210和地板纵梁110之间还可以连接有加强梁，以围成如三角形的加强结构，即该加强梁与前横梁210和地板纵梁110形成的角部共同围成三角形，从而在横梁和纵梁的相交点的角落处增加强度，以提升承载框架700的强度，更好地承受例如电池包的重力和碰撞力。可替换地，该加强梁也 可以形成为L型梁，以与前横梁210和地板纵梁110形成的角部共同围成矩形框架结构，提升车身结构的防撞击能力。
前横梁210、地板纵梁110和门槛内板500之间可以具有任意适当的搭接关系。作为一种可选的实施方式，前横梁210与地板纵梁110的连接方式可以参考图11至图14所示的实施方式，其中，两条地板纵梁110分别连接于前横梁210的两端，并且地板纵梁110分别与横梁底壁201、横梁侧壁202和横梁开口翻边200a搭接。具体地，地板纵梁110的端部形成为向上开口的槽状结构且包括地板纵梁内侧壁112A、地板纵梁底壁111和地板纵梁外侧壁112B，该地板纵梁110的槽状结构的开口处的上边缘向外(向左和向右)翻折以分别形成地板纵梁内侧壁第一翻边110a和地板纵梁外侧壁翻边110b，地板纵梁110通过地板纵梁内侧壁第一翻边110a固定在地板面板300的下表面，地板纵梁内侧壁112A的端部翻折(向内并沿上下方向延伸)以形成地板纵梁内侧壁第二翻边110c，地板纵梁底壁111的端部沿前后方向向外延伸以形成地板纵梁底壁搭接边110d，其中，地板纵梁内侧壁第一翻边110a与横梁开口翻边200a搭接，地板纵梁内侧壁第二翻边110c与横梁侧壁202搭接，地板纵梁底壁搭接边110d与横梁底壁201搭接。
如图13所示，门槛内板500形成为开口朝外的U型槽结构且包括相对设置的内板顶壁501和内板底壁502，以及连接于内板顶壁501和内板底壁502之间的内板侧壁503，如图10所示，门槛内板500与地板纵梁110的搭接关系可以为地板纵梁110通过地板纵梁外侧壁翻边110b搭接于内板底壁502上，前横梁210与门槛内板500的搭接方式可以参考如图12和图13所示的实施方式，其中，前横梁210通过横梁端部翻边200b和横梁底壁搭接边200c分别搭接于内板侧壁503和内板底壁502上。
当本公开涉及的承载框架700作为车身结构的传力路径的一部分时，例如在下文即将详细描述的一些实施方式中，具体地，以图15和图16所示的实施方式为例，前纵梁100的后端与承载框架700中的前横梁210搭接时，车辆前碰时，前纵梁100首先承受撞击，撞击作用力从前纵梁100的后端传递至前横梁210并沿地板纵梁110、门槛内板500分散至车辆后部的车身结构上，使得车辆能够作为整体地吸收碰撞能量，减小车辆前围板的变形，保护位于乘员舱内的驾驶员及乘客，并且前横梁210、门槛内板500和地板纵梁110三者互相搭接能够增加载框架700的强度，既能够保证承载框架700安装较多的电池包，以提升车辆的续航能力，又能够减小承载框架700的碰撞(包括前碰和侧碰)变形程度，避免承载框架700变形挤压电池包导致起火。
该车身结构还可以包括后座椅安装横梁260(图43和图45中示出)，该后座椅安装横梁260连接在后纵梁120之间并且间隔地位于地板后横梁230的前方，承载框架700还可以包括该后座椅安装横梁260，从而能够增加电池托盘600与承载框架700的安装点的数量，有利于保持电池包的安装稳定性，并且当本公开涉及的承载框架700作为车身结构的传力路径的一部分使用时，后座椅安装横梁260还能够增加后纵梁120之间的传力路径。
当该承载框架700用于安装电池托盘600时，前横梁210形成为电池包安装前横梁，地板纵梁110形成为电池包安装纵梁，地板后横梁230形成为电池包安装后横梁，并且承载框架700上还开设有电池托盘紧固孔701，用于固定电池托盘600。相应地，电池托盘600的边缘上设置有向外延伸的安装支耳601，以使得电池托盘600的边缘不直接与承载框架700接触，从而能够保证在碰撞时电池托盘600不直接承受撞击，以保护电池包。该安装支耳601的位置与电池托盘紧固孔701的位置对齐，并且同轴地开设有安装孔，以通过紧固件将电 池托盘600安装在承载框架700上。
在一些实施方式中，电池托盘600可以形成为一体式结构(如图8所示)或者形成为分体式结构(如图9所示)。具体地，电池托盘600可以包括沿前后方向间隔设置的第一电池托盘610和第二电池托盘620，承载框架700还包括间隔设置在电池包前安装横梁210和电池包后安装横梁230之间的电池包中安装横梁290，其中，第一电池托盘610分别与所述电池包前安装横梁210、车身纵向梁和电池包中安装横梁290搭接，第二电池托盘620分别与所述电池包中安装横梁290、车身纵向梁和电池包后安装横梁230搭接。具体地，电池包中安装横梁290可以搭接在车身纵向梁上，也可以利用车身结构现有的横梁，如后座椅安装横梁260。
为了能够让车辆的碰撞能量均匀地分布在车身结构上，以减小对车辆单一部件的伤害，该承载框架700还可以整体地或部分地作为碰撞传力结构使用，以辅助分散碰撞作用力。
