WO2019001527A1 - 车身结构和车辆 - Google Patents

车身结构和车辆 Download PDF

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Publication number
WO2019001527A1
WO2019001527A1 PCT/CN2018/093436 CN2018093436W WO2019001527A1 WO 2019001527 A1 WO2019001527 A1 WO 2019001527A1 CN 2018093436 W CN2018093436 W CN 2018093436W WO 2019001527 A1 WO2019001527 A1 WO 2019001527A1
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WO
WIPO (PCT)
Prior art keywords
cross member
flange
connecting plate
outer connecting
edge
Prior art date
Application number
PCT/CN2018/093436
Other languages
English (en)
French (fr)
Inventor
梁茂燕
嵇明
刘新春
卢淑珍
邓荣添
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019001527A1 publication Critical patent/WO2019001527A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/09—Means for mounting load bearing surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars

Definitions

  • the present disclosure relates to the field of vehicle technology, and in particular to a vehicle body structure and a vehicle having the same.
  • An object of the present disclosure is to provide a vehicle body structure and a vehicle using the same.
  • the present disclosure provides a vehicle body structure including a front side rail, a front side cross member, a front cross member, and an outer connecting plate, the front side rail including a left front side rail and a right front side rail spaced apart in the left-right direction.
  • the front cabin beam is connected to the left front longitudinal beam and the right front longitudinal beam
  • the rear end of the front longitudinal beam is connected to the front cross beam
  • the outer connecting plate is located outside the front longitudinal beam and respectively The front side member and the front cross member are connected.
  • the present disclosure also provides a vehicle including the vehicle body structure provided by the present disclosure.
  • the vehicle body structure provided by the present disclosure can effectively improve the strength and stability of the vehicle body structure at the time of front collision, so that the safety performance of the vehicle is higher.
  • FIG. 1 is an exploded view of a specific embodiment of a vehicle body cross member according to the present disclosure
  • Figure 2 is a top plan view of the vehicle body cross member provided in Figure 1 applied to the vehicle body structure;
  • FIG. 3 is a bottom perspective view of a partial structure of a vehicle body structure provided by the present disclosure, showing a front side rail, a front cross member, a front cross member, a dash panel, and a floor panel;
  • Figure 4 is a schematic view showing the connection relationship between the front side member and the front side member of Figure 3;
  • Figure 5 is a detailed view of the connection relationship between the front side member and the floor front side member of Figure 3;
  • Figure 6 is a schematic view showing the connection relationship between the front longitudinal beam and the front cabin beam of Figure 3;
  • Figure 7 is a detailed view of the connection relationship between the front longitudinal beam and the front cabin beam of Figure 3;
  • Figure 8 is a perspective view of another partial structure of the vehicle body structure provided by the present disclosure, showing the inner connecting plate and the outer connecting plate;
  • Figure 9 is a detailed view of the connection relationship between the inner connecting plate of Fig. 8 and other components of the vehicle body structure;
  • Figure 10 is a detailed view of the connection relationship between the outer connecting plate of Figure 8 and other components of the vehicle body structure;
  • Figure 11 is a first embodiment of the first modification of the vehicle body structure of Figure 8, wherein the first connecting beam and the second connecting beam are formed as an integral X-shaped connecting beam;
  • Figure 12 is a second embodiment of the first modification of the vehicle body structure of Figure 8, wherein the first connecting beam and the second connecting beam are formed as a split X-shaped connecting beam;
  • Figure 13 is a third embodiment of the first modification of the vehicle body structure of Figure 8, wherein the first connecting beam and the second connecting beam are formed as split cross-shaped connecting beams;
  • Figure 14 is a first embodiment of the second modification of the vehicle body structure of Figure 8, including the front cabin middle beam and the connecting beam, and the connecting beam and the front cabin beam are enclosed in a triangular configuration;
  • Figure 15 is a second embodiment of the second modification of the vehicle body structure of Figure 8, including a front cross member beam and a connecting beam, and the connecting beam and the front cross member enclose a triangular structure;
  • Figure 16 is a schematic view showing a third modification of the vehicle body structure of Figure 8, wherein the rear section of the front side member is formed as an inner curved section, and the outer side is connected with a connecting beam, and the inner curved section and the connecting beam form a herringbone support;
  • Figure 17 is a first embodiment of the fourth modification of the vehicle body structure of Figure 8, wherein the rear section of the front side member is formed as an outer curved section, and the outer curved section is overlapped with the front beam;
  • Figure 18 is a second embodiment of the fourth modification of the vehicle body structure of Figure 8, wherein the rear section of the front side member is formed as an outer curved section, and the outer curved section is overlapped with the front beam and the sill inner panel, respectively;
  • Figure 19 is a third embodiment of the fourth modification of the vehicle body structure of Figure 8, wherein the inner side of the outer curved section is connected with a connecting beam, and the connecting beam and the outer curved section form a herringbone support;
  • Figure 20 is a detailed view of the connection relationship between the connecting beam and the outer curved section of Figure 19;
  • Figure 21 is a fourth embodiment of the fourth modification of the vehicle body structure of Figure 8, wherein a front cross member is connected between the outer curved sections, and a connecting beam is connected between the front cross member and the front cabin cross member;
  • Figure 22 is a detailed view of the connection relationship between the cross member of the front compartment and the outer curved section of Figure 21;
  • Figure 23 is a detailed view of the connection relationship between the connecting beam of Figure 21 and the front cross member and the front cabin cross member;
  • Figure 24 is a schematic view showing a fifth embodiment of the fourth modification of the vehicle body structure of Figure 8.
  • Figure 25 is a schematic view showing a sixth embodiment of the fourth variant of the vehicle body structure of Figure 8.
  • 26 is a schematic view of a first embodiment of a force transmission path of a vehicle body structure provided by the present disclosure
  • Figure 27 is a detailed view of the connection relationship of the front cross member, the floor longitudinal beam and the inner panel of the sill of Figure 26;
  • Figure 28 is a detailed view of the connection relationship between the front beam and the floor stringer of Figure 26;
  • Figure 29 is a detailed view of the connection relationship between the front cross member and the inner panel of the sill of Figure 26;
  • Figure 30 is a detailed view of another perspective view of the connection relationship between the front cross member and the sill inner panel of Figure 26;
  • FIG. 31 is a schematic view of a second embodiment of a force transmission path of a vehicle body structure provided by the present disclosure, wherein the front beam is connected to the sill inner panel through an intermediate connecting plate;
  • FIG. 32 is another schematic view of a second embodiment of a force transmission path of a vehicle body structure provided by the present disclosure, wherein the front cross member, the floor rail and the sill inner panel are connected by an intermediate connecting plate;
  • FIG. 33 is a schematic view of a third embodiment of a force transmission path of a vehicle body structure provided by the present disclosure, wherein the front beam is connected to the sill inner panel through the floor longitudinal beam;
  • 34 is another schematic view of a third embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • 35 is a schematic view of a first embodiment of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • 36 is a schematic view of a second embodiment of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • FIG. 37 is a schematic view of a third embodiment of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • FIG. 38 is a schematic view of a first embodiment of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure
  • Figure 39 is a detailed view of the connection relationship between the front side member and the front cabin beam of Figure 38;
  • Figure 40 is another perspective view showing the connection relationship between the front side member and the front cabin beam of Figure 38;
  • Figure 41 is a detailed view of the connection relationship between the connecting plate and the front cabin beam of Figure 38;
  • Figure 42 is a detailed view of the connection relationship between the connecting plate and the front cross member of Figure 38;
  • FIG. 43 is a schematic view of a second embodiment of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • 44 is a schematic diagram of a third embodiment of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • 45 is a schematic view of a fourth embodiment of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • Figure 46 is a schematic illustration of a fifth embodiment of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure
  • 47 is a schematic diagram of a sixth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • Figure 48 is a detailed view of the connection relationship between the connecting plate of Figure 47 and the inner panel of the sill;
  • 49 is a schematic diagram of a seventh embodiment of a force transmission path of a vehicle body structure provided by the present disclosure.
  • Figure 50 is a detailed view of the connection relationship between the connecting plate and the floor stringer of Figure 49;
  • 51 is a schematic view of a carrier frame in a vehicle body structure provided by the present disclosure.
  • FIG. 52 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;
  • 53 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 in a split structure;
  • Figure 54 is a schematic structural view of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure, wherein the horizontal pressure plate and the central passage cover are shown;
  • Figure 55 is a schematic view showing the positional relationship of the horizontal pressing plate, the floor panel and the front cross member of Figure 54;
  • Figure 56 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 57 is a schematic view showing a modification of the gap in Figure 56;
  • Figure 58 is a schematic view showing the connection relationship between the central passage cover and the front cabin beam in the vehicle body structure provided by the present disclosure
  • 59 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
  • 60 is another schematic structural view of an upper surface of a floor panel in a vehicle body structure provided by the present disclosure.
  • Figure 61 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 60;
  • Figure 62 is an enlarged detail view of Figure 61;
  • Figure 63 is a schematic view showing the positional relationship between the longitudinal pressure plate connecting plate and the front longitudinal beam of Figure 60;
  • 64 is a schematic diagram of a force transmission path of a vehicle body upper structure in a vehicle body structure provided by the present disclosure, wherein the front longitudinal beam is connected to the vehicle A pillar through a force transmission connection;
  • Figure 65 is an exploded view of Figure 64
  • Figure 66 is a schematic view showing the connection relationship between the front side member and the vehicle A-pillar of Figure 64;
  • 67 is a top plan view of one embodiment of a vehicle body structure provided by the present disclosure.
  • Figure 68 is a bottom plan view of one embodiment of a vehicle body structure provided by the present disclosure.
  • Figure 69 is a perspective view of an embodiment of a vehicle body structure provided by the present disclosure.
  • Figure 70 is another perspective view of one embodiment of a vehicle body structure provided by the present disclosure.
  • the orientation words used are defined on the basis of the up and down direction, the left and right direction, and the front and rear direction of the vehicle, unless otherwise stated.
  • the X direction is the front-rear direction of the vehicle, wherein the side pointed by the arrow is “front”, and vice versa is “rear”
  • the Y direction is the left-right direction of the vehicle, wherein the side pointed by the arrow is “right” ", the opposite is “left”
  • the Z direction is the up and down direction of the vehicle, wherein the side to which the arrow points is “up” and vice versa
  • “inside and outside” are defined based on the contour of the corresponding component, for example
  • the inside and outside of the vehicle are defined on the basis of the vehicle profile, and the side near the middle of the vehicle is “inside” and vice versa.
  • the above definitions are only used to assist the description of the disclosure and should not be construed as limiting.
  • all "beams” in the present disclosure refer to beams extending in the left-right direction of the vehicle, and all “stringers” refer to beams extending in the front-rear direction of the vehicle.
  • the "front stringer” refers to a stringer that extends rearward from the front anti-collision beam of the vehicle body structure.
  • “Back stringer” refers to a stringer that is previously extended from the rear impact beam of the vehicle in the body structure.
  • the stringers are usually two and are symmetrically arranged with respect to the front and rear centerlines of the vehicle, for example, the "front rails” generally include “left front rails” and “right front rails” spaced apart in the left and right direction.
  • front touch in the present disclosure refers to a case where the front portion of the vehicle is subjected to an impact
  • side collision refers to a case where the side of the vehicle is subjected to an impact.
  • front compartment occupant cabin
  • front panel front panel
  • floor panel floor panel
  • threshold panel etc.
  • connection may be interpreted broadly, and may be in a non-removable manner such as welding, bolts, etc., unless otherwise specified and limited.
