WO2019001498A1

WO2019001498A1 - Vehicle body structure and vehicle

Info

Publication number: WO2019001498A1
Application number: PCT/CN2018/093277
Authority: WO
Inventors: 杨朋成; 杨玮; 刘斯源
Original assignee: 比亚迪股份有限公司
Priority date: 2017-06-30
Filing date: 2018-06-28
Publication date: 2019-01-03
Also published as: CN109204464A; CN109204464B

Abstract

A vehicle body structure and a vehicle. The vehicle body structure comprises front longitudinal beams and a front compartment transverse beam (220), each front longitudinal beam having a main body section (100A) and a downwardly curved section (100B) connected to the rear end of the main body section (100A); the front longitudinal beams include a left front longitudinal beam and a right front longitudinal beam which are spaced apart in the left-right direction, and the front compartment transverse beam (220) is mounted on the downwardly curved sections (110B) of the left front longitudinal beam and the right front longitudinal beam, and is located at least partially below the main body sections (100A).

Description

Body structure and vehicle

Cross-reference to related applications

The present application is based on a Chinese patent application filed on Jan. 30, 2017, the entire disclosure of which is hereby incorporated by reference.

Technical field

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

Background technique

Minimizing occupant mortality and injury levels in vehicles, especially passenger car traffic (collision) accidents, is the core design technique for vehicle development and manufacturing. Among them, the design of the collision safety deformation structure of the vehicle body structure is the basis for improving the safety performance of the vehicle collision. In order to meet the public's requirements for the increasing collision safety of household passenger vehicles, in recent years, relevant departments of various countries have gradually improved and supplemented the collision safety of some passenger vehicles in relevant national regulations and evaluation specifications. Test conditions for performance. For example, the United States is updating a series of regulations and evaluation specifications for safety collision performance for vehicles sold in its domestic market, requiring the body member cabin to withstand greater collision forces and relatively small deformation under more conditions.

With the popularity of household passenger vehicles in the global market, the shortage of petrochemical energy and the environmental problems caused by burning are becoming more and more serious, so countries are actively developing new energy vehicles. The direction of electric vehicles as a new energy vehicle is becoming a trend in the future. In addition to meeting the traditional design, the design of electric vehicles also needs to consider designing high cruising range to meet the competitiveness of traditional fuel vehicles.

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. Further, in the electric vehicle, 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.

Summary of the invention

An object of the present disclosure is to provide a vehicle body structure and a vehicle using the same.

In order to achieve the above object, the present disclosure provides a vehicle body structure including a front side rail and a front side rail, the front side rail having a main body section and a downwardly curved section connected to a rear end of the main body section, the front side rail including a left front side rail and a right front side rail spaced apart from each other in a left-right direction, the front hatch beam being mounted on the downwardly curved section of the left front side rail and the right front side rail, and at least partially located in the main body section Below.

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

Through the above technical solution, the strength and stability of the vehicle body structure during the front collision can be effectively improved, so that the safety performance of the vehicle is higher.

Other features and advantages of the present disclosure will be described in detail in the detailed description which follows.

DRAWINGS

The above-mentioned additional aspects and advantages of the present application will become apparent and readily understood from the following description of the embodiments in conjunction with

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;

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;

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;

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

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;

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;

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;

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;

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;

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;

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;

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;

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

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

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

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

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are not to be construed

In the present disclosure, the orientation words used, such as "up, down, left, right, front, and rear", 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. Specifically, in the drawing, 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. The above definitions are only used to assist the description of the disclosure and should not be construed as limiting.

In addition, 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. Wherein 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. In addition, the "front touch" in the present disclosure refers to a case where the front portion of the vehicle is subjected to an impact, and the "side collision" refers to a case where the side of the vehicle is subjected to an impact. Further, the terms "front panel", "floor panel", "threshold 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.

In addition, the terms such as "connected", "mounted", "connected", "fixed", and the like 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.

The following disclosure will describe some embodiments in detail in conjunction with the accompanying drawings. In order to facilitate the description, first of all, the present disclosure first introduces some components in the present disclosure. For example, the following body cross member.

According to a first aspect of the present disclosure, a vehicle body cross member 200 is provided. One embodiment of a body cross member 200 provided by the first aspect of the present disclosure is illustrated in FIGS. 1 and 2. Wherein, 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.