如图15和图16所示，提供了车身结构分散碰撞作用力的第一种实施方式。其中，左前纵梁和右前纵梁的后端分别连接于前横梁210，即前纵梁100向后截止于前横梁210。进一步地，前纵梁的后端仅与前横梁210相连，而不与其他部件相连，以通过前纵梁100与前横梁210的连接将碰撞冲击力由前纵梁100传递至前横梁210，避免前纵梁后腿入侵乘员舱，并且前舱横梁220、左前纵梁、前横梁210和右前纵梁围成闭环框架，一方面增加了车辆的碰撞传力路径，有助于碰撞能量的分散，另一方面，该闭环框架使得车身结构具有更高的强度，能够承受初始碰撞载荷以及车辆前部部件的后退冲击，保护乘员及车辆的其他元件，如电池包。在其他实施方式中，向后截止于前横梁的前纵梁100还可以沿左右方向外延至门槛内板等部件上。即前纵梁100截止于前横梁 210。
具体地，该前横梁210形成为向上开口的槽状结构且包括横梁底壁201和横梁侧壁202，该前横梁210的槽状结构的开口处的上边缘向外翻折以形成横梁开口翻边200a，该前横梁210通过横梁开口翻边200a连接于地板面板300的下表面上。
前纵梁100可以按照任意适当的连接方式固定连接于前横梁210上，作为一种可选的实施方式，如图16所示，前纵梁100分别搭接在横梁底壁201、横梁侧壁202和横梁开口翻边200a上，具体地，前纵梁100的后端形成为向上开口的槽状结构且包括纵梁底壁103和纵梁侧壁104，前纵梁100后端的槽状结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第一纵梁翻边100a，纵梁侧壁104的端部向外翻折以形成沿上下方向延伸的第二纵梁翻边100b，纵梁底壁103的端部向外延伸以形成沿左右方向延伸的纵梁底壁搭接边100c，其中，第一纵梁翻边100a与横梁开口翻边200a搭接，第二纵梁翻边100b与横梁侧壁202搭接，纵梁底壁搭接边100c与横梁底壁201搭接，以保证前纵梁100后端与前横梁210的稳定连接。
在本实施方式中，向下弯曲段100B和前纵梁100后端的槽状结构连续过渡，即前纵梁100从前舱横梁220的安装位置处至前纵梁100的后端形成为连续的槽状结构，以增加前纵梁100后段的强度，以提高前纵梁100的抗弯强度，避免前碰时前纵梁100弯折入侵乘员舱。
为了进一步强化前纵梁100和前横梁210的连接，该车身结构还可以包括内连接板410和外连接板420或其中的一者，例如图2、图7至图8、图10至图11所示的实施方式中，该内连接板410和外连接板420分别位于前纵梁100的内外两侧，并且内连接板410分别与前舱横梁220、前纵梁100和前横 梁210连接，在可替换的实施方式中，内连接板410可以位于前舱横梁220和前横梁210之间并与前舱横梁220和前横梁210的其中的一者相连。外连接板420分别与前纵梁100和前横梁210连接，在前碰时，内连接板410和外连接板420还能够辅助分散碰撞冲击力，使得碰撞作用力从前纵梁100的后段通过内、外连接板向车辆后方的结构上传递，避免前纵梁100的后段变形折弯，带动前围板320变形，挤压乘员舱空间。
内连接板410和外连接板420可以分别具有任意适当的结构，参考图17，内连接板410包括内连接底壁411，内连接底壁411具有首尾依次连接的内连接板第一边缘、内连接板第二边缘、内连接板第三边缘和内连接板第四边缘，内连接板第一边缘沿前横梁210延伸且与该前横梁210搭接，内连接板第二边缘沿前纵梁100延伸且与该前纵梁100搭接，由于前舱横梁220沿上下方向位于前横梁210的上方，内连接板第三边缘上连接有呈角度地向上延伸的第一内连接侧壁412以适应前舱横梁220与前横梁210在上下方向的位置关系，第一内连接侧壁412与前舱横梁220搭接，内连接板第四边缘上连接有向上延伸的第二内连接侧壁413，第二内连接侧壁413与前横梁210搭接。
具体地，内连接板第一边缘向外延伸以形成沿左右方向延伸的内连接板第一搭接边410a，第二内连接侧壁413的上边缘向外翻折以形成沿前后方向延伸的第二内连接侧壁第一翻边410b，第二内连接侧壁413靠近内连接板第一边缘的端部向外翻折以形成沿上下方向延伸的第二内连接侧壁第二翻边410c，其中，内连接板第一搭接边410a与横梁底壁201搭接，第二内连接侧壁第一翻边410b与横梁开口翻边200a搭接，第二内连接侧壁第二翻边410c与横梁侧壁202搭接；
内连接板第二边缘向外延伸以形成沿前后方向延伸的内连接板第二搭接 边410d，内连接板第二搭接边410d与纵梁底壁103搭接；
第一内连接侧壁412的上边缘向外翻折以形成大致沿左右方向延伸的第一内连接侧壁翻边410e，第一内连接侧壁翻边410e与前舱横梁220的槽状结构的槽壁搭接。
内连接板上还可以通过焊接钣金等方式设置有加强结构，从而进一步加强前纵梁100后段的强度，避免前纵梁100后段因碰撞折弯入侵前围板。
如图10和图11所示，图中示出的外连接板420与前纵梁100和前横梁210的搭接关系，该外连接板420还向外延伸并与门槛内板500搭接，当车辆发生小偏置碰撞时，即撞击发生在车辆前纵梁100的外侧，其中前纵梁受力较小，起到的溃缩吸能的效果较差，此时，该外连接板420用于承受撞击并将碰撞作用力传递至前横梁210和门槛内板500，从而减小车轮后退压迫车辆A柱和前围板320的变形。同时，在发生正碰时，前纵梁受力较大，还可以通过外连接板420起到分散传力的作用。
具体地，参考图18所示，该外连接板420可以包括外连接底壁421，外连接底壁421形成为四边形，且具有首尾依次连接的外连接板第一边缘、外连接板第二边缘、外连接板第三边缘和外连接板第四边缘，外连接板第一边缘沿前横梁210延伸且与该前横梁210搭接，外连接板第二边缘沿前纵梁100延伸且与该前纵梁100搭接，外连接板第三边缘上连接有向上延伸的外连接侧壁422，外连接侧壁422与前纵梁100搭接。