  • the manner of disassembly, or the manner of integral molding such as molding, is achieved in a manner known to those skilled in the art.
  • a vehicle body cross member 200 is provided.
  • a body cross member 200 provided by the first aspect of the present disclosure is illustrated in FIGS. 1 and 2.
  • the body cross member 200 may include a groove beam body and a support member connected to the groove beam body and surrounding the at least partially groove beam body with a support structure having a closed cross section, the support structure capable of adding the body beam The strength of 200, thereby effectively resisting forces in the longitudinal direction, such as collision impact.
  • the 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.
  • the trough-shaped beam body may include a beam bottom wall 201 and a beam side wall 202 on both sides of the beam bottom wall 201 in the front-rear direction, and the support member is formed as a strut 203 connected between the two beam side walls 202 so that the groove
  • the beam body and the strut 203 enclose a support structure having a cross-shaped cross section to enhance the strength of the body cross member 200, and the regular outer contour of the trough beam body is advantageous for increasing the applicability of the body cross member 200, and facilitating the body cross member.
  • the 200 is mounted to other components in the body structure, such as the front side rail 100, the floor rail 110, the sill inner panel 500, and the like in the body structure described below.
  • a reinforcing structure such as a welded sheet metal or a CBS (composite reinforcing material) material may be disposed in the cavity surrounded by the groove beam body and the struts 203 to further enhance the impact of the body beam 200. The ability to reduce the deformation of the body cross member 200 in the collision.
  • the gusset 203 may be formed in any suitable structure, for example, as a wavy plate extending along the length direction of the groove-shaped beam body.
  • the gusset 203 may include a beam.
  • the beam side wall 202 avoids the impact of the one side beam side wall 202 being excessively bent and broken, causing damage to other components of the vehicle or the occupants of the vehicle.
  • the gusset 203 may have a zigzag structure in the left-right direction, and the figure-shaped structure includes a flat plate 204 and a slanting plate 205, and an end plate 206 extending from the 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.
  • the strut 203 is provided with strut reinforcing ribs 207 extending in the front-rear direction to carry the front striking force, and to some extent, the strut 203 is bent and the side beams of the two side beams are extended. 202 and the force is transmitted between the side walls 202 of the two side beams.
  • the number and arrangement of the ribs 207 can be arbitrarily selected according to actual needs. The present disclosure does not specifically limit this, and the struts 207 can be supported.
  • the plate 203 is integrally formed, and may be connected to the stay 203 by welding or the like.
  • the support members may be plural and sequentially disposed along the groove-shaped beam body, thereby making it possible to reduce the difficulty in fabrication and installation of the support member, and to ensure that the body cross member 200 is along its length.
  • the strength is evenly distributed to improve the overall ability of the body cross member 200 to withstand impact.
  • 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.
  • the body cross member 200 may be a front cross member 210.
  • the front cross member 210 may be a body cross member fixed to a lower surface of the floor panel 300, which may be near the front.
  • the body cross member installed on the hoarding plate 320 may also be a body cross member installed near the front end of the sill inner panel 500, or a body cross member disposed in front of the front seat mounting cross member, or a body cross member installed near the lower end of the A-pillar inner panel 340.
  • the front cross member 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.
  • 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.
  • 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.
  • 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.
  • the front cross member 210 is mounted on the lower surface of the floor panel 300 while being mounted near the dash panel 320.
  • the front cross member 210 is the body cross member 200 fixed on the lower surface of the floor panel 300, the floor panel 300 is located behind the front hatch beam 220, and the front end of the front cross member 210 is The dash panel 320 is connected.
  • a connecting plate may be disposed between the stringer and the body cross member 200 to improve the connection stability of the stringer and the body cross member 200, and to disperse the force from the stringer to the body cross member 200.
  • the groove-shaped beam body of the body cross member 200 can be formed with connecting portions for connecting with the longitudinal beam and the connecting plate respectively in the left-right direction, and the outer surfaces of the corresponding connecting portions are respectively overlapped with the longitudinal beam and the connecting plate.
  • the connecting segments are the longitudinal beam connecting segments or the connecting plate connecting segments.
  • the position of the strut stiffener 207 and/or the swash plate 205 can be set corresponding to the connecting section, and when the vehicle collides in the front-rear direction, the body cross member 200 will withstand the collision force transmitted by the longitudinal beam, the connecting section and the longitudinal direction.
  • the overlapping position of the beam and the connecting plate is the most stressed.
  • the strut stiffener 207 and the inclined plate 205 can support the trough-shaped beam body and bear the impact impact, thereby avoiding deformation of the body cross member 200 at the connecting section, thereby improving The anti-collision capability of the body structure.
  • the body cross member 200 is formed as a front cross member 210 that is coupled to the rear ends of the left front side rail and the right front side rail, respectively, that is, the front side rail 100 is rearwardly closed.
  • the front cross member 210, and more particularly the rear end of the front side member 100 is only connected to the front cross member 210, that is, in the present embodiment, the rear end of the front side member is not connected to other members but only to the front cross member 210, in other
  • the rear end of the front side member 100 may be extended to the front side cross member 210 and may be extended to the side sill inner panel 500 and the like.
  • the connecting section includes a first connecting section and a second connecting section which are spaced apart and symmetrically disposed along the longitudinal direction of the groove beam body, and the first connecting section is used for connecting the corresponding front longitudinal beam 100
  • the two connecting segments are used for connecting the corresponding connecting plates, and the connecting plates can be disposed on the inner side and/or the outer side of the front longitudinal beam 100 according to actual needs.
  • the supporting plate 203 includes the first supporting plate 203A spaced along the length direction of the grooved beam body. And the second strut 203B (refer to FIG.
  • the inclined plate 205 at the outer end of the first strut 203A is aligned with the outer end of the first connecting section in the front-rear direction
  • the inclined plate 205 and the second connecting section of the outer end of the second strut 203B The outer ends are aligned in the front-rear direction.
  • alignment refers to at least partial overlap of projections of two components in a certain direction (such as the front-rear direction or the up-and-down direction in the present disclosure).
  • the connecting plates may be disposed inside the respective front side members 100, for example, as the inner connecting plates 410 described below, and accordingly, the first connecting portions and the second connecting portions respectively include adjacently disposed longitudinal beam connections And a connecting plate connecting section, the connecting plate connecting section is located inside the corresponding longitudinal beam connecting section for connecting the inner connecting plate 410, and the supporting plate 203 further comprises a connecting between the first supporting plate 203A and the second supporting plate 203B in sequence
  • the third strut 203C, the sloping plates 205 at the two ends of the third strut 203C are respectively aligned with the inner ends of the corresponding connecting plate connecting sections in the front-rear direction.
  • the bottom wall of the groove-shaped beam body is provided with a first mounting hole 701a.
  • the body beam 200 further includes a reinforcing plate 208 covering the bottom wall 201 of the beam.
  • the reinforcing plate 208 is opened and the first mounting hole 701a.
  • a coaxial second mounting hole 701b for increasing 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 tray carrying a battery pack, ie
  • the first mounting hole 701a and the second mounting hole 701b are the above-described battery tray fastening holes 701.
  • the grooved beam body has an upward opening, and the top edge is folded outward to form a beam opening flange 200a extending along the length of the groove beam body, and thus, when the first aspect of the disclosure is applied in the body structure
  • the body cross member 200 can be welded to the lower surface of the floor panel 300 through the beam opening flange 200a, so that the body cross member 200 and the floor panel 300 together form a support structure having a closed cross section, and the floor is raised.
  • the strength of the panel is to reduce the collision deformation of the floor panel, and can prevent the floor panel 300 from being excessively folded upward when a frontal collision occurs, thereby preventing the deformed floor panel 300 from entering the passenger compartment to damage the living space of the occupant or the compressed passenger compartment.
  • the end of the beam sidewall 202 may also be folded inward or outward to form a beam end flange 200b, and the end of the beam bottom wall 201 extends outward to form a beam bottom wall overlapping edge 200c.
  • the body cross member 200 is allowed to overlap with other components of the vehicle body structure, such as floor rails, sill inner panels, etc., through the beam end flange 200b and the beam bottom wall lap edge 200c.
  • the present disclosure also provides a vehicle body structure, and some embodiments of the vehicle body structure provided by the second aspect of the present disclosure are illustrated in FIGS. 3 through 70.
  • the vehicle body structure may include a front side rail 100, a floor panel 300 and a front cross member 210, and the front end of the floor panel 300 is connected with a dash panel 320.
  • the passenger compartment of the vehicle is defined behind the dash panel 320 and Above the floor panel 300.
  • the front cross member 210 is fixed to the lower surface of the floor panel 300 and the rear end of the front side member 100 is coupled to the front cross member 210, that is, the front side member 100 is cut off from the front cross member 210 so as to form a rear end of the front side member 100 when the vehicle is bumped forward.
  • the support thereby dispersing the collision impact force transmitted by the front longitudinal beam 100, prevents the rear section of the front longitudinal beam 100 from invading the passenger compartment.
  • the fixed connection of the front cross member 210 to the lower surface of the floor panel 300 can function to reinforce the floor panel 300, thereby avoiding excessive deformation, folding, and the like of the floor panel 300 when the collision occurs, including front and side collisions.
  • the width of the front side member 100 in the left-right direction is greatest at the junction with the front cross member 210, that is, the front side member 100 may be gradually widened toward the front cross member, and the front cross member 210 can be made through a larger joint width.
  • the front side member 100 can be overlapped more stably.
  • the front side member 100 includes left front longitudinal members and right front longitudinal members spaced apart in the left-right direction, and connection points between the left front longitudinal beam and the right front longitudinal beam and the front cross member 210.
  • the center point of the front beam 210 in the left-right direction the center point is symmetrically disposed, and is respectively located between the center point and the end of the front beam 210 near the golden point of the end portion, so that one front beam can better carry two
  • the rear longitudinal beam transmits the force backwards, which makes the collision safety of the body structure better.
  • 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 good straightness in the left-right direction of the front side member to ensure the strength of the front side member.
  • 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 at the opening of the groove-like structure of the front beam 210.
  • the upper edge is folded outward to form a beam opening flange 200a extending in the left-right direction, and the front beam 210 is connected to the lower surface of the floor panel 300 through the beam opening flange 200a, so that the floor panel 300 also constitutes a part of the body structure transmission path.
  • the front cross member 210 and the floor panel 300 enclose a support structure having a cross-shaped cross section, thereby enhancing the anti-collision capability of the vehicle body structure and contributing to the reduction of the floor panel. 300 collision deformation.
  • the end of the beam side wall 202 may also be folded inward or outward to form a beam end flange 200b extending in the up and down direction, and the end of the bottom of the beam extends outwardly to form a bridging edge of the beam bottom wall extending in the front-rear direction.
  • the front cross member 210 can be overlapped with other components of the vehicle body structure, such as the floor rail 110, the sill inner panel 500, etc., as discussed in some embodiments below, through the beam end flange 200b and the beam bottom wall lap edge 200c. .
  • the front side member 100 can be coupled to the front cross member 210 by any suitable means.
  • the front side member 100 can be respectively associated with the bottom wall of the beam. 201.
  • the beam sidewall 202 and the beam opening flange 200a are overlapped.