When the vehicle body cross member 200 provided by the first aspect of the present disclosure is applied to a vehicle body structure, the vehicle 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 (such as a battery pack 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.

Specifically, 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.

Further, in order to ensure the stability of the support structure, the side edges of the gusset 203 extending in the left-right direction are folded upward to form a gusset flange, so that the gusset 203 can be welded to the two beam sidewalls 202 by the gusset flange. on. In actual production, 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. As another possible embodiment, as shown in FIG. 1, the gusset 203 may include a beam. The flat plate 204 parallel to the bottom wall 201 and the slanting plate 205 extending obliquely downward from the left and right sides of the flat plate 204 to the bottom wall 201 of the beam to better support the groove beam body during the collision, so that the collision force can pass through the plate 204 and the sloping plate 205 are transmitted from the side beam side wall 202 to the other side beam side wall 202, facilitating the dispersion of the collision energy, improving the transmission of the collision force from the side beam side wall 202 to the other side only through the plate 204. The beam side wall 202, in turn, 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.

Specifically, 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 swash 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, thereby ensuring the support structure of the mouth-shaped cross section. It is stable to avoid the separation of the strut 203 from the trough-like beam body due to the collision.

In order to further improve the strength of the body cross member 200, 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.

In this embodiment, the support members may be plural and arranged sequentially along 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, as a whole. Improve the ability of the body cross member 200 to withstand impact. In other possible embodiments, 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 can be applied to a beam at any position in the vehicle body structure, such as a beam that overlaps the end of the stringer, that is, the stringer is cut off from the body beam 200. In some embodiments of the present disclosure, the body cross member 200 may be a front cross member 210. In some embodiments of the present disclosure, the front cross member 210 may be a 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. Wherein, the distance of the front beam from the front end of the sill inner panel 500 may be 30 mm to 1000 mm, and when it is mounted near the front end of the door inner panel 500, the distance from the front end of the sill inner panel is 30 mm to 140 mm. Further, depending on the model, in some embodiments, the front cross member may 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. Further, in various possible embodiments, the distance of the front cross member from the front end of the sill inner panel 500 may be 60/80/120/200/300/450/600/700/850/950 mm or the like.

In some embodiments, 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. Beam 210. The front cross member 210 can also be used as a battery pack for mounting a battery pack to mount the front cross member. Specifically, 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. It should be noted that the front cross member 210 can simultaneously satisfy any one or more of the above restrictions. For example, the front cross member 210 is mounted on the lower surface of the floor panel while being mounted near the dash panel.

In addition, 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. Thus, 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. Wherein, when only one of the stringers or the connecting plates is overlapped, the connecting segments are the longitudinal beam connecting segments or the connecting plate connecting segments.

Therefore, 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. At this time, 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.

For example, in the embodiment of the vehicle body structure described below, referring to FIG. 2, 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. Correspondingly, 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 For connecting the corresponding connecting plates, 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. 203A and the second strut 203B, 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, and 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. It should be noted that, in the present disclosure, "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).

Further, in order to accommodate the vehicle body structure, 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.

Specifically, 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.

In the embodiment, 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 And the second mounting hole 701b is the battery tray fastening hole described above.

Specifically, 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 When the body cross member 200 is provided, 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. Further, 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 above describes some of the components in the body structure, such as the body cross member, and the body structure in some embodiments will be generally described below.

According to a second aspect of the present disclosure, 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. Wherein, 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). Wherein, 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. Among them, 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. These vehicle powerplants are typically located at least partially below the body section 100A.

Thus, in the present embodiment, when the front collision occurs, the front side member 100 collapses to move the vehicle component mounted on the main body section 100A backward, and the front cabin cross member 220 mounted on the downward curved section 100B is partially located. Below the main body section, the rearwardly moving vehicle component, 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.

Specifically, 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.

In order to ensure that the front bulkhead 220 is below the main body section 100A, 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. Alternatively, 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.

In order to ensure a stable connection relationship between the front bulkhead 220 and the front longitudinal beam 100, 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. a flange 220c, wherein the first flange 220a overlaps the first longitudinal beam sidewall flange 102a, the second flange 220b overlaps the first longitudinal beam sidewall 102, and the third flange 220c and the first longitudinal beam bottom The wall 101 is overlapped. In actual production, the connection between 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. In an alternative embodiment, the front bulkhead 220 can also be formed as a unitary structure.