具体地，外连接板第一边缘向外延伸以形成沿左右方向延伸的外连接板第一搭接边420a，外连接板第一搭接边420a与横梁底壁201搭接；外连接板第二边缘向外延伸以形成沿前后方向延伸的外连接板第二搭接边420b，外连接侧壁422的上边缘向外翻折以形成外连接侧壁第一翻边420c，外连接侧壁422 靠近外连接板第二边缘的端部向外翻折以形成沿上下方向延伸的外连接侧壁第二翻边420d，其中，外连接板第二搭接边420b与纵梁底壁103搭接；外连接侧壁第一翻边420c与第一纵梁翻边100a搭接，外连接侧壁第二翻边420d与纵梁侧壁104搭接；该外连接侧壁第一翻边420c还与前围板320搭接。
外连接板第四边缘沿门槛内板500延伸并与该门槛内板500搭接，外连接侧壁422靠近第四边缘的端部向外延伸以与门槛内板500的端部搭接。
在本实施方式中，外连接板第二边缘的长度大于外连接板第四边缘的长度，外连接板第三边缘形成为向后凹入的圆弧结构以避让车轮。
为了提高外连接板420的强度，尤其是应对上述小偏置碰的情况，该外连接板420上还设置有用于承载前后方向作用力的加强结构。具体地，该加强结构可以形成为从外连接板第一边缘朝向外连接板第三边缘延伸的加强筋，车轮沿前后方向在外连接板420上的投影至少部分地与加强筋的端部重合，以承载车轮的撞击，可替换地，加强结构也可以形成为钣金或填充CBS(复合增强材料)。
如图19至图23所示，提供了车身结构分散碰撞作用力的第二种实施方式。其中，前舱横梁220安装于左前纵梁和右前纵梁的向下弯曲段100B的后端，即前纵梁100截止于前舱横梁220，并且前舱横梁220与前横梁210之间连接有传力结构，以通过该传力结构将碰撞冲击力从前纵梁100传递至承载框架700。具体地，该传力结构可以形成为连接板430，连接板430的前端搭接在前舱横梁220上，后端搭接在前横梁210上，以通过该连接板430将碰撞作用力由前舱横梁220传递至前横梁210，并且该连接板430的顶表面(即高度最高的表面)还可以连接在地板面板300上，以增加传力结构的连接强度。
为了方便分别与前纵梁100和连接板搭接，前舱横梁220的两端设置有分 别与前纵梁100和连接板搭接的连接部，连接部的具体结构及其与前纵梁100和连接板430的连接关系可以根据实际需要选择任意适当的设计方法。
在本实施方式中，连接部形成为向上开口的槽状结构且包括连接底壁221和沿前后方向相对设置的前侧壁222和后侧壁223，连接部的槽状结构的开口处的上边缘向外翻折以分别形成沿左右方向延伸的前侧壁翻边222a和后侧壁翻边223a，向下弯曲段100B的后端分别搭接在前侧壁222、前侧壁翻边222a和连接底壁221上，连接板430分别搭接在后侧壁223、后侧壁翻边223a和连接底壁221上。
相应地，参考图20和图21，向下弯曲段100B形成为向上开口的槽状结构且包括纵梁内侧壁102A、第一纵梁底壁101和纵梁外侧壁102B，纵梁内侧壁102A的上边缘向外翻折以形成沿前后方向延伸的第一纵梁内侧壁翻边102a，纵梁内侧壁102A的端部向外翻折以形成沿上下方向延伸的第二纵梁内侧壁翻边102b，第一纵梁底壁101的端部向外延伸以形成沿左右方向延伸的第一纵梁底壁搭接边101a，纵梁外侧壁102B的端部向外延伸以形成沿上下方向延伸的纵梁外侧壁搭接边102c，其中，第一纵梁内侧壁翻边102a与前侧壁翻边222a搭接，第二纵梁内侧壁翻边102b与前侧壁222搭接，第一纵梁底壁搭接边101a和纵梁外侧壁搭接边102c分别与连接底壁221搭接，具体地，为方便与前纵梁100搭接，连接底壁221的端部可以向上翻折以形成有沿前后方向延伸的外端壁224，该外端壁224连接在前侧壁222和后侧壁223之间，纵梁外侧壁搭接边102c与该外端壁224搭接(参考图21)。
如图21和图22所示，连接板的前端形成为向上开口的槽状结构，包括第一内侧壁432A、第一底壁431和第一外侧壁432B，第一内侧壁432A的上边缘向外翻折以形成沿前后方向延伸的第一内侧壁第一翻边430a，第一内侧壁 432A的端部向外翻折以形成沿上下方向延伸的第一内侧壁第二翻边430b，第一底壁431的端部向外延伸以形成沿左右方向延伸的第一底壁搭接边430c，第一外侧壁432B的端部向外延伸以形成沿上下方向延伸的第一外侧壁搭接边430d，其中，第一内侧壁第一翻边430a与后侧壁翻边223a搭接，第一内侧壁第二翻边430b与后侧壁223搭接，第一底壁搭接边430c与第一外侧壁搭接边430d分别与连接底壁221搭接，具体地，为了方便与连接板430搭接，连接底壁221的端部可以向上翻折以形成有沿前后方向延伸的外端壁224，该外端壁224连接在前侧壁222和后侧壁223之间，第一外侧壁搭接边430d与该外端壁224搭接(参考图21)。
如图23所示，连接板430的后端分别搭接在横梁底壁201、横梁侧壁202和横梁开口翻边200a上。连接板430的后端形成为向上开口的槽状结构，包括第二底壁433和相对设置的两个第二侧壁434，连接板430后端的槽状结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第二侧壁第一翻边430e，第二侧壁434的端部向外翻折以形成沿上下方向延伸的第二侧壁第二翻边430f，第二底壁433的端部向外延伸以形成沿左右方向延伸的第二底壁搭接边430g，其中，第二侧壁第一翻边430e与横梁开口翻边200a搭接，第二侧壁第二翻边430f与横梁侧壁202搭接，第二底壁搭接边430g与横梁底壁201搭接。