  • the rear end of the front side member 100 may also be formed as an upwardly open groove-like structure, and includes a longitudinal beam bottom wall 103 and a longitudinal beam side wall 104, and an upper edge at the opening of the groove-like structure at the rear end of the front side member 100 Folding outward to form a first longitudinal beam flange 100a extending in the front-rear direction, the end of the longitudinal beam side wall 104 is folded outward to form a second longitudinal beam flange 100b extending in the up-and-down direction, the vertical beam bottom wall
  • the ends of the 103 extend outwardly to form a longitudinal beam bottom wall lap edge 100c extending in the left-right direction, wherein the first longitudinal beam flange 100a overlaps the beam opening flange 200a, and the second longitudinal beam flange 100b and the beam
  • the side walls 202 are overlapped, and the side wall lap edge 100c of the stringer bridges the beam bottom wall 201.
  • the front side member 100 includes a left front side rail and a right front side rail which are spaced apart in the left-right direction, and the front side rail 100 includes an inner recess 105 for escaping the wheel along the wheel to accommodate the vehicle body.
  • the overall structure in order to avoid bending of the front side member 100 at the inner recess 105 when the front side is hit, invading the dash panel 320 or squeezing other elements located at the front of the vehicle, the inner wall of the front side member 100 corresponds to the inner recess 105 A reinforcing plate is attached to the position.
  • the front front cross member and the right front side rail may also be connected with a front cabin cross member 220.
  • the front cabin cross member 220 is disposed in front of the dash panel 320 and may be coupled to the dash panel 320 for stopping the front part of the vehicle. It is moved rearward and can also function to reinforce the dash panel 320 so that the dash panel 320 is less susceptible to collisional deformation. Additionally, in some embodiments, the front bulkheads 220 can also be spaced apart in front of the dash panel 320 without being connected to the dash panel.
  • the front cabin beam 220, the left front longitudinal beam, the front cross member 210 and the right front longitudinal beam can enclose a closed-loop frame, so that the strength of the body structure of the portion is higher, and can withstand a large initial collision load and a retreat of the front part of the vehicle. Impact, and also the use of the front cabin beam 220 and the front beam 210 to transmit force, reduce vehicle front deformation, protect the occupant and vehicle components, such as battery packs, disposed behind the front beam 210.
  • the front bulkhead 220 can also be coupled to the inner recess 105 of the front side member 100 to form support for the front side member 100 to prevent the front side member 100 from being bent.
  • the front bulkhead 220 can be attached to the left front rail and the right front rail in any other suitable manner. Specifically, in order to ensure a stable connection relationship between the front bulkhead 220 and the front longitudinal beam 100, as shown in FIG. 7, the position of the front longitudinal beam 100 corresponding to the front passenger rail 220 is formed to extend in the front-rear direction of the vehicle and open upward.
  • the trough-like structure includes a first longitudinal beam bottom wall 101 and a first longitudinal beam side wall 102, and an upper edge of the opening of the groove-like structure of the front longitudinal beam 100 is folded outward to form a first longitudinal direction extending in the front-rear direction
  • the beam side flange 102a, the front cabin beam 220 is formed as an upwardly open groove-like structure, and the end of the groove-like structure of the front cabin beam 220 is at least connected to the first longitudinal beam bottom wall 101 so that the front cabin beam 220 can better stop the movement of the front components of the vehicle.
  • the front bulkhead 220 may also be attached to the left front rail and the right front rail in any other suitable manner.
  • the edge at the opening of the groove-like structure of the front bulkhead 220 is folded outward (ie, folded forward or backward) to form a first flange 220a extending in the left-right direction, the end being folded outward ( That is, folded forward or backward to form a second flange 220b extending in the up and down direction, the end portion is further formed with a third flange 220c extending in the front-rear direction, wherein the first flange 220a and the first longitudinal beam The side flange 102a overlaps, the second flange 220b overlaps the first longitudinal beam side wall 102, and the third flange 220c overlaps the longitudinal beam bottom wall 103.
  • each flange and front longitudinal beam The connection of the 100 may be lapped and welded to increase the joint strength of the front bulkhead 220 and the front longitudinal beam 100, thereby ensuring that the front bulkhead 220 is better able to withstand the impact of the vehicle's powerplant.
  • the front cabin beam 220 may be formed in a segmented structure for ease of fabrication.
  • the front cabin beam 220 may include a beam body and an end connection section connected to both ends of the beam body, and the slot width of the front cabin beam 220 has an opening width along the beam.
  • the body-to-end connection section is gradually enlarged to facilitate the processing of the flanges that overlap the front side member 100.
  • the front bulkhead 220 can also be formed as a unitary structure.
  • the vehicle body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them to function to reinforce and correct the rear portion of the front side member 100.
  • the inner connecting plate 410 is coupled to the inner side of the front side rail 100 and is located between the front bulkhead 220 and the front cross member 210.
  • the inner connecting plate 410 may also be coupled to at least one of the front bulkhead 220 and the front cross member 210. In this way, the inner connecting plate 410 can also assist in dispersing the collision impact force, avoiding excessive bending of the rear section of the front side frame 100, causing the dash panel 320 to deform and squeezing the passenger compartment space.
  • the inner connecting plate 410 may include an inner connecting bottom wall 411 having a first connecting inner connecting plate first edge, an inner connecting plate second edge, and an inner connecting plate third.
  • the edge and the fourth edge of the inner connecting plate, the first edge of the inner connecting plate extends along the front beam 210 and overlaps the front beam 210, and the second edge of the inner connecting plate extends along the front longitudinal beam 100 and overlaps the front longitudinal beam 100 Since the front cabin beam 220 is located above the front beam 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 to accommodate the front cabin beam 220 and the front beam 210.
  • the first inner connecting side wall 412 is overlapped with the front cabin beam 220, and the fourth inner edge of the inner connecting plate is connected with an upwardly extending second inner connecting side wall 413, the second inner connecting side wall 413 and the front beam 210 overlap.
  • the first edge of the inner connecting plate extends outward to form an inner connecting plate first overlapping edge 410a extending in the left-right direction, and the upper edge of the second inner connecting side wall 413 is folded outward to form an edge.
  • a first inner connecting side wall first flange 410b extending in the front-rear direction, and an end of the second inner connecting side wall 413 adjacent to the first edge of the inner connecting plate is folded outward to form a second inner connecting side wall extending in the up-and-down direction
  • the second flange 410c among them:
  • the first connecting edge 410a of the inner connecting plate overlaps with the beam bottom wall 201, the first inner connecting side wall first flange 410b overlaps the beam opening flange 200a, and the second inner connecting side wall second flange 410c and the beam
  • the side walls 202 are overlapped;
  • the second edge of the inner connecting plate extends outward to form an inner connecting plate second overlapping edge 410d, and the inner connecting plate second overlapping edge 410d overlaps the longitudinal beam bottom wall 103;
  • the upper edge of the first inner connecting side wall 412 is outwardly folded to form a first inner connecting side wall flange 410e, and the first inner connecting side wall flange 410e is overlapped with the grooved wall of the front bulkhead 220.
  • the inner connecting plate 410 can also be provided with a reinforcing structure by welding a sheet metal or the like, thereby further strengthening the strength of the rear portion of the front side member 100, and avoiding the rear portion of the front side member 100 from invading the dash panel 320 due to collision and bending.
  • the outer connecting plate 420 is disposed outside the front side member 100, and can be coupled to the front side member 100 and the front cross member 210, respectively, to function as a reinforcing front side member 100, and is also applicable.
  • the force of the front longitudinal beam 100 is small, and the effect of crushing and absorbing energy is poor, and the wheel is subjected to impact and backward pressure.
  • the vehicle A-pillar and the dash panel 320 easily cause deformation of the vehicle body structure and press the passenger compartment.
  • the outer connecting plate 420 Since the outer connecting plate 420 is located outside the front side member 100 and overlaps the front side member 100 and the front cross member 210, respectively, the outer connecting plate 420 can withstand the wheel impact and the front side member 100 and the front cross member in a small bias. 210, further, the outer connecting plate 420 can also extend outward to overlap the sill inner panel 500, so that the force of the small offset collision can also be transmitted to the rear of the vehicle through the sill inner panel 500 to reduce the collision. The deformation of the vehicle A-pillar and the dash panel 320 caused by the impact.
  • the collision impact force can also disperse the force transmission through the outer connecting plate 420, and the rear side frame 100 is prevented from being bent and deformed into the vehicle dash panel 320.
  • the outer connecting plate 420 may include an outer connecting bottom wall 421 formed in a quadrangular shape, and having 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, wherein the first edge of the outer connecting plate extends along the front beam 210 and overlaps the front beam 210, and the second edge of the outer connecting plate extends along the front longitudinal beam 100 Attached to the front side member 100, 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 also overlapped with the front side frame 100, and the fourth edge of the outer connecting plate
  • the sill inner panel 500 extends and overlaps the sill inner panel 500.
  • the first edge of the outer connecting plate extends outward to form an outer connecting plate first overlapping edge 420a extending in the left-right direction, and the first connecting edge 420a of the outer connecting plate overlaps with the beam bottom wall 201;
  • the outer connecting plate The second edge extends outward to form a second lap 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
  • the end of the wall 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 side 420b and the longitudinal beam bottom wall 103
  • the first connecting flange 420c overlaps the first longitudinal beam flange 100a;
  • the outer connecting sidewall second flange 420d overlaps the longitudinal beam sidewall 104;
  • the outer connecting plate has a fourth edge
  • the outer connecting plate 420 is formed substantially in a trapezoidal structure, wherein 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 outer connecting plate is third.
  • the edge transitions between the second edge of the outer web and the fourth edge of the outer web to avoid the wheel. Therefore, in the front contact, the outer connecting plate 420 can disperse the collision impact force concentrated on the rear portion of the front side member 100 to the rear of the sill inner panel 500 and the vehicle body structure to reduce the collision of the rear section of the front side member 100.
  • the crushing strength, and the trapezoidal structure of the outer connecting plate 420 allows the front side member 100 to have better lateral stability and is not easily bent.
  • the outer connecting plate 420 is further provided with a reinforcing structure for carrying the force in the front-rear direction.
  • the reinforcing structure may be formed as a reinforcing rib extending from the first edge of the outer connecting plate toward the third edge of the outer connecting plate, and the projection of the wheel on the outer connecting plate 420 in the front-rear direction at least partially coincides with the end of the reinforcing rib,
  • the reinforcing structure may alternatively be formed as sheet metal or filled CBS (composite reinforcing material).
  • the body structure composed of the front side rail 100, the inner connecting plate 410 and the outer connecting plate 420 may have various deformations, which may be replaced by, for example, strengthening the material thickness of the rear section of the front side frame 100. Strengthen the rear section of the front longitudinal beam 100 and transmit the force.
  • the first modification may be referred to FIG. 11 to FIG. 13 , wherein the vehicle body structure includes a front side member 100 and an outer connecting plate 420 , and the inner side of the front side member 100 is not supported by the inner connecting plate 410 but in front.
  • a first connecting beam 810 and a second connecting beam 820 are formed on the closed-loop frame surrounded by the cabin beam 220, the left front longitudinal beam, the front cross member 210 and the right front longitudinal beam, to form an angular connection force inside the closed-loop frame.
  • the interior of the closed loop frame can be divided into a plurality of sub-frames to increase the strength of the closed loop frame and form support for the closed loop frame.
  • the first connecting beam 810 and the second connecting beam 820 may be formed as an X-shaped connecting beam, and the four ends of the X-shaped connecting beam respectively overlap the corners of the closed-loop frame. Connecting to strengthen the strength of the corner position of the closed-loop frame; or as shown in FIG.