In order to accommodate the overall structure of the vehicle, with continued reference to FIG. 2, 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. Thus, 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, In the disclosure, 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. To further increase the strength of the downwardly curved section 100B, 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.

As shown in FIG. 6, 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. Specifically, the front cabin cross member 220 may be coupled to the bottom of the dash panel 320 to better protect the occupant's foot. Additionally, in some embodiments, 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. Specifically, as shown in Figures 7-9, 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 connected to the floor panel 300, wherein the front cross members 210 are spaced apart from each other. The rear of the cabin beam 220 is installed close to the dash panel 320. It should be noted that “close to” here means the distance between the front cross member 210 and the dash panel 320 in the front-rear direction among all the beams installed under the floor panel 300. recent. The floor rear cross members 230 are spaced apart from the rear cross member 210, and the vehicle body longitudinal beams are two. The two body longitudinal beams are spaced apart in the left-right direction and at least partially located between the front cross member 210 and the floor rear cross member 230 to define a battery. The installation space of the tray 600. Specifically, 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. In the present embodiment, when the carrier frame 700 is used to mount the battery tray, 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. At the first floor rail 110A and the second floor rail 110B at both ends of the front cross member 210, the vehicle body structure further includes a rear 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. 122. 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. In order to ensure the full use of the space below the floor panel 300. Specifically, 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. 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. In addition, the floor stringers and the rear side members are connected to each other to increase the strength of the body structure.

In order to increase the strength of the load-bearing frame 700, as shown in FIG. 9 and FIG. 10, 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. Alternatively, the reinforcing beam may also be formed as an L-shaped beam to form a rectangular frame structure together with the corner formed by the front cross member 210 and the floor longitudinal beam 110 to improve the anti-collision capability of the vehicle body structure.

The front cross member 210, the floor rail 110, and the sill inner panel 500 can have any suitable overlapping relationship. As an alternative embodiment, 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. Specifically, the end 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 the floor stringer 110 has a groove structure. 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 overlaps the beam opening flange 200a, and the floor stringer inner side wall The second flange 110c overlaps the beam sidewall 202, and the floor rail bottom wall overlap edge 110d overlaps the beam bottom wall 201.

As shown in FIG. 13, 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 FIGS. 10 and 11, the splicing relationship between the sill inner panel 500 and the floor rail 110 may be that the floor rail 110 is overlapped by the floor rail outer side flange 110b. For the inner panel bottom wall 502, the manner in which the front cross member 210 and the sill inner panel 500 are overlapped may be referred to the embodiment shown in FIGS. 12 and 13, wherein the front cross member 210 is passed through the beam end flange 200b and the beam bottom wall. The connecting edges 200c are respectively overlapped on the inner panel side wall 503 and the inner panel bottom wall 502.

When 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 (including the front and side impacts) 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.

When the carrier frame 700 is used to mount the battery tray 600, 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, and 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. Correspondingly, 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.

In some embodiments, 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). Specifically, 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. In detail, the mounting beam 290 in the battery pack can be attached to 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.

In order to enable the collision energy of the vehicle to be evenly distributed on the vehicle body structure to reduce damage to a single component of the vehicle, 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.

As shown in Figures 15 and 16, 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. Further, 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. On the other hand, 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. In other embodiments, 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.

Specifically, 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. As an alternative embodiment, as shown in FIG. 16, 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, specifically, 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 structure at the rear end of the front side member 100 The upper edge of the opening is folded outward to form a first longitudinal beam flange 100a extending in the front-rear direction, and the 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 second longitudinal The beam flange 100b overlaps the beam side wall 202, and the side wall bottom wall lap edge 100c overlaps the beam bottom wall 201 to ensure a stable connection between the rear end of the front side member 100 and the front beam 210.

In the present embodiment, 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.

In order to further strengthen the connection of the front side rail 100 and the front cross member 210, the vehicle body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them, such as FIG. 2, FIG. 7 to FIG. 8, FIG. 10 to FIG. In the illustrated embodiment, 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. In an alternative embodiment, 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. When the front side is touched, 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. Referring to FIG. 17, 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. Since the front hatch member 220 is located above the front cross member 210 in the up and down direction, 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.