前舱横梁220和前横梁210之间的连接板的数量可以任意设置，例如图19至图23所示的实施方式中，前舱横梁220与前横梁210之间的传力结构由多个连接板430构成，连接板为两个并且关于前横梁210的垂直平分线对称设置；
可选择地，参考图24，连接板为三个，其中位于中间的连接板位于前横 梁210的垂直平分线上，左右两侧的连接板关于该位于中间的连接板对称设置；
或者，参考图25至图27，连接板为两个并且关于前横梁210的垂直平分线对称设置，并且该两个连接板之间设置有人字形(图25)或八字形(图26)或X形连接梁(图27)，该人字形或八字形或X形连接梁的前端与前舱横梁220相连，后端与前横梁210相连。
为了保证连接板具有足够的强度，在本公开提供的各实施方式中，该连接板的前端至后端之间形成为连续的槽状结构，在其他可替换的实施方式中，例如在连接板430具有足够强度的情况下，连接板的前端和后端可以是间隔形成在连接板的两端的槽状结构，以方便加工翻边并与其他车身梁或门槛内板搭接。
通过该技术方案，前碰的撞击能量通过前舱横梁220传递至连接板，并继续分散至前横梁210及承载框架700的其他梁上，提升车辆的碰撞安全性能。
如图28和图29所示，提供了车身结构分散碰撞作用力的第三种实施方式，其中，前纵梁100截止于前舱横梁220，并且该前舱横梁220与门槛内板500之间连接有传力结构，在本实施方式中，前舱横梁220与前纵梁100和连接板的前端的连接方式与第二种实施方式相同，具体参考图19至图22，在此不再赘述。为适应车辆整体结构的设计，该连接板从前舱横梁220处向外弯折以使得其后端搭接于门槛内板500的内板底壁502和内板侧壁503，并且该连接板的顶表面也连接在地板面板300的下方。具体地，连接板430从前舱横梁220向外弯曲并连接于门槛内板500上，并且该连接板430为向上开口的几字型结构，并且该几字型结构的顶表面连接在地板面板300的下表面上。
如图29所示，连接板的后端形成为向上开口的槽状结构，包括第二内侧 壁434A、第二底壁433和第二外侧壁434B，第二内侧壁434A的端部向外翻折以形成沿上下方向延伸的第二内侧壁翻边430f，第二底壁433的端部向外延伸以形成沿前后方向延伸的第二底壁搭接边430g，第二内侧壁翻边430f与内板侧壁503搭接，第二底壁搭接边430g与内板底壁502搭接，并且第二外侧壁434B的端部向外延伸以与门槛内板500的端部搭接。前横梁210与门槛内板500相连在加强板430的后方，以形成对门槛内板500的支撑并分散传力。
在本实施方式中，连接板的前端向后端圆弧过渡，以避让车轮。
如图30和图31所示，提供了车身结构分散碰撞作用力的第四种实施方式，其中，前纵梁100截止于前舱横梁220，并且该前舱横梁220与地板纵梁110之间连接有传力结构。在本实施方式中，前舱横梁220与前纵梁100和连接板430的前端的连接方式与第二种实施方式相同，具体参考图19至图22的连接方式，在此不再赘述。该连接板430从前舱横梁220向外弯曲并且后端连接于地板纵梁110。具体地，连接板为向上开口的几字型结构，并且该几字型结构的顶表面连接在地板面板300的下表面上，并且该连接板的后端形成为向上开口的槽状结构，该后端的槽状结构的内壁轮廓与地板纵梁110端部的外壁轮廓相同并且相互套接，可替换地，连接板430的后端的槽状结构的外壁轮廓可以与地板纵梁110端部的内壁轮廓相同并且相互套接。
上述介绍了从前纵梁传递过来的力主要在地板面板下方的传递分散的几个实施方式，下面介绍但不限于力主要在地板面板上方的传递分散的相关实施方式。
基于上述技术方案，地板面板300的上表面还固定有与前横梁210延伸方向相同的横压板310，并且该横压板310与前横梁210沿上下方向在地板面板300上的投影至少部分地重合。因此，车辆发生碰撞(包括前碰和侧碰)时， 横压板310能够止挡前横梁210向上的变形，避免前横梁210形变量过大导致地板面板300向上凸起压缩乘员舱的内部空间，妨碍乘员逃生。
具体地，如图32和图33所示，横压板310形成为向下开口的第二槽状结构且包括横压板底壁311和横压板侧壁312，第二槽状结构的开口处的下边缘向外翻折以形成横压板翻边310a，横压板310通过横压板翻边310a连接于地板面板300，并且横梁开口翻边200a与横压板翻边310a对齐，以使得前横梁210与横压板310共同围成口字型支撑结构，从而使得前横梁210、地板面板300和横压板310三者共同围成多个口字型支撑结构，具体地，可以采用三层焊的方式将横梁开口翻边200a、地板面板300和横压板翻边310a焊接在一起，以保证该三者连接位置的强度，从而能够有效减少前横梁210变形带动地板面板300入侵乘员舱的现象，并且，当前碰作用力较大使得位于前横梁210前方的地板面板300上翻时，前横梁210和横压板310形成的夹持结构能够止挡地板面板300继续翻折的趋势，降低变形的地板面板300划伤乘员的风险。