  • the first connecting beam 810 and the second connecting beam 820 are formed as a cross-shaped connecting beam, wherein the first connecting beam 810 extends in the front-rear direction and two The ends are respectively overlapped with the front cabin beam 220 and the front beam 210, and the second connecting beam 820 extends left and right and the two ends are respectively overlapped with the left front longitudinal beam and the right front longitudinal beam to be able to increase the force transmission path when the vehicle collides; or
  • the beam 800 is formed as a V-shaped connecting beam, wherein the front ends of the first connecting beam 810 and the second connecting beam 820 respectively overlap the connection position of the front cabin beam 220 and the front longitudinal beam 100, and the rear ends overlap and overlap the front beam.
  • the middle section of 210 is such that the first connecting beam 810 and the second connecting beam 820 respectively form a herringbone support structure with the corresponding outer connecting plate 420.
  • the first connecting beam 810 and the second connecting beam 820 may have various connection forms.
  • the first connecting beam 810 and the second connecting beam 820 may be formed in a split structure, as shown in FIG. 12 and FIG.
  • the first connecting beam 810 is provided with a mounting slot 811 intersecting the extending direction of the first connecting beam 810, and the second connecting beam 820 is overlapped with the first connecting beam 810 through the mounting slot 811; or the first connecting beam 810 and the first connecting beam 810
  • the two connecting beams 820 are integrally formed (refer to FIG. 11) to simplify the assembly process.
  • the second modification is shown in FIG. 14 and FIG. 15, wherein the vehicle body structure includes a front side member 100 and an outer connecting plate 420, and the front front middle beam and the right front side member are further connected with a front cabin middle beam 270, the front cabin
  • the middle cross member 270 is spaced between the front hatch beam 220 and the front cross member 210 to increase the support of the rear section of the front side member 100, in order to increase the collision force transmission path at the front of the vehicle, and further improve the front cabin cross member 220, the front left
  • the strength of the closed-loop frame surrounded by the longitudinal beam, the front beam 210 and the right front longitudinal beam, and two connecting beams 800 are also connected between the front cabin beam 220 and the front beam 210, and the two connecting beams 800 respectively intersect the front cabin middle beam 270 So that the impact impact force concentrated on the rear section of the front side member 100 can be dispersed on the front cabin beam 220, the front cabin middle beam 270, the connecting beam 800 and the front beam 210 to avoid the rear section
  • the two connecting beams 800 may be disposed at an angle.
  • the corners formed by the two connecting beams 800 are triangular with the front cabin beam 220 or the front beam 210 to pass through a triangle.
  • the stability forms a triangular reinforcing structure.
  • the two connecting beams 800 may also extend in the front-rear direction and be arranged in parallel.
  • the connecting beam 800 may have any suitable structure.
  • the connecting beam 800 forms an upwardly open U-shaped groove structure, and includes a bottom wall 801 and two side walls 802, and a U-shaped groove structure.
  • the two ends of the side wall 802 are respectively folded outward to form a connecting beam flange 800a extending upward and downward, and the end of the bottom wall extends outward to form a connecting beam overlapping edge 800b in the left-right direction, wherein the bottom wall 801 and the front
  • the mid-beam 270 is overlapped, the connecting beam flange 800a at one end and the connecting edge 800b of the connecting beam are overlapped with the groove wall of the groove structure of the front cabin beam, and the connecting beam flange 800a at the other end is overlapped with the beam side wall 202
  • the connecting beam overlapping edge 800b overlaps the beam bottom wall 201;
  • the front cabin middle beam 270 is formed as an upwardly open groove-like structure, and the upper edge of the opening of the groove-shaped structure of the
  • the front side member 100 is bent inward from the joint position of the front hatch beam to form an inner curved portion which extends rearward to the front cross member 210 in order to form the front side rail.
  • the support of the rear section of the 100, the outer side of the inner curved section may also be provided with a connecting beam 800, the connecting beam 800 is disposed between the front longitudinal beam 100 and the front cross member 210, and is arranged in a herringbone shape with the inner curved section to form the inner side
  • the support of the curved section serves to strengthen the rear section of the front longitudinal beam.
  • the front side member 100 is bent outward from the joint position of the front hatch member 220 to form an outer bent portion, and the outer bent portion extends rearward to the front cross member 210.
  • an inner reinforcement member may be disposed in the closed-loop frame surrounded by the front cabin beam 220, the outer curved portion of the front longitudinal beam 100 and the front cross member 210 to enhance the strength of the closed-loop frame.
  • the inner reinforcement member is connected at least Between any of the front longitudinal beam 100, the front cross member 210 and the front cabin cross member 220.
  • the inner reinforcement member may be formed as a connecting beam 800 disposed inside the outer curved portion, and the connecting beam 800 is disposed between the front longitudinal beam 100 and the front cross member 210, and the outer curved portion
  • the segments are arranged in a herringbone form.
  • the connecting beam 800 is formed in a figure-up structure that is open upward, and the upper edge at the opening of the figure-shaped structure is folded outward to form a first extending along the length direction of the connecting beam 800.
  • the two ends of the figure-shaped structure are respectively folded outward to form a second connecting beam flange 800b, wherein the second connecting beam flange 800b at one end extends in the up-and-down direction and the left-right direction respectively to the front beam 210 is overlapped, and the second connecting beam flange 800b at the other end extends in the direction of the up-and-down direction and the outer curved section, respectively, and overlaps the outer curved section.
  • the rear end of the outer curved section may only overlap the front cross member 210, with reference to the embodiment shown in FIG. Alternatively, as shown in FIG. 18 to FIG. 21, the outer curved portion may also be bent outwardly and overlapped with the sill inner panel 500. In this embodiment, it can be understood that the front longitudinal beam 100 is integrated with the outer connecting plate 420.
  • the outer curved section is formed as an upwardly open first groove-like structure, and includes a longitudinal beam inner side wall 104A and a longitudinal beam outer side wall 104B and The longitudinal beam bottom wall 103 connecting the longitudinal beam inner side wall 104A and the longitudinal beam outer side wall 104B, the end portions of the longitudinal beam bottom wall 103 are respectively formed with a longitudinal beam bottom wall first overlapping side 100c extending in the left-right direction and in the front-rear direction
  • the second lap joint 100d of the extended girders bottom wall wherein the first lap edge 100c of the girders bottom wall overlaps the beam bottom wall 201, and the second lap edge 100d of the girders bottom wall overlaps the sill inner panel 500
  • the stringer outer sidewall 104B is bent outwardly to overlap the end of the sill inner panel 500.
  • the outer curved sections may also be supported by the front cabin middle cross member 270.
  • the front cabin middle cross member 270 is formed as an upwardly open trough-like structure, and the front cabin middle cross member 270 The upper edge of the opening of the groove-like structure is folded outward to form a first flange 270a of the front cabin beam extending in the left-right direction, and the ends are respectively formed with a second flange 270b of the front cabin middle beam extending in the up-and-down direction And a third flange 270c of the front cabin middle beam extending along the outer curved section, a first flange 270a of the front cabin middle beam, a second flange 270b of the front cabin middle beam, and a third flange 270c of the front cabin middle beam respectively Segment overlap.
  • a connecting beam 800 extending in the front-rear direction may be connected between the front cabin beam 220 and the front cabin middle beam 270, and the front end of the connecting beam 800 overlaps with the front cabin beam 220, and the rear end is The front cross member beam 270 is overlapped.
  • the connecting beam 800 is formed as an upwardly open figure-shaped structure, and the upper edge of the opening of the figure-shaped structure is folded outward to form a first connecting beam flange 800a extending in the front-rear direction.
  • the ends of the figures are folded to form second connecting beam flanges 800b extending in the up and down direction and the left and right directions, respectively, and the connecting beam 800 is respectively passed through the first connecting beam flange 800a and the second connecting beam flange 800b respectively It is overlapped with the front cabin beam 220 and the front cabin middle beam 270.
  • the body structure may also include a front cabin front cross member 280 to increase the force transmission path and enhance the strength of the front portion of the vehicle, thereby reducing collision deformation of the vehicle body and protecting the safety of the occupant and the battery pack.
  • the front cabin front cross member 280 is coupled to the left front side rail and the right front side rail and spaced apart in front of the front cabin cross member 220, the front cabin cross member 220 and the front cabin front cross member 280
  • a support beam 830 is also connected, and the support beam 830 is two and the two support beams 830 are angularly disposed and form a triangular reinforcing structure with the front cabin front cross member 280 or the front cabin cross member 220; or the support beam 830 is formed as an X
  • the beam has four ends that overlap the four corners of the closed-loop frame surrounded by the front front cross member 280, the left front side member, the front hatch member 220, and the right front side member, respectively.
  • the vehicle body structure may further include a sill inner panel 500 and/or a floor rail 110, and the front cross member 210 may be longitudinally associated with the sill inner panel 500 and the floor panel
  • the front cross member 210 may be longitudinally associated with the sill inner panel 500 and the floor panel
  • the sill inner panel 500 is two spaced apart in the left-right direction, and the sill inner panel 500 is respectively located outside the corresponding floor panel 300.
  • both ends of the front cross member 210 are respectively connected to the sill inner panel 500.
  • the sill inner panel 500 is formed as a U-shaped groove structure with an opening facing outward and includes a relative
  • the inner panel top wall 501 and the inner panel bottom wall 502 are disposed, and the inner panel side wall 503 is connected between the inner panel top wall 501 and the inner panel bottom wall 502, and the end of the beam side wall 202 of the front beam 210 is inward.
  • the end of the beam bottom wall 201 extends outwardly to form a beam bottom wall lap edge 200c, wherein the beam end flange 200b overlaps the inner panel sidewall 503, the beam bottom
  • the wall lap joint 200c overlaps with the inner panel bottom wall 502 to ensure that the connection between the front cross member 210 and the sill inner panel 500 is not easily broken, thereby better dispersing the impact impact force and avoiding large deformation of the vehicle body structure.
  • the body structure may further include a floor rail 110 located inside the sill inner panel 500.
  • the floor rail 110 is fixedly coupled to the lower surface of the floor panel 300 and overlaps the sill inner panel 500, thereby
  • the floor panel 300 is respectively attached with a body beam in the left-right direction and the front-rear direction of the vehicle to function to reinforce the floor panel 300, and to prevent the deformation of the floor panel 300 in collisions (including front and side collisions).
  • the front ends of the floor rails 110 are respectively overlapped with the beam bottom wall 201, the beam side walls 202, and the beam opening flanges 200a.
  • the ends of the floor stringers 110 are formed to be open upward.
  • the trough-like structure includes a floor rail inner side wall 112A and a floor rail outer side wall 112B and a floor rail bottom wall 111 connecting the floor rail inner side wall 112A and the floor rail outer side wall 112B, the floor rail 110
  • the upper edge of the opening of the groove-like structure is outwardly folded to form a vertical side wall top side flange 110a and a floor longitudinal beam outer side wall flange 110b extending in the front-rear direction, respectively, and the floor longitudinal beam 110 passes through the inner side wall of the floor longitudinal beam
  • the top flange 110a is fixed on the lower surface of the floor panel 300, and the end of the floor rail inner side wall 112A is folded inward to form the floor stringer inner side wall end flange 110c extending in the up and down direction, the floor stringer bottom wall
  • the end portion of the 111 extends outwardly to form a floor stringer bottom wall overlapping edge 110d extending in the left-right direction, wherein the floor stringer inner side wall top
  • any one of the front cross member 210, the floor rail 110, and the rocker inner panel 500 has a connection relationship. Therefore, when the vehicle collides as before, the impact impact force of the front side member 100 is transmitted to the front.
  • the beam 210 is transmitted from the front beam 210 to the floor rail 110 and the sill inner panel 500, respectively, and the floor rail 110 is overlapped with the sill inner panel 500.