Specifically, 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 an upper edge of the second inner connecting sidewall 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 connecting edge 410d of the inner connecting plate extending in the front-rear direction, and the second overlapping edge 410d of the inner connecting plate overlaps with the bottom wall 103 of the longitudinal beam;

The upper edge of the first inner connecting side wall 412 is folded outward to form 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.

As shown in FIG. 10 and FIG. 11, 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. When a small offset collision occurs in the vehicle, that is, the impact occurs on the outer side of the front side member 100 of the vehicle, wherein the front longitudinal beam is less stressed, and the effect of the collapse energy absorption is poor. At this time, 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. At the same time, in the event of a positive impact, the front longitudinal beam is subjected to a large force, and the outer connecting plate 420 can also function to disperse the force transmission.

Specifically, referring to FIG. 18, 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.

Specifically, 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 outer connecting plate 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 422 near the second edge of 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 outer connecting plate second overlapping edge 420b and the longitudinal beam bottom wall 103 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 flange 420c of the outer connecting sidewall It is also overlapped with the dash panel 320.

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.

In this embodiment, the length of the second edge of the outer connecting plate is greater than the length of the fourth edge of the outer connecting plate, and the third edge of the outer connecting plate is formed as a circular arc structure recessed rearward to avoid the wheel.

In order to increase the strength of the outer connecting plate 420, especially in the case of the above-mentioned small offset collision, the outer connecting plate 420 is further provided with a reinforcing structure for carrying the force in the front-rear direction. Specifically, the reinforcing structure may be formed as a reinforcing rib extending from the first edge of the outer connecting plate toward the third edge of the outer connecting plate, 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, In order to carry the impact of the wheel, alternatively, the reinforcing structure may also be formed as sheet metal or filled CBS (composite reinforcing material).

As shown in FIGS. 19 to 23, a second embodiment in which the vehicle body structure disperses the collision force is provided. Wherein, 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. Specifically, 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.

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.

In the present embodiment, 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. And 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.

Accordingly, referring to FIGS. 20 and 21, 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, and the end of the longitudinal beam outer side wall 102B extends outward to form an up-and-down direction The longitudinal side wall outer side wall overlapping edge 102c, wherein the first longitudinal beam inner side wall flange 102a overlaps with the front side wall flange 222a, and the second longitudinal beam inner side wall edge 102b overlaps with the front side wall 222, 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. Specifically, in order to facilitate overlapping with the front longitudinal beam 100, 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).

As shown in FIG. 21 and FIG. 22, 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 side 430d, wherein the first inner side wall first flange 430a overlaps the rear side wall flange 223a, the first inner side wall second flange 430b overlaps the rear side wall 223, and the first bottom wall overlaps the side 430c and The first outer side wall overlapping edges 430d are respectively overlapped with the connecting bottom wall 221. Specifically, in order to facilitate the overlapping with the connecting plate 430, the end portion of the connecting bottom wall 221 may be folded upward to form an outer end extending in the front-rear direction. a wall 224 connected between the front side wall 222 and the rear side wall 223, the first outer side wall The lap 430d overlaps the outer end wall 224 (refer to FIG. 21).

As shown in Fig. 23, the rear ends of the connecting plates 430 are respectively overlapped on the 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, and the second bottom wall lap edge 430g overlaps the beam bottom wall 201.

The number of connecting plates between the front bulkhead 220 and the front cross member 210 can be arbitrarily set. For example, in the embodiment shown in FIGS. 19 to 23, 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;

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

Alternatively, referring to FIGS. 25 to 27, 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.

In order to ensure that the connecting plate has sufficient strength, in the embodiments provided by the present disclosure, 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. In the case where the 430 has sufficient strength, 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.

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

As shown in FIGS. 28 and 29, 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. For details, refer to FIG. 19 to FIG. 22, and details are not described herein again. . In order to adapt to the design of the overall structure of the vehicle, 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. Specifically, 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.