在本公开提供的车身结构中，为了方便布置线缆或管路，例如电动汽车中为了设置冷却水管或为了实现电池包与车辆前部的电控件的电连接，前横梁210的中段与地板面板300之间具有用于线缆和管路中的至少一者通过的间隙，该间隙的设置方法有多种，例如图34所示，地板面板300的中部向上凸起以形成沿前后方向延伸的中央通道301，前横梁210沿左右方向从地板面板300的一端越过中央通道301延伸至地板面板300的另一端，以使得前横梁210与中央通道301共同限定该间隙。其中该间隙的高度不大于60mm，进一步地不大于50mm，以合理利用车内空间。
在可替换的实施方式中，该间隙可以由中央通道301形成，前横梁210可以包括沿左右方向间隔设置在中央通道301两侧的第一前横梁210A和第二前 横梁210B，参考图35，该第一前横梁210A和第二前横梁210B均形成为向上开口的槽状结构，并且包括横梁底壁201、横梁侧壁202和连接在该横梁底壁201和横梁侧壁202之间的横梁内端壁209，并且该槽状结构的开口处的上边缘向外翻折以形成横梁开口翻边200a，前横梁210通过横梁开口翻边200a连接于地板面板300。具体地，左前纵梁和右前纵梁可以具有任意适当的连接位置，例如左前纵梁连接在第一前横梁210A的左右方向的中心位置，右前横梁连接在第二前横梁210B的左右方向的中心位置，以使得相应的前横梁210能够较好地承受左前纵梁和右前纵梁传递的碰撞作用力。
为了进一步加强相应的前横梁210与前纵梁100的连接结构，前纵梁100的内侧设置有内连接板410，外侧设置有外连接板420，内连接板410的前侧连接于前舱横梁220，后侧连接于前横梁210，外侧连接于前纵梁100，外连接板420的内侧连接于前纵梁100，后侧连接于前横梁210。
本公开提供的实施方式中，如图32所示，为适应中央通道301的结构，横压板310形成为分别位于中央通道301两侧的第一横压板310A和第二横压板310B。该中央通道301上还设置有中央通道盖板302以强化中央通道301的结构，以能够在碰撞中防止中央通道301变形，从而保护乘员及布置在地板面板300下方的线缆。
为了更好地优化车身结构整体的传力路径，如图34、图36和图37所示，前舱横梁220连接在前围板320的前表面上并且与地板面板300的前端重合，中央通道盖板302包括前段通道盖板302A，前段通道盖板302A的前端连接在地板面板300的前端并与前舱横梁220的位置重合，后端沿中央通道301的延伸方向向后延伸至与前横梁210对齐，前横梁210靠近前围板320地安装在地板面板300的下表面上。因此，车辆的前碰能量既能够通过前纵梁100传递至 前横梁210并分散至其他承载框架700的部件上，也能够通过前舱横梁220传递至中央通道盖板302和地板面板300上，从而尽量减少碰撞导致的前围板320挤压变形，以保护位于乘员舱中的乘员。
具体地，中央通道301的凸起高度从地板面板300的前端逐渐向中部增加，并且中央通道凸起的高度不大于60mm，进一步地不大于50mm，以合理利用车内空间。在一些实施方式中，地板面板300的上表面设置有用于抑制地板面板300上翻的横压板310和纵压板330，可选地，中央通道301可以具有较低的高度以与横压板310和纵压板330的上表面平齐，从而保证地板面板300具有较平整的顶表面，以方便布置车辆内部部件，提升车辆内部的美观性和乘坐舒适性。前段通道盖板302A形成为与中央通道301的外轮廓配合并且至少部分罩设中央通道301的槽状结构，通过该技术方案，前段通道盖板302A覆盖中央通道301的前端，以使得中央通道301能够承受碰撞瞬间较大的冲击。该前段通道盖板302A能够以任意适当的方式固定于地板面板300上，例如，该前段通道盖板302A的槽状结构的开口处的下边缘向外翻折以形成加前段通道盖板翻边302a，前段通道盖板302A通过前段通道盖板翻边302a连接于地板面板300，并且，第一横压板310A和第二横压板310B的内端还可以与前段通道盖板302A搭接，以增加地板面板300上表面各部件与地板面板300的连接强度，第一横压板310A和第二横压板310B的外端可以向外延伸以门槛内板500搭接，以强化该车身结构的整体构造，并辅助分散碰撞能量。
进一步地，该中央通道盖板302还包括与前段通道盖板302A的后端连接的后段通道盖板302B，后段通道盖板302B从前段通道盖板302A沿中央通道301的顶壁向后延伸，例如延伸至与前座椅安装横梁240搭接。如图36和图37所示，以增加车身结构的碰撞传力路径。
本公开中，该车身结构还可以包括固定在地板面板300上方的纵压板330，参考图38和图39，纵压板330可以为分别与左前纵梁和右前纵梁对应的两条，该两条纵压板330分别与第一横压板310A和第二横压板310B相交，并且纵压板330与前纵梁100沿上下方向在地板面板300上的投影至少部分地重合。因此，车辆前碰时，纵压板330能够止挡前纵梁100向上的变形，避免前纵梁100向上弯折导致地板面板300上翻，保护乘员的腿部。
横压板310与纵压板330可以具有多种相交的实施方式，作为其中一种可能，如图39所示，横压板310的槽状结构的横压板侧壁312上形成有向下开口的避让槽313，该避让槽313贯穿该横压板侧壁312，纵压板330穿过该避让槽313与横压板310相交。进一步地，该避让槽313的深度与横压板310的槽状结构的深度相同，以使得纵压板330的上表面与横压板底壁311的下表面搭接，以保证横压板310与纵压板330之间具有足够的连接强度，并且可以达到使横压板的上表面为平面的效果。在可替换的实施方式中，横压板310和纵压板330还可以为一体成型的十字形板结构。