  • This connection manner enables the collision impact force to be more evenly dispersed in the three At the connection position of the person, the collision resistance of the connection position is improved.
  • a reinforcing beam is formed at the intersection of the front cross member 210 and the floor longitudinal beam 110 to form a triangular reinforcing structure, that is, the reinforcing beam and the front cross member 210.
  • the corners formed with the floor rails 110 are collectively triangular, so that the body structure has a higher impact resistance.
  • the reinforcing beam may also be an L-shaped beam to form a substantially rectangular frame structure together with the corner formed by the front beam 210 and the floor rail 110 to increase the strength of the corner connection of the body structure and increase the transmission. Force path.
  • connection method provided by the embodiment also has the advantage that the end of the floor rail 110 can abut the front cross member 210 when the vehicle is bumped forward, and the front cross member 210 is prevented from moving backward to press other components of the vehicle body structure or to drive the floor panel. 300 intruded passenger cabin.
  • the front cross member 210 can stop the sill inner panel 500, preventing the sill inner panel 500 from being pressed inwardly to move the floor rail 110 toward the inner side of the vehicle body structure to protect the inside of the floor rail 110.
  • Other components and passenger compartments enhance the collision safety of the vehicle.
  • connection manner of the three members can improve the strength of the corner joint of the vehicle body structure, and ensure that the vehicle body structure is less likely to collide and deform.
  • the anti-collision capability of the vehicle can improve the strength of the corner joint of the vehicle body structure, and ensure that the vehicle body structure is less likely to collide and deform.
  • the front cross member 210, the floor rail 110 and the sill inner panel 500 may also be connected by an intermediate connecting plate 440 to reduce the three Connection difficulty.
  • the intermediate connecting plate 440 includes a middle connecting bottom wall 441 formed substantially in a rectangular shape, and the intermediate connecting bottom wall 441 has a first edge, a second edge, a third edge, and a fourth edge which are connected end to end, the first edge, the first edge
  • An upwardly extending first connecting sidewall 442, a second connecting sidewall 443 and a fourth connecting sidewall 444 are respectively connected to the two edges and the fourth edge, and the upper edges of the connecting sidewalls are respectively folded outward to form a front and rear direction.
  • An extended first side wall flange 442a, a second side wall flange 443a extending in the left-right direction, and a fourth side wall flange 444a extending in the left-right direction, and the intermediate connecting plate 440 is connected to the floor panel 300 through the side wall flange Thereby, the intermediate connecting plate 440 can be better fixed on the lower surface of the floor panel 300.
  • the beam opening flange 200a of the front beam 210 is overlapped with the first side wall flange 442a, the beam end flange 200b is overlapped with the first connecting side wall 442, and the beam bottom wall overlapping edge 200c and the intermediate connection bottom
  • the wall 441 is overlapped; the floor side member inner side top flange 110a of the floor stringer 110 is overlapped with the second side wall flange 443a, and the floor stringer inner side wall end flange 110c is overlapped with the second connecting side wall 443.
  • the floor sill bottom wall lap edge 110d overlaps the intermediate connection bottom wall 441; the second connecting side wall 443 and the fourth connecting side wall 444 are respectively folded outwardly near the end of the third edge to form an upper and lower direction extending.
  • the third edge is formed with an intermediate connection bottom wall overlapping edge 441a extending in the front-rear direction, wherein the second side wall end flange The 444b and the fourth side wall end flange 444b overlap the inner panel side wall 503 of the sill inner panel 500, respectively, and the intermediate connection bottom wall lap edge 441a overlaps the inner panel bottom wall 502.
  • the collision impact force received by the front side member 100 is transmitted to the front cross member 210, and then transmitted from the front cross member 210 to the intermediate connecting plate 440, and dispersed by the intermediate connecting plate 440 to the floor longitudinal direction. Beam 110 and sill inner panel 500.
  • both ends of the front cross member 210 are overlapped with the floor rail 110, and the sill inner panel 500 is connected to the outside of the floor rail 110 and
  • the front cross members 210 are spaced apart, that is, the front cross member 210 and the sill inner panel 500 are attached to both sides of the floor rail 110, respectively.
  • the beam opening flange 200a overlaps the floor side wall inner side wall top flange 110a
  • the beam end flange 200b overlaps the floor stringer inner side wall 112A
  • the beam bottom wall overlaps the side 200c and the floor stringer bottom wall 111 lap joint
  • the floor rail outer side flange 110b overlaps the inner panel bottom wall 502.
  • the collision impact force received by the front side member 100 is transmitted to the front cross member 210, and is sequentially transmitted to the floor rail 110 and the sill inner panel 500, and the floor rail 110 is further
  • a finite projection 114 (Fig. 34) can be formed for the rearward movement of the beam 210 before the stop.
  • the overlapping manner of the floor rail 110 and the front cross member 210 may be formed such that the front end of one floor rail 110 overlaps the front cross member 210, and one end of the front cross member 210 is connected to another floor.
  • the longitudinal beam 110, or the front cross member 210, is connected to the two floor longitudinal beams 110, and these modifications are intended to fall within the scope of the present disclosure.
  • FIGS. 35 to 37 wherein the front cross member 210 is not in direct contact with the floor rail 110 and the sill inner panel 500, specifically, the front cross member 210 and the floor longitudinal There is a first gap G1 between the beams 110, which is configured such that one of the front beams 210 can contact the other after the collision deformation. Therefore, when the front side or the side touches, one of the front cross member 210 and the floor longitudinal beam 110 is in contact with the other due to the collision deformation, thereby dispersing the collision energy by the contact force, and avoiding one of the large impacts to drive the floor panel.
  • the 300 is greatly deformed, invading the passenger compartment or squeezing other components located below the floor panel 300, such as a battery pack.
  • the first gap G1 may have a size of 2 cm to 30 cm so that the vehicle body structure can have a reasonable amount of collapse when colliding.
  • Both ends of the front cross member 210 and the floor rail 110 may be respectively provided with reinforcing structures for withstanding impact impact.
  • the end portion of the floor stringer 110 is connected with an end connecting plate 113 which can function as a reinforcing floor longitudinal beam 110 to reduce longitudinal beam deformation during collision, and can also be used.
  • the sill inner panel 500 is overlapped to enable the sill inner panel 500 to disperse the impact impact on the floor rail 110.
  • the end portion of the sill inner panel 500 and the front cross member 210 further has a second gap G2 in the left-right direction, and the second gap G2 is configured such that the sill inner panel 500 is deformed inward in the left-right direction (for example, the vehicle side When touched, the front beam 210 can be contacted to transmit a collision impact to the rear of the vehicle structure.
  • the second gap G2 may have a size of 2 cm to 53 cm.
  • the first gap G1 may be formed in various ways.
  • the end of the front cross member 210 is located directly in front of the end of the floor rail 110 in the front-rear direction and forms the first gap G1.
  • the front cross member 210 is moved backward by the impact impact and comes into contact with the end of the floor rail 110, thereby transmitting the impact impact force to the floor rail 110 and the sill inner panel 500, thereby reducing the front
  • the beam 210 is deformed and the stop front beam 210 continues to move rearward to protect the passenger compartment and battery pack.
  • the end of the front beam 210 is located inside the floor rail 110 in the left-right direction and forms the first gap G1, and the first gap G1 coincides with the second gap G2.
  • the sill inner panel 500 can be driven to collide with the floor rail 110 to move toward the inner side of the vehicle in the left-right direction and contact the end of the front cross member 210, thereby impacting the impact force. It is transmitted to the front cross member 210 to reduce the deformation of the rocker inner panel 500 and the floor rail 110, and also to stop the floor rail 110 from continuing to move inward to protect the battery pack.
  • a strike member 211 is extended rearwardly on the front cross member 210.
  • the striker member 211 is located inside the floor rail 110 in the left-right direction, and the first gap G1 is formed in the collision.
  • the second gap G2 is formed between the end of the front cross member 210 and the sill inner panel 500.
  • the collision member 211 may have any suitable structure.
  • the collision member 211 is formed as a collision reinforcing plate, and the collision reinforcing plate is formed into a cap-like structure including a convex cap plate. 211A and the cap 211B surrounding the cap plate 211A, so that the striker 211 has at least two mutually perpendicular cross-sections, thereby increasing the strength of the striker 211, so that the striker 211 can withstand a large impact, preferably
  • the floor rail 110 is stopped, and the striker 211 is overlapped on the front cross member 210 by the brim 211B.
  • the collision impact force is mainly concentrated on the rear end of the front side member 100 and is dispersed by the front cross member 210 to the vehicle body structure on both sides of the vehicle body structure, such as the sill inner panel. 500, floor stringers 110, etc.
  • the impact force may also be transmitted from the rear end of the front side member 100 to the front cabin beam 220 and dispersed through the front cabin beam 220 to the rear of the vehicle body structure.
  • the front cabin beam 220 is installed at the rear end 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 beam 220, and a force transmission structure is connected between the front cabin beam 220 and the front beam 210 to pass
  • the force transmitting structure transmits a collision impact force from the front side member 100 to the carrier frame 700.
  • 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.
  • the two ends of the front side beam 220 are provided with connecting portions respectively overlapping the front side frame 100 and the connecting plate 430, and the specific structure of the connecting portion and the front longitudinal
  • the connection relationship between the beam 100 and the connecting plate 430 can be selected according to actual needs.
  • the connecting portion is formed as an upwardly open groove-like structure and includes a connecting bottom wall 221 and a front side wall 222 and a rear side wall 223 which are oppositely disposed in the front-rear direction, and the opening of the groove-like structure of the connecting portion
  • the edges are folded outward to form a front side wall flange 222a and a rear side wall flange 223a extending in the left-right direction, respectively, and the rear ends of the front side members 100 are respectively overlapped on the front side wall 222, the front side wall flange 222a, and Connected to the bottom wall 221, the connecting plates 430 are respectively overlapped on the rear side wall 223, the rear side wall flange 223a and the connecting bottom wall 221.
  • the rear end of the front side member 100 is formed as an upwardly open groove-like structure and includes a longitudinal beam inner side wall 104A, a longitudinal beam bottom wall 103, and a longitudinal beam outer side wall 104B, and a longitudinal beam inner side wall 104A.
  • the upper edge is folded outward to form a first longitudinal beam inner side wall flange 104a extending in the front-rear direction, and an end portion of the longitudinal beam inner side wall 104A is folded outward to form a second longitudinal beam inner side wall extending in the up and down direction.
  • the edge 104b, the end of the longitudinal beam bottom wall 103 extends outwardly to form a longitudinal beam bottom wall overlapping edge 100c extending in the left-right direction, and the end of the longitudinal beam outer side wall 104B extends outward to form the longitudinal side wall side overlapping edge.
  • the outer side wall overlapping edges 104c of the beam are respectively overlapped with the connecting bottom wall 221.
  • the end portion connecting the bottom wall 221 may be folded upward to form an outer end extending in the front-rear direction.
  • a wall 224, the outer end wall 224 is connected between the front side wall 222 and the rear side wall 223, and the outer side wall of the side member overlaps the side 104c and The outer end wall 224 is overlapped (refer to Figure 40).
  • the front end of the connecting plate 430 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 an upper edge of the first inner side wall 432A.
  • first inner sidewall first flange 430a 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 the first bottom wall 431 extends outward to form a first bottom wall overlapping edge 430c extending in the left-right direction
  • an end portion of the first outer side wall 432B extends outward to form a first outer side wall extending in the up-and-down direction
  • 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
  • the first outer side wall overlapping edge 430d is respectively overlapped with the connecting bottom wall 221.
  • the end portion of the connecting bottom wall 221 may be folded upward to form an outer side extending in the front-rear direction.