As shown in FIG. 29, 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. Folding to form a second inner side wall flange 430f extending in the up and down direction, the end of the second bottom wall 433 extending outward to form a second bottom wall overlapping edge 430g extending in the front-rear direction, and the second inner side wall flange 430f The inner bottom side wall 503 is overlapped, the second bottom wall overlapping side 430g is overlapped with the inner panel bottom wall 502, and the end of the second outer side wall 434B is outwardly extended to overlap the end of the sill inner panel 500. 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.

In the present embodiment, the front end of the connecting plate transitions to the rear end arc to avoid the wheel.

As shown in FIGS. 30 and 31, a fourth embodiment of the vehicle body structure dispersing 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. In the present embodiment, 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. For details, refer to the connection manner of FIG. 19 to FIG. 22, and details are not described herein again. The web 430 is outwardly bent from the front bay beam 220 and the rear end is coupled to the floor rail 110. Specifically, 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. Alternatively, 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 foregoing describes several embodiments in which the force transmitted from the front longitudinal members is primarily distributed below the floor panel, and is described below, but not limited to, related embodiments in which the force is primarily distributed over the floor panel.

Based on the above technical solution, 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 prevent the front cross member 210 from being excessively deformed, so that the floor panel 300 is upwardly convexly compressed to compress the inner space of the passenger compartment. Prevents the occupants from escaping.

Specifically, as shown in FIGS. 32 and 33, 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, and 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. Specifically, 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 When the floor panel 300 located in front of the front cross member 210 is turned up, the clamping structure formed by the front cross member 210 and the lateral pressing plate 310 can stop the tendency of the floor panel 300 to continue to fold, and reduce the deformed floor. The risk of scratching board 300 passengers.

In the vehicle body structure provided by the present disclosure, in order to facilitate the arrangement of cables or pipelines, for example, in order to provide a cooling water pipe in an electric vehicle or to realize electrical connection between the battery pack and an electric control at the front of the vehicle, 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. Wherein 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.

In an alternative embodiment, 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. Specifically, 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.

In order to further strengthen the connection structure of the corresponding front beam 210 and the front side frame 100, 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.

In the embodiment provided by the present disclosure, as shown in FIG. 32, in order to accommodate the structure of the center passage 301, 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.

In order to better optimize the overall force transmission path of the vehicle body structure, as shown in FIGS. 34, 36 and 37, 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. Therefore, 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. Thereby, the deformation of the dash panel 320 caused by the collision is minimized to protect the occupant located in the passenger compartment.

Specifically, 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. In some embodiments, 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. Alternatively, 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. 302a, 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.

Further, 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.

In the present disclosure, the vehicle body structure may further include a longitudinal pressure plate 330 fixed above the floor panel 300. Referring to FIGS. 38 and 39, the longitudinal pressure 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. As one of the possibilities, as shown in FIG. 39, the transverse 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. Further, 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. In an alternative embodiment, the cross plate 310 and the longitudinal plate 330 may also be an integrally formed cross plate structure.

Optionally, a longitudinal pressure plate connecting plate 321 is connected to the rear surface of the dash panel 320. Referring to FIG. 38 and FIG. 40, 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 . Further, after the vertical pressure plate 330 and the horizontal pressure plate 310 intersect, 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. In addition, the horizontal pressure plate and the longitudinal pressure plate also enhance the floor panel.

Specifically, 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 by any suitable form. The front side member 100 has a groove-like structure that is open upward, and 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, and 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.

In the present embodiment, as shown in FIG. 40, the longitudinal pressure plate 330 may be formed into 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.

It should be noted that the cross member involved in the vehicle body structure provided by the present disclosure, such as the front cross member 210, the floor rear cross member 230, and the like, 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. When 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.

42 to FIG. 45 are overall views of the vehicle body structure provided by the present disclosure. As can be seen from the accompanying drawings, 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 transmission path avoidance of the collision force. Crew.

Below the floor panel 300, 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:

1) 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 intrusion deformation of the front panel of the passenger compartment is suppressed; thirdly, 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 the wheel such as a small offset collision. The deformation trend collides to ensure the deformation of the rear A-pillar and the sill inner panel 500 is suppressed. Fourth, 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

2) 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. Secondly, 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; third, 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; fourth, 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. All in all, 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.