可选地，前围板320的后表面上连接有纵压板连接板321，参考图38和图40，纵压板330通过该纵压板连接板321与前纵梁100相连，从而增加车身结构的传力路径，当前碰发生时，前纵梁100受到的碰撞作用力还可以通过纵压板连接板321连传递至纵压板330上，进一步地，该纵压板330与横压板310相交后还可以继续向后延伸以与座椅横梁搭接，该座椅横梁可以是间隔设置在前横梁210后方的前座椅安装横梁240或后座椅安装横梁260，从而碰撞作用力还可以通过纵压板330传递至其他车身结构的部件上，以提升车辆碰撞安全性。另外，横压板和纵压板还对地板面板起到加强作用。
具体地，前纵梁100、纵压板连接板321和纵压板330的连接方式可以通 过任意适当的形式连接。前纵梁100具有向上开口的槽状结构，纵压板连接板321具有向下开口的槽状结构(参考图41)，以使得前纵梁100与纵压板连接板321能够扣合连接为口字型结构，以增加连接位置的抗冲击强度，并且该纵压板连接板321、前围板320以及前纵梁100可以通过三层焊连接为一体，其中，纵压板330的前端与纵压板连接板321的后端焊接。
在本实施方式中，如图40所示，纵压板330可以形成为向下开口的槽状结构且包括纵压板底壁331和纵压板侧壁332，纵压板的槽状结构的开口处的下边缘向外翻折以形成纵压板翻边330a，纵压板翻边330a连接于地板面板300，以保持连接稳定，并且还可以使得该纵压板330的槽状结构与前纵梁100的后端的第一纵梁翻边100a关于地板面板300对齐，从而加强前纵梁100后端的抗弯强度，避免前纵梁100变形导致地板面板300上翻。
需要说明的是，本公开提供的车身结构中涉及的横梁，例如前横梁210、地板后横梁230等均可以使用本公开提供的车身横梁200，当前横梁210和地板后横梁230分别作为电池包安装前横梁和电池包安装后横梁使用时，车身横梁200的第一安装孔701a和第二安装孔701b即形成为承载框架700的电池托盘600安装孔。
图42至图45为本公开提供的车身结构的整体视图，结合附图可知，本公开提供的车身结构能够在车辆前碰过程中形成多个分散碰撞作用力的传力路径，具体地，在地板面板300上方，碰撞作用力的传力路径包括但不限于：1)前纵梁100-纵压板连接板321-纵压板330-座椅横梁；2)前舱横梁220-中央通道盖板302-中央通道301；并且该两条传力路径由横压板310连通，并进一步地分散至门槛内板500，通常在乘员舱，尤其是驾驶室内，乘员位于前围板320后方和中央通道301侧方，该传力结构既能够避免碰撞导致地板面板300 和前围板320发生大幅度变形，减少地板面板300和前围板320的变形对乘员造成的伤害，还能够保证碰撞力的传递路径避让乘员。
在地板面板300下方，碰撞作用力的传力路径包括：前纵梁100-前横梁210-地板纵梁110和门槛内板500-后纵梁120，并且还包括前舱横梁220、地板后横梁230和后座椅安装横梁260以辅助分散碰撞作用力，在地板面板300下方形成至少形成两个闭环框架，包括：
1)前舱横梁220、左前纵梁、前横梁210和右前纵梁组成的闭环框架，该闭环框架至少具有如下优点：首先，承受前方的碰撞载荷，包括通过传力路径传递的初始碰撞负载和驱动电机等的后退碰撞冲击；第二，封闭的框架形结构具有较强的稳定性，并且可选地在实际制造中，还可通过设置适当的梁壁厚度和材料强度，以更好地确保抑制乘员舱前部前围板的侵入变形；第三，该框架形结构与设置在前纵梁100外侧的外连接板420形成的加强结构，能够有效适应诸如小偏置碰等车轮有严重后退变形趋势碰撞工况，确保抑制后方A柱及门槛内板500的变形；第四，通过前舱横梁220到前横梁210之间的稳固结构，可把前方纵梁(以及小偏置碰撞中车轮)施加的集中载荷最大化地分散传递至乘员舱两侧的门槛内板500及地板纵梁110上，进而进一步地传递到车身后方。从而实现正常受力更有效地避免前碰时乘员舱的变形。以及
2)承载框架700构成的闭环框架，该闭环框架至少具有如下优点：第一，在满足碰撞安全变形要求的条件下能最大限度地提供电池包的布置面积(空间)，改善长距离续航的性能要求；第二，该闭环框架为电池包提供了一种简单易行的装配方式，并且在空间布置上具有集约型特征的电池包布置有利于电池包内部的电热管理；第三，该闭环框架与乘员舱，即地板面板的几何位置在上下位置上基本对齐，使得对该框架结构或乘员舱结构的防碰撞变形的改善都 会同时起到保护乘员和电池包的作用；第四，该闭环框架比较容易做出结构均衡性较好的设计，容易满足不同部位的性能均衡性的要求。总而言之，该两个结构一方面能够使碰撞作用力均匀地分散在各梁上，还能够止挡设置在车辆前部的元件，避免如电机等车辆的动力装置因碰撞冲击向后移动入侵乘员舱或者挤压位于地板面板300下方的电池包，引发碰撞二次伤害。
在上述技术方案的基础上，本公开还提供一种车辆，该车辆包括本公开提供的车身结构，因此，该车辆具有本公开提供的车身结构的全部优点和有益效果，为减少不必要的重复，在此不再赘述。具体地，该车辆可以是电动汽车，从而使得车身结构适应电池包的安装。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (15)