  • 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
  • the number of connecting plates 430 between the front bulkhead 220 and the front cross member 210 can be arbitrarily set.
  • the force transmission structure between the front bulkhead 220 and the front cross member 210 is plural.
  • the connecting plate 430 is formed, and the connecting plates 430 are two and symmetrically disposed with respect to the vertical bisector of the front beam 210;
  • the connecting plate 430 may also be three, wherein the connecting plate 430 in the middle is located on the vertical bisector of the front beam 210, and the connecting plates 430 on the left and right sides are symmetric about the connecting plate 430 in the middle.
  • the connecting plates 430 are two and symmetrically disposed with respect to the vertical bisector of the front cross member 210, and a herringbone shape (FIG. 44) or a figure eight shape (FIG. 45) is disposed between the two connecting plates 430.
  • a herringbone shape FIG. 44
  • a figure eight shape FIG. 45
  • an X-shaped connecting beam FIG. 46
  • the front end of the chevron or figure-eight or X-shaped connecting beam is connected to the front cabin beam 220, and the rear end is connected to the front beam 210.
  • the front end to the rear end of the connecting plate 430 are formed as a continuous groove-like structure, in other alternative embodiments, for example, in the case where the connecting plate 430 has sufficient strength, the front end and the rear end of the connecting plate 430 may be groove-like structures spaced apart at both ends of the connecting plate 430 to facilitate processing of the flange and overlapping with other body beams or sill inner plates.
  • the impact energy of the front collision is transmitted to the connecting plate 430 through the front cabin beam 220, and continues to be dispersed to the front beam 210 and other beams behind the vehicle body structure, thereby improving the collision safety performance of the vehicle.
  • a sixth embodiment of a 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 is between the front panel cross member 220 and the sill inner panel 500.
  • the connection structure of the front bay beam 220 and the front side rail 100 and the front end of the connecting plate 430 is the same as that of the second embodiment, with specific reference to FIG. 38 to FIG. 41, and no longer Narration.
  • the connecting plate 430 is bent outward from the front hatch beam 220 such that its rear end overlaps the inner panel bottom wall 502 and the inner panel side wall 503 of the sill inner panel 500, and the connecting panel The top surface of the 430 is also attached below the floor panel 300.
  • the connecting plate 430 is bent outward from the front bulkhead 220 and connected to the sill inner panel 500, and the connecting plate 430 is an upwardly open figure-shaped structure, and the top surface of the figure-shaped structure is connected to the floor panel 300. On the lower surface.
  • the rear end of the connecting plate 430 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 outward.
  • the front cross member 210 is coupled to the sill inner panel 500 at the rear of the reinforcing panel 430 to form support for the sill inner panel 500 and to distribute the force.
  • the front end of the connecting plate 430 transitions to the rear end arc to avoid the wheel.
  • a seventh embodiment of a vehicle body structure dispersion impact force is provided, wherein the front side member 100 is cut off from the front cabin beam 220 and the front cabin beam 220 is spaced from the floor rail 110. Connected with a force transmission structure.
  • the connection manner of the front side cross member 220 and the front side member 100 and the front end of the connecting plate 430 is the same as that of the second embodiment.
  • the web 430 is outwardly bent from the front bay beam 220 and the rear end is coupled to the floor rail 110.
  • the connecting plate 430 is a figure-shaped structure that is open upward, and the top surface of the figure-shaped structure is attached to the lower surface of the floor panel 300, and the rear end of the connecting plate 430 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 portion of the floor longitudinal beam 110 and is sleeved with each other.
  • the outer wall contour of the groove structure of the rear end of the connection plate 430 may be opposite to the end of the floor longitudinal beam 110.
  • the inner walls have the same contour and are nested with each other. In order to optimize the use of the space below the floor panel 300, for example for mounting a battery pack.
  • the vehicle body structure may further include a carrier frame 700 for mounting a battery tray 600 carrying a battery pack.
  • the carrier frame 700 may include at least a battery pack front mounting beam 210 and a vehicle body.
  • the longitudinal beam and the battery pack are mounted with a beam 230, wherein the battery pack front mounting beam 210 and the battery pack rear mounting beam 230 are both fixed on the lower surface of the floor panel 300, and the vehicle body longitudinal beam is connected to the floor panel 300, wherein the battery pack front
  • the mounting beams 210 are spaced apart from the front bulkheads 220 and are mounted adjacent to the dash panel 320. It should be noted that "close” means that the battery pack front mounting beams 210 are installed in all the beams installed under the floor panel 300.
  • the distance from the dash panel 320 in the front-rear direction is the closest.
  • the battery pack rear mounting beams 230 are spaced apart from the rear of the battery pack front mounting beam 210, and the vehicle body longitudinal beams are two.
  • the two vehicle body longitudinal beams are spaced apart in the left-right direction and are at least partially located in front of the battery pack mounting beam 210 and the battery pack.
  • the rear of the beam 230 is installed to define the installation space of the battery tray 600.
  • the vehicle body longitudinal beam may include a battery pack mounting stringer 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 to the battery pack mounting stringer 110, can also be fixed on the sill inner panel 500 or both on the same, in order to arrange the mounting points according to the structure of the different battery tray 600, wherein the battery pack mounting stringer can be a new component of the disclosure, and The inner sill of the sill is the original part of the body structure.
  • the battery pack front mounting beam 210, the battery pack mounting rail 110, and the battery pack mounting cross member 230 are also referred to as the front cross member 210, the floor rail 110, and the floor rear cross member 230, respectively.
  • the carrying frame 700 can be a frame structure formed by the battery pack front mounting beam 210, the two battery pack mounting rails 110, and the battery pack rear mounting rail 230.
  • the embodiment shown in FIG. 51 and FIG. 52 can also be used, that is,
  • the battery pack mounting stringer 110 includes a first battery pack mounting rail 110A and a second battery pack mounting rail 110A that are respectively coupled to both ends of the battery pack front mounting beam 210.
  • the vehicle body structure further includes a rear side rail 120, and the rear rail 120 The first rear side member and the second rear side member respectively connected to the rear end of the corresponding battery pack mounting stringer 110 are included, and the battery pack rear mounting beam 230 is coupled between the rear side members 120 such that the rear side member 120 has a difference.
  • the rear side rail front section 121 and the rear side rail rear section 122 of the front and rear sides of the beam 230 are installed on the front and rear sides of the battery pack.
  • the load frame 700 is formed as a battery pack front mounting beam 210 and a first battery pack mounting stringer 110A.
  • a rear rail front section 121A, a battery pack rear mounting rail 230, a second rear rail front section 121B, and a second battery pack mounting rail 110B are provided to ensure full utilization of the lower space of the floor panel 300.
  • the beam and the longitudinal beam of the load-bearing frame 700 may be connected by being lapped and welded, screwed, or the like, or may be connected by adding a connecting means or the like, which is well known in the art, and the present disclosure does not specifically limit this.
  • the structural design of the carrier frame 700 it is possible to arrange as many battery packs as possible under the floor panel 300, which is advantageous for ensuring that the vehicle has the longest possible cruising distance.
  • the battery pack mounting stringer and the rear side member are connected to each other to increase the strength of the body structure.
  • the carrier frame 700 may further include a sill inner panel 500 connected to the left and right sides of the floor panel 300.
  • the sill inner panel 500 is located outside the battery pack mounting stringer 110 and respectively mounts the stringer with the battery pack.
  • the 110 and the battery pack front mounting beam 210 are overlapped to enhance the load carrying capacity of the load bearing frame 700, and also to enhance the corner joint position of the load bearing frame 700.
  • the vehicle body cross member 200 provided by the present disclosure can also be applied to the battery pack front mounting beam 210 and the battery pack rear mounting beam.
  • the battery pack front mounting beam 210, the battery pack mounting rail 110 and the sill inner panel 500 The structure and the connection manner can be respectively set with reference to the structure of the front cross member, the floor longitudinal beam and the inner panel of the door sill in the body-transmitting structure, that is, the connection manner, in order to avoid unnecessary repetition, no further details are provided herein.
  • the weight of the vehicle body structure is facilitated, and the front beam can be used as a battery pack front mounting beam, and the floor stringer can be used as a battery pack mounting stringer.
  • the carrier frame 700 can be part of the force transmission path of the vehicle body structure by some of the above embodiments. Specifically, when the rear end of the front side member 100 overlaps with the battery pack front mounting beam 210 in the carrier frame 700, the vehicle front When hitting, the front side member 100 is first subjected to impact, and the impact force is transmitted from the rear end of the front side member 100 to the battery pack front mounting beam 210 and along the battery pack mounting stringer 110 and the sill inner panel 500 to the rear body structure.
  • the vehicle can absorb the collision energy as a whole, reduce the deformation of the vehicle dash panel, protect the driver and the passenger located in the passenger compartment, and install the cross member 210, the sill inner panel 500 and the battery pack mounting stringer in front of the battery pack.
  • the overlapping of the three members can increase the strength of the carrier frame 700, reduce the degree of deformation of the collision of the carrier frame 700 (including the front and side impacts), and prevent the deformation of the carrier frame 700 from squeezing the battery pack to cause a fire.
  • the body structure may also include a rear seat mounting cross member 260 (refer to FIGS.
  • the rear seat mounting beam 260 may also be included, thereby increasing the number of mounting points of the battery tray 600 and the carrier frame 700, facilitating adapting to the shape and size of the different battery trays 600, and maintaining the mounting stability of the battery pack, and
  • the rear seat mounting beam 260 can also increase the force transmission path between the rear side members 120.
  • battery tray 600 can be formed as a unitary structure (as shown in FIG. 52) or as a split structure (as shown in FIG. 53).
  • the battery tray 600 may include a first battery tray 610 and a second battery tray 620 that are spaced apart in the front-rear direction, and the carrier frame 700 further includes a space between the battery pack front mounting beam 210 and the battery pack rear mounting beam 230.
  • a cross member 290 is installed in the battery pack, wherein the first battery tray 610 is respectively overlapped with the battery pack front mounting cross member 210, the vehicle body longitudinal beam and the battery pack mounting cross member 290, and the second battery tray 620 is respectively associated with the battery pack.
  • the mounting beam 290, the longitudinal beam of the vehicle body, and the battery pack rear mounting beam 230 are overlapped.
  • the mounting beam 290 of the battery pack can be overlapped on the longitudinal beam of the vehicle body, and the existing beam of the vehicle body structure, such as the rear seat mounting beam 260, can also be utilized.
  • a battery tray fastening hole 701 is opened in the carrier frame 700 for fixing the battery tray 600.
  • a battery tray mounting hole 602 is coaxially opened on the battery tray 600 such that the fasteners are mounted on the carrier frame 700 through the battery tray mounting holes 602 and the battery tray fastening holes 701.
  • the fastener may be formed as a bolt
  • the battery tray fastening hole 701 may be formed as a threaded hole.
  • the number and position of the connection points of the carrier frame 700 and the battery tray may be arbitrarily set as needed, specifically, the battery tray
  • the fastening hole 701 and the battery tray mounting hole 602 may be formed in a plurality of one-to-one correspondence.
  • two battery tray mounting holes 602 are respectively formed on the front and rear edges of the battery tray 600, and the two battery tray mounting holes 602 are spaced apart along the respective edges.
  • the battery tray fastening hole 701 and the battery tray mounting hole 602 may be respectively formed on the longitudinal edges of the vehicle body longitudinal beam and the battery tray, which are not specifically limited in the present disclosure.
  • the battery tray 600 is provided with an outwardly extending mounting lug 601 on the edge thereof so 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 in a collision. Protects the battery pack by directly withstanding impact.