Based on the above technical solution, 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. In particular, the vehicle may be an electric vehicle such that the body structure is adapted to the installation of the battery pack.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solutions of the present disclosure within the scope of the technical idea of the present disclosure. These simple variations are all within the scope of the disclosure.

It should be further noted that the specific technical features described in the above specific embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure is applicable to various possibilities. The combination method will not be described separately.

In addition, any combination of various embodiments of the present disclosure may be made as long as it does not deviate from the idea of the present disclosure, and should also be regarded as the disclosure of the present disclosure.

Claims

A vehicle body structure including a front longitudinal beam and a front cabin beam, the front longitudinal beam having a main body section and a downwardly curved section connected to a rear end of the main body section, the front side rails being spaced apart in a left-right direction The left front side rail and the right front side rail are mounted on the downwardly curved sections of the left front side rail and the right front side rail and at least partially below the main body section.
The vehicle body structure of claim 1 wherein said front bulkhead is at least partially coupled to a bottom of said downwardly curved section.
The vehicle body structure according to claim 2, wherein the downwardly curved section is formed as an upwardly open first groove-like structure and includes a first longitudinal beam bottom wall and a first longitudinal beam side wall, the first The upper edge at the opening of the channel-like structure is folded outwardly to form a first longitudinal beam side wall flange, the first longitudinal beam bottom wall being joined at the rear end of the body section and bent downward.
The vehicle body structure according to claim 3, wherein the front cabin beam is formed as an upwardly open second groove-like structure, and an end of the second groove-like structure is connected to at least the downwardly curved section The first longitudinal beam is on the bottom wall.
The vehicle body structure according to claim 4, wherein an edge of the opening of the second groove-like structure is folded outward to form a first flange extending in the left-right direction, the first flange Flanging with the side wall of the first longitudinal beam.
The vehicle body structure according to claim 4, wherein an end of the second groove-like structure is folded outward to form a second flange extending in the up-and-down direction, the second flange and the first A side wall of the longitudinal beam is overlapped.
The vehicle body structure according to claim 4, wherein the end of the second groove-like structure is further formed with a third flange extending in the left-right direction, the third flange and the first The bottom wall of the stringer is overlapped.
The vehicle body structure according to any one of claims 4 to 7, wherein the front cabin beam is formed as a segmented structure, including a beam body and an end connecting portion connected to both ends of the beam body, The opening width of the second groove-like structure gradually increases along the beam body to the end connecting portion.
The vehicle body structure according to any one of claims 1 to 8, characterized in that the downward curved section is formed with an inner recess for escaping the wheel along the wheel envelope, and the front cabin cross member is disposed in the inner recess At the office.
The vehicle body structure according to claim 8, wherein an inner wall of the front side member is connected to a reinforcing plate at a position corresponding to the inner concave portion.
The vehicle body structure according to any one of claims 1 to 10, wherein the main body section is provided with a mounting point for mounting the sub-frame such that the power unit of the vehicle is disposed through the sub-frame Below the body section and in front of the front cabin beam.
The vehicle body structure according to any one of claims 1 to 11, wherein the vehicle body structure further comprises a floor panel, and a dash panel connected to a front end of the floor panel, the front cabin beam being disposed at The front of the dash panel.
The vehicle body structure according to claim 12, wherein said front cowl beam is coupled to said dash panel.
The vehicle body structure according to claim 12, wherein the vehicle body structure further comprises a front cross member, the front cross member being spaced apart from the rear of the front cabin beam, between the front cabin beam and the front beam Connected with a force transmission structure.
The vehicle body structure according to claim 14, wherein the front cross member is a body cross member fixed to a lower surface of the floor panel.
The vehicle body structure according to claim 14, wherein the front cross member is a body cross member adjacent to a front compartment of the vehicle body, or a body cross member mounted near the dash panel, or a body cross member installed near a front end of the inner panel of the sill. Or it is a body cross member placed in front of the front seat mounting beam.
The vehicle body structure according to claim 14, wherein the front cross member is a battery pack mounting front cross member.
The vehicle body structure according to claim 1, wherein a projection in a Z direction of a front end of the front side member and a projection in a Z direction of a rear end of the front side member are shifted in a Y direction by a distance not greater than 80mm.
A vehicle characterized by comprising a vehicle body structure according to any one of claims 1-18.