  1. 一种车身横梁，其特征在于，包括槽状横梁本体和支撑件，所述支撑件连接于所述槽状横梁本体并且与至少部分所述槽状横梁本体围成具有封闭横截面的支撑结构。
  2. 根据权利要求1所述的车身横梁，其特征在于，所述槽状横梁本体包括横梁底壁(201)以及位于所述横梁底壁(201)两侧的横梁侧壁(202)，所述支撑件形成为连接在所述横梁侧壁(202)之间的撑板(203)。
  3. 根据权利要求2所述的车身横梁，其特征在于，所述撑板(203)沿左右方向延伸的两侧边缘向上翻折以形成撑板翻边，所述撑板(203)通过所述撑板翻边连接于所述横梁侧壁(202)。
  4. 根据权利要求2或3所述的车身横梁，其特征在于，所述撑板(203)包括与所述横梁底壁(201)平行的平板(204)和从所述平板(204)的左右两侧斜向下延伸至所述横梁底壁(201)的斜板(205)。
  5. 根据权利要求4所述的车身横梁，其特征在于，所述撑板(203)沿所述左右方向呈几字型结构，所述几字型结构包括所述平板(204)和所述斜板(205)、以及从所述斜板(205)沿所述横梁底壁(201)延伸的端板(206)，所述端板(206)贴合并固定于所述横梁底壁(201)上。
  6. 根据权利要求2所述的车身横梁，其特征在于，所述撑板(203)上布置有沿前后方向延伸的撑板加强筋(207)。
  7. 根据权利要求1-6中任意一项所述的车身横梁，其特征在于，所述支撑件为多个并沿所述槽状横梁本体的长度方向依次设置。
  8. 根据权利要求6所述的车身横梁，其特征在于，所述槽状横梁本体具有用于连接纵梁和/或连接板的连接段，该连接段的外表面用于与所述纵梁和/或所述连接板搭接，所述撑板加强筋(207)沿前后方向对应于所述连接段布置。
  9. 根据权利要求4所述的车身横梁，其特征在于，所述槽状横梁本体具有用于连接纵梁和/或连接板的连接段，该连接段的外表面用于与所述纵梁和/或所述连接板搭接，所述斜板(205)在前后方向上对应于所述连接段的端部设置。
  10. 根据权利要求9所述的车身横梁，其特征在于，所述连接段包括沿所述槽状横梁本体的长度方向中心间隔且对称设置的第一连接段和第二连接段以分别用于连接所述纵梁和/或所述连接板，所述撑板(203)包括沿所述长度方向间隔设置于所述槽状横梁本体的第一撑板(203A)和第二撑板(203B)，所述第一撑板(203A)外端的所述斜板(205)与所述第一连接段的外端沿前后方向对齐，所述第二撑板(203B)外端的所述斜板(205)与所述第二连接段的外端沿前后方向对齐。
  11. 根据权利要求10所述的车身横梁，其特征在于，所述第一连接段和所述第二连接段分别包括相邻设置的纵梁连接段和连接板连接段，所述连接板连接段位于相应的所述纵梁连接段的内侧，所述撑板(203)还包括连接在所述第一撑板(203A)与所述第二撑板(203B)之间的第三撑板(203C)，所述第三撑板(203C)两端的所述斜板(205)分别与相应的所述连接板连接段的内端沿前后方向对齐。
  12. 根据权利要求1-11任意一项所述的车身横梁，其特征在于，所述槽状横梁本体的底壁上开设有第一安装孔(701a)，所述车身横梁(200)还包括覆盖在所述底壁上的加强板(208)，所述加强板(208)上开设有与所述第一安装孔(701a)同轴的第二安装孔(701b)。
  13. 根据权利要求1所述的车身横梁，其特征在于，所述槽状横梁本体向上开口，并且顶部边缘向外翻折形成有用于安装在地板面板(300)下方的横梁开口翻边(200a)，所述槽状横梁本体的端部分别形成有沿上下方向延伸的横梁端部翻边(200b)和沿左右方向延伸的横梁底壁搭接边(200c)。
  14. 根据权利要求1或13所述的车身横梁，其特征在于，所述车身横梁(200)为电池包安装前横梁。
  15. 一种车辆，其特征在于，包括根据权利要求1-14中任意一项所述的车身横梁(200)。
PCT/CN2018/093274 2017-06-30 2018-06-28 车身横梁和车辆 WO2019001496A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710527422.8 2017-06-30
CN201710527422.8A CN109204507B (zh) 2017-06-30 2017-06-30 车身横梁和车辆