  • the position of the mounting lug 601 is aligned with the position of the battery tray fastening hole 701, and the battery tray mounting hole 602 is opened on the mounting lug 601 to mount the battery tray 600 to the carrier frame 700 by fasteners.
  • 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.
  • Injury members' feet and legs are 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 lateral pressing plate 310 is formed as a second groove-like structure that is open downward and includes a lateral pressing plate bottom wall 311 and a lateral pressing plate side wall 312, and the opening of the second groove-like structure
  • the edges are folded outward to form a transverse plate flange 310A
  • the transverse plate 310 is joined to the floor panel 300 by a transverse plate flange 310A
  • the beam opening flange 200a is aligned with the transverse plate flange 310A such that the front beam 210 and the transverse plate 310 together form a mouth-shaped support structure, so that the front beam 210, the floor panel 300 and the horizontal pressure plate 310 together form a plurality of mouth-shaped support structures.
  • the beam opening can be turned by three-layer welding.
  • the edge 200a, the floor panel 300 and the transverse plate flange 310A are welded together to ensure the strength of the connection position of the three, so that the deformation of the front beam 210 can be effectively reduced to invade the passenger compartment of the floor panel 300, and the current impact force
  • the clamping structure formed by the front cross member 210 and the lateral pressing plate 310 can stop the tendency of the floor panel 300 to continue to fold, and reduce the deformed floor surface.
  • the board 300 hurts the risk of the occupant.
  • the middle section of the front cross member 210 and the floor panel There is a gap between the 300 for passing at least one of the cable and the pipe.
  • the gap is provided in various ways. For example, as shown in Fig. 56, the middle portion of the floor panel 300 is convex upward to form a front-rear direction.
  • the central passage 301, the front cross member 210 extends from the one end of the floor panel 300 in the left-right direction across the central passage 301 to the other end of the floor panel 300 such that the front cross member 210 and the central passage 301 together define the gap.
  • the height of the gap is not more than 60 mm, and further not more than 50 mm, so as to rationally utilize the space inside the vehicle. .
  • the gap may be formed by the central passage 301, and the front cross member 210 may include a first front cross member 210A and a second front cross member 210B spaced apart from each other on both sides of the central passage 301 in the left-right direction, referring to FIG.
  • the first front beam 210A and the second front beam 210B are each formed into an upwardly open groove-like structure, and include a beam bottom wall 201, a beam side wall 202, and a beam connected between the beam bottom wall 201 and the beam side wall 202.
  • the inner end wall 209 and the upper edge at the opening of the channel structure are folded outward to form a beam opening flange 200a, and the front beam 210 is coupled to the floor panel 300 by a beam opening flange 200a.
  • the left front side rail is connected to the center position of the first front cross member 210A in the left-right direction
  • the right front cross member is connected to the center position of the second front cross member 210B in the left-right direction, so that the corresponding front cross member 210 can better withstand the left front The collision force transmitted by the stringer and the right front longitudinal beam.
  • the inner side of the front side frame 100 is provided with an inner connecting plate 410, and the outer side is provided with an outer connecting plate 420, and the front side of the inner connecting plate 410 is connected to the front side beam 220, the rear side is connected to the front cross member 210, the outer side is connected to the front side member 100, the inner side of the outer connecting plate 420 is connected to the front side member 100, and the rear side is connected to the front cross member 210.
  • the lateral pressure plate 310 is formed as a first lateral pressure plate 310A and a second horizontal pressure plate 310B which are respectively located on both sides of the central passage 301.
  • the central passageway 301 is also provided with a central passage cover 302 to strengthen the structure of the central passage 301 to prevent deformation of the central passage 301 during collision, thereby protecting the occupant and the cables disposed under the floor panel 300.
  • the front cabin cross member 220 is coupled to the front surface of the dash panel 320 and coincides with the front end of the floor panel 300, the central passage.
  • the cover plate 302 includes a front passage cover 302A.
  • the front end of the front passage cover 302A is connected to the front end of the floor panel 300 and coincides with the position of the front cabin cross member 220, and the rear end extends rearward along the extending direction of the central passage 301 to the front cross member.
  • the 210 is aligned, and the front cross member 210 is mounted on the lower surface of the floor panel 300 near the dash panel 320.
  • the front impact energy of the vehicle can be transmitted to the front cross member 210 through the front side member 100 and distributed to the components of the other load bearing frame 700, and can also be transmitted to the central passage cover 302 and the central passage 301 through the front bulkhead 220.
  • the deformation of the dash panel 320 caused by the collision is minimized to protect the occupant located in the passenger compartment.
  • the height of the protrusion of the central passage 301 gradually increases from the front and rear ends of the floor panel 300 to the middle portion, and the height of the central passage protrusion is not more than 60 mm, and further not more than 50 mm, to properly utilize the interior space of the vehicle.
  • the upper surface of the floor panel 300 is provided with a horizontal pressure plate 310 and a vertical pressure plate 330 for suppressing the upturn of the floor panel 300.
  • the central passage 301 may have a lower height to be combined with the horizontal pressure plate 310 and the longitudinal direction.
  • the upper surface of the pressure plate 330 is flush, thereby ensuring that the floor panel 300 has a flatter top surface to facilitate the arrangement of the interior components of the vehicle, improving the aesthetics and ride comfort of the interior of the vehicle.
  • the front passage cover 302A is formed to cooperate with the outer contour of the central passage 301 and at least partially covers the groove-like structure of the central passage 301. By this technical solution, the front passage cover 302A covers the front end of the central passage 301 such that the central passage 301 It can withstand the impact of a large collision moment.
  • the front channel cover 302A can be fixed to the floor panel 300 in any suitable manner.
  • the lower edge of the opening of the groove structure of the front channel cover 302A is folded outward to form a front channel cover flange.
  • the front passage cover 302A is connected to the floor panel 300 through the front passage cover flange 302A, and the inner ends of the first horizontal pressure plate 310A and the second horizontal pressure plate 310B may also overlap with the front passage cover 302A to increase
  • the connection strength between the components of the upper surface of the floor panel 300 and the floor panel 300, the outer ends of the first horizontal pressure plate 310A and the second horizontal pressure plate 310B may extend outward to overlap the sill inner panel 500 to strengthen the overall structure of the vehicle body structure. And assist in dispersing collision energy.
  • the central passage cover 302 further includes a rear passage cover 302B connected to the rear end of the front passage cover 302A, and the rear passage cover 302B is rearward from the front passage cover 302A along the top wall of the central passage 301.
  • the extension for example, extends to overlap the front seat mounting beam 240, as shown in Figure 60, to increase the collision force path of the body structure.
  • the vehicle body structure may further include a longitudinal pressure plate 330 fixed above the floor panel 300.
  • the longitudinal pressure plate 330 may be two corresponding to the left front side rail and the right front side rail, respectively.
  • the longitudinal pressure plate 330 intersects the first lateral pressure plate 310A and the second lateral pressure plate 310B, respectively, and the projection of the longitudinal pressure plate 330 and the front longitudinal beam 100 on the floor panel 300 in the up and down direction at least partially coincides. Therefore, when the vehicle is bumped forward, the longitudinal pressing plate 330 can stop the upward deformation of the front longitudinal beam 100, and prevent the front longitudinal beam 100 from being bent upward to cause the floor panel 300 to be turned up to protect the legs of the occupant.
  • the transverse pressing plate 310 and the longitudinal pressing plate 330 may have a plurality of intersecting embodiments.
  • the lateral pressing plate side wall 312 of the groove-like structure of the lateral pressing plate 310 is formed with a downward opening.
  • 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 lateral pressure plate 310.
  • the depth of the escape groove 313 is the same as the depth of the groove structure of the lateral pressure plate 310, so that the upper surface of the longitudinal pressure plate 330 overlaps with the lower surface of the horizontal pressure plate bottom wall 311 to ensure the horizontal pressure plate 310 and the vertical pressure plate 330. There is sufficient joint strength between them, and the effect of making the upper surface of the transverse plate flat.
  • the cross plate 310 and the longitudinal plate 330 may also be an integrally formed cross plate structure.
  • a longitudinal pressure plate connecting plate 321 is connected to the rear surface of the dash panel 320.
  • the longitudinal pressing plate 330 is connected to the front longitudinal beam 100 through the longitudinal pressure plate connecting plate 321, thereby increasing the transmission of the vehicle body structure.
  • the force path, when the current collision occurs, the collision force received by the front side member 100 can also be transmitted to the longitudinal pressure plate 330 through the longitudinal pressure plate connecting plate 321 .
  • the force can continue to
  • the rear cross member is overlapped with the seat beam, and the seat beam may be a front seat mounting beam 240 or a rear seat mounting beam 260 spaced behind the front cross member 210, so that the collision force can also be transmitted to the longitudinal pressure plate 330 to Other body structure components to enhance vehicle collision safety.
  • the horizontal pressure plate and the longitudinal pressure plate also enhance the floor panel.
  • the manner in which the front side member 100, the longitudinal pressure plate connecting plate 321 and the longitudinal pressure plate 330 are connected may be connected by any suitable form.
  • the front side member 100 has a groove-like structure that is open upward
  • the longitudinal pressure plate connecting plate 321 has a groove-like structure that is open downward (refer to FIG. 63), so that the front side frame 100 and the longitudinal pressure plate connecting plate 321 can be snap-fitted into a mouthpiece.
  • the structure is configured to increase the impact strength of the joint position
  • the longitudinal pressure plate connecting plate 321, the dash panel 320 and the front side frame 100 can be integrally connected by a three-layer welding joint, wherein the front end of the longitudinal pressure plate 330 and the longitudinal pressure plate connecting plate The rear end of the 321 is welded.
  • the longitudinal pressure plate 330 may be formed as a downwardly open groove-like structure and includes a longitudinal pressure plate bottom wall 331 and a longitudinal pressure plate side wall 332, and the groove-like structure opening of the longitudinal pressure plate
  • the lower 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 the connection stability, and the groove structure of the longitudinal plate 330 and the front side member 100 can also be
  • the first longitudinal beam flange 100a of the rear end is aligned with respect to the floor panel 300 to enhance the bending strength of the rear end of the front side rail 100, preventing the front side rail 100 from deforming and causing the floor panel 300 to be turned up.
  • the cross member involved in the vehicle body structure provided by the present disclosure can use the body cross member 200 provided by the present disclosure, and the current cross member 210 and the floor rear cross member 230 are respectively installed as battery packs.
  • the front cross member and the battery pack are used to mount the rear cross member, the first mounting hole 701a and the second mounting hole 701b of the body cross member 200 are formed as the battery tray fastening holes 701 of the carrying frame 700.
  • the vehicle body structure provided by the present disclosure can form a plurality of force transmission paths for dispersing a collision force during a vehicle front collision, 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 damage caused to the occupant due to deformation of the floor panel 300 and the dash panel 320, and ensure
  • the force transmitting path of the impact force includes: a front side rail 100 - a front cross member 210 - a floor rail 110 and a sill inner panel 500 - a rear side rail 120, and further includes a front cabin cross member 220, a floor rear cross member 230 and the rear seat mounting beam 260 to assist in dispersing the collision force, forming at least two closed loop frames under the floor panel 300, including:
  • a closed-loop frame composed of a front cabin beam 220, a left front longitudinal beam, a front cross member 210 and a right front longitudinal beam, the closed-loop frame having at least the following advantages: first, to withstand frontal collision loads, including initial collision loads transmitted through the force transmission path and The reverse impact impact of the drive motor or the like; secondly, the closed frame-shaped structure has strong stability, and optionally in actual manufacturing, it can also be better ensured by setting appropriate beam wall thickness and material strength.