Publications (1)

Publication Number Publication Date
WO2019001496A1 true WO2019001496A1 (zh) 2019-01-03

Family

ID=64741104

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2018/093274 WO2019001496A1 (zh) 2017-06-30 2018-06-28 车身横梁和车辆

Country Status (2)

Country Link
CN (1) CN109204507B (zh)
WO (1) WO2019001496A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111483526A (zh) * 2019-07-10 2020-08-04 长城汽车股份有限公司 车身结构

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4340033A1 (de) * 1993-11-24 1995-06-01 Benteler Werke Ag Seitenaufprallträger
WO2006025437A1 (ja) * 2004-09-02 2006-03-09 Nissan Motor Light Truck Co., Ltd. フレーム補強部材
CN202294965U (zh) * 2011-09-21 2012-07-04 上海同捷科技股份有限公司 设有加强结构的车辆前纵梁
FR2989051A1 (fr) * 2012-04-05 2013-10-11 Peugeot Citroen Automobiles Sa Caisse de vehicule automobile comprenant un renfort de pied milieu elargi.
CN104058007A (zh) * 2013-03-20 2014-09-24 上海同捷科技股份有限公司 一种轿车车身纵梁局部加强结构
CN204998609U (zh) * 2015-09-21 2016-01-27 北京汽车股份有限公司 汽车后纵梁总成及汽车
CN205365736U (zh) * 2015-11-20 2016-07-06 上海汇众汽车制造有限公司 后桥横梁
CN205675107U (zh) * 2016-06-15 2016-11-09 陕西重型汽车有限公司 悬架横梁及采用该悬架横梁的重型车辆

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4465599B2 (ja) * 2004-09-10 2010-05-19 スズキ株式会社 センターピラー上部の接合構造
JP4508059B2 (ja) * 2005-09-26 2010-07-21 パナソニック電工株式会社 箱型収納家具
JP2009163204A (ja) * 2007-09-27 2009-07-23 Yoshihiro Matsumoto 擦弦楽器に於ける究極駒振動伝達促進方式胴内構造４
CN101367407A (zh) * 2008-09-27 2009-02-18 重庆长安汽车股份有限公司 一种汽车车身纵梁加强件
CN202029686U (zh) * 2011-04-13 2011-11-09 重庆长安汽车股份有限公司 一种安装固定前电池的电动汽车前地板框架结构
EP2711483A1 (fr) * 2012-09-19 2014-03-26 Batichap Dispositif d'appui de planches pour coffrage
CN105539588A (zh) * 2015-12-17 2016-05-04 合肥华瑞汽车零部件有限公司 汽车第三横梁总成
CN206067903U (zh) * 2016-08-30 2017-04-05 重庆长安跨越车辆有限公司 载货汽车的纵梁总成

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4340033A1 (de) * 1993-11-24 1995-06-01 Benteler Werke Ag Seitenaufprallträger
WO2006025437A1 (ja) * 2004-09-02 2006-03-09 Nissan Motor Light Truck Co., Ltd. フレーム補強部材
CN202294965U (zh) * 2011-09-21 2012-07-04 上海同捷科技股份有限公司 设有加强结构的车辆前纵梁
FR2989051A1 (fr) * 2012-04-05 2013-10-11 Peugeot Citroen Automobiles Sa Caisse de vehicule automobile comprenant un renfort de pied milieu elargi.
CN104058007A (zh) * 2013-03-20 2014-09-24 上海同捷科技股份有限公司 一种轿车车身纵梁局部加强结构
CN204998609U (zh) * 2015-09-21 2016-01-27 北京汽车股份有限公司 汽车后纵梁总成及汽车
CN205365736U (zh) * 2015-11-20 2016-07-06 上海汇众汽车制造有限公司 后桥横梁
CN205675107U (zh) * 2016-06-15 2016-11-09 陕西重型汽车有限公司 悬架横梁及采用该悬架横梁的重型车辆

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111483526A (zh) * 2019-07-10 2020-08-04 长城汽车股份有限公司 车身结构
CN111483526B (zh) * 2019-07-10 2021-09-07 长城汽车股份有限公司 车身结构

Also Published As

Publication number Publication date
CN109204507A (zh) 2019-01-15
CN109204507B (zh) 2020-10-23

Similar Documents

Publication Publication Date Title
WO2019001492A1 (zh) 车身结构和车辆
WO2019001536A1 (zh) 车身结构和车辆
WO2019001498A1 (zh) 车身结构和车辆
CN109204513B (zh) 车身结构和车辆
CN109204460B (zh) 车身结构和车辆
CN109204516B (zh) 车身结构和车辆
CN109204502B (zh) 车身结构和车辆
CN109204504B (zh) 车身结构和车辆
CN109204562B (zh) 车身结构和车辆
CN109204506B (zh) 车身结构和车辆
WO2019001496A1 (zh) 车身横梁和车辆
WO2019001527A1 (zh) 车身结构和车辆
CN109204467B (zh) 车身结构和车辆
CN109204508B (zh) 车身结构和车辆
CN109204529B (zh) 车身结构和车辆
WO2019001526A1 (zh) 车身结构和车辆
CN109204522B (zh) 车身结构和车辆
CN109204500B (zh) 车身结构和车辆
CN109204480B (zh) 车身结构和车辆
CN109204543B (zh) 车身结构和车辆
CN109204488B (zh) 车身结构和车辆
CN109204525B (zh) 车身结构和车辆
WO2019001489A1 (zh) 车身结构和车辆
CN109204563B (zh) 车身结构和车辆
CN109204489B (zh) 车身结构和车辆

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18824094

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18824094

Country of ref document: EP

Kind code of ref document: A1