  • the reinforcing structure formed by the frame-shaped structure and the outer connecting plate 420 disposed outside the front longitudinal beam 100 can effectively adapt to serious backlash of wheels such as small offset bumps
  • the front longitudinal beam (and the small offset collision wheel) can be obtained by the stable structure between the front bulkhead 220 and the front cross member 210.
  • the concentrated load applied is distributed to the sill inner panel 500 and the floor rail 110 on both sides of the passenger compartment to be further transmitted to the rear of the vehicle body. Therefore, it is more effective to avoid the deformation of the passenger compartment when the front is hit. as well as
  • the closed-loop frame formed by the load-bearing frame 700 has at least the following advantages: First, the arrangement 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 long-distance battery life is improved.
  • the closed-loop frame provides a simple and easy assembly method for the battery pack, and the battery arrangement with intensive features in the spatial arrangement facilitates the electrothermal management inside the battery pack;
  • the closed loop frame The geometrical position of the passenger compartment, that is, the floor panel, is substantially aligned in the up and down position, so that the improvement of the anti-collision deformation of the frame structure or the passenger compartment structure simultaneously protects the occupant and the battery pack;
  • the closed loop frame It is easier to make a design with better structural balance, and it is easy to meet the performance balance requirements of different parts.
  • the two structures can distribute the collision force evenly on the beams on the one hand, and can also stop the components disposed at the front of the vehicle, so as to prevent the power device of the vehicle such as the motor from moving backward into the passenger cabin due to the collision impact. Or squeeze the battery pack located under the floor panel 300 to cause secondary damage.
  • the force transmission path of the vehicle body structure may further include an A-pillar.
  • the inner panel 340 and the side outer panel 350 are fixedly connected to the inner side of the side outer panel 350 to form a body A pillar, and a force transmitting connector is connected between the front rail 100 and the A pillar inner panel 340. So that the collision force can be dispersed to the A-pillar of the vehicle body through the force transmission connection.
  • the force transmitting connector may be coupled to the A-pillar inner panel 340 corresponding to the position B of the side wall outer panel 350 adjacent to the lower door hinge.
  • the force transmitting connector may be connected to the outer sealing plate 106 of the front side frame 100 to adapt to the overall structure of the vehicle body, and the connection relationship on the body of the front side frame 100 is prevented from being too complicated, resulting in insufficient strength of the connecting position. Reduce the durability and impact resistance of the body structure.
  • a wheel cover assembly 360 is coupled to the dash panel 320, and the force transmitting connector can also be coupled to the dash panel 320 or the wheel cover assembly 360, thereby increasing the strength of the dash panel 320 such that the dash panel 320 is less prone to collision deformation.
  • the force transmitting connecting member can be formed into any suitable structure.
  • the force transmitting connecting member can be formed as a force transmitting connecting plate 450.
  • One end of the force transmitting connecting plate 450 is overlapped on the front longitudinal beam, and the other end is overlapped at A.
  • the A-pillar inner panel 340 and the side outer panel 350 are respectively formed as a groove-like structure facing the opening, and are fastened by the flange so that the vehicle A pillar is formed into a structure having a closed frame-shaped cross section.
  • the force transmitting connecting plate 450 can be overlapped on the A-pillar inner plate 340 to overlap the flange of the side surrounding outer plate 350, so as to be able to simultaneously the A-pillar inner plate 340 and the lateral surrounding outer plate 350. Transmission force is conducive to the dispersion of collision energy.
  • the force transmitting connecting plate 450 may be formed as a cap-like structure including a cap body 451 and a overlapping edge 452 surrounding the cap body 451 such that the force transmitting connecting plate 450 has at least two The cross-sections of the cross-section are perpendicular to each other, thereby ensuring that the force-transmitting web 450 has a large strength and can withstand impact in a plurality of directions without causing a large deformation.
  • the overlapping edge 452 is substantially surrounded by a rectangular structure and includes at least a first overlapping edge 450a, a second overlapping edge 450b, a third overlapping edge 450c, and a fourth overlapping edge 450d, and the first overlapping edge 450a
  • the second overlapping edge 450c and the fourth overlapping edge 450d are oppositely disposed between the first overlapping edge 450a and the second overlapping edge 450b, and the force transmitting connecting plate 450 is opposite to the second overlapping edge 450b.
  • the overlapping relationship of the other components of the vehicle body structure may be: the first overlapping edge 450a overlaps the front longitudinal beam 100, the second overlapping edge 450b overlaps the A-pillar inner panel 340, and the third overlapping edge 450c and the fourth
  • the lap joints 450d are respectively overlapped with the dash panel 320 or the wheel house assembly 360 so that the components can be stably connected.
  • the present disclosure also provides a vehicle including the vehicle body structure provided by the present disclosure, and therefore, the vehicle has all the advantages and benefits of the vehicle body structure provided by the present disclosure, in order to reduce unnecessary repetition. , will not repeat them here.
  • the vehicle may be an electric vehicle such that the body structure is adapted to the installation of the battery pack.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种车身结构和车辆，其中车身结构包括前纵梁（100）、前舱横梁（220）、前横梁（210）和外连接板（420），前纵梁（100）包括沿左右方向间隔设置的左前纵梁和右前纵梁，前舱横梁（220）连接在左前纵梁和右前纵梁上，前纵梁（100）的后端连接于前横梁（210），外连接板（420）位于前纵梁（100）的外侧并且分别与前纵梁（100）和前横梁（210）连接。

Description

车身结构和车辆
相关申请的交叉引用
本申请基于申请号为201710527343.7，申请日为2017年6月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及车辆技术领域，具体地，涉及一种车身结构和具有该车身结构的车辆。
背景技术
在车辆，尤其是乘用车的交通(碰撞)事故中最大程度地减少乘员的死亡率和受伤程度是乘用车的整车研发和制造的核心设计技术。其中，对车身结构的碰撞安全变形结构的设计是提高整车碰撞安全性能的基础。为了满足公众对家用乘用车的越来越高的碰撞安全性的要求，近年来各国的有关部门都在本国的相关法规和评价规范中不断逐步地改进和补充了一些乘用车的碰撞安全性能的试验条件。例如美国正在针对其国内市场销售的车辆，更新其一系列有关安全碰撞性能的法规和评价规范，要求车身成员舱在更多工况下可以承受更大碰撞力而有相对比较小的变形。
随着家用乘用车在全球市场的普及，石化能源短缺及燃烧带来的环保问题越来越严重，所以各国都在积极开发新能源汽车。而电动汽车作为新能源汽车的一个方向正在成为未来的趋势。电动汽车的设计除了要满足传统的设计，还需要考虑设计较高的续航里程，以满足与传统燃油车的竞争力。
另外，近年来随着电动汽车的迅猛发展，为了提升续航距离，电动汽车需要配备更加多的电池包，这样相比同样规格的燃油车，电动汽车的整车重量会大幅度地增加整车重量，这就导致在同样试验条件下，车辆的碰撞初期整车动能的增加，也就说，电动汽车的车身结构需要能够承担更大的力和吸收更多的运动能量来提升安全性。进一步地，在电动汽车中，由于需要布置电池包，大量车身下部的空间被占用，传统燃油车的各种经典的车身碰撞安全结构技术无法使用，因此设计一种既能满足电池包布置又能满足车辆安全的新型车身结构技术势在必行。
发明内容
本公开的目的是提供一种车身结构和使用该车身结构的车辆。
为了实现上述目的，本公开提供一种车身结构，包括前纵梁、前舱横梁、前横梁和外连接板，所述前纵梁包括沿左右方向间隔设置的左前纵梁和右前纵梁，所述前舱横梁连接在所述左前纵梁和所述右前纵梁上，所述前纵梁的后端连接于所述前横梁，所述外连接板位于所述前纵梁的外侧并且分别与所述前纵梁和所述前横梁连接。
本公开还提供一种车辆，该车辆包括本公开提供的车身结构。
通过上述技术方案，本公开提供的车身结构能够有效提升前碰时车身结构的强度和稳定性，使得车辆的安全性能更高。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是本公开涉及的车身横梁的一种具体实施方式的爆炸图；
图2是图1提供的车身横梁应用于车身结构的俯视图；
图3是本公开提供的车身结构的局部结构的仰视视角立体图，其中示出了前纵梁、前舱横梁、前横梁、前围板和地板面板；
图4是图3中前纵梁和前横梁的连接关系示意图；
图5是图3中前纵梁和地板前纵梁的连接关系细节图；
图6是图3中前纵梁和前舱横梁的连接关系示意图；
图7是图3中前纵梁和前舱横梁的连接关系细节图；
图8是本公开提供的车身结构的另一局部结构立体图，其中示出了内连接板和外连接板；
图9是图8中内连接板与车身结构其他部件的连接关系细节图；
图10是图8中外连接板与车身结构其他部件的连接关系细节图；
图11是图8中车身结构的第一种变形方式的第一实施例，其中，第一连接梁和第二连接梁形成为一体式X形连接梁；
图12是图8中车身结构的第一种变形方式的第二实施例，其中，第一连接梁和第二连接梁形成为分体式X形连接梁；
图13是图8中车身结构的第一种变形方式的第三实施例，其中，第一连接梁和第二 连接梁形成为分体式十字形连接梁；
图14是图8中车身结构的第二种变形方式的第一实施例，其中包括前舱中横梁和连接梁，并且连接梁与前舱横梁围成三角形结构；
图15是图8中车身结构的第二种变形方式的第二实施例，其中包括前舱中横梁和连接梁，并且连接梁与前横梁围成三角形结构；
图16是图8中车身结构的第三种变形方式的示意图，其中前纵梁的后段形成为内弯段，并且外侧连接有连接梁，内弯段与连接梁形成人字形支撑；
图17是图8中车身结构的第四种变形方式的第一实施例，其中前纵梁的后段形成为外弯段，并且该外弯段与前横梁搭接；
图18是图8中车身结构的第四种变形方式的第二实施例，其中前纵梁的后段形成为外弯段，并且该外弯段分别与前横梁和门槛内板搭接；
图19是图8中车身结构的第四种变形方式的第三实施例，其中外弯段的内侧连接有连接梁，并且连接梁与外弯段形成人字形支撑；
图20是图19中连接梁与外弯段的连接关系的细节图；
图21是图8中车身结构的第四种变形方式的第四实施例，其中外弯段之间连接有前舱中横梁，该前舱中横梁与前舱横梁之间连接有连接梁；
图22是图21中前舱中横梁与外弯段的连接关系的细节图；
图23是图21中连接梁与前舱中横梁和前舱横梁的连接关系的细节图；
图24是图8中车身结构的第四种变形方式的第五实施例的示意图；
图25是图8中车身结构的第四种变形当时的第六实施例的示意图；
图26是本公开提供的车身结构的传力路径的第一种实施方式的示意图；
图27是图26中前横梁、地板纵梁和门槛内板的连接关系细节图；
图28是图26中前横梁和地板纵梁的连接关系细节图；
图29是图26中前横梁和门槛内板的连接关系细节图；
图30是图26中前横梁和门槛内板的连接关系的另一视角的细节图；
图31是本公开提供的车身结构的传力路径的第二种实施方式的示意图，其中前横梁通过中间连接板与门槛内板连接；
图32是本公开提供的车身结构的传力路径的第二种实施方式的另一示意图，其中前横梁、地板纵梁和门槛内板通过中间连接板连接；
图33是本公开提供的车身结构的传力路径的第三种实施方式的示意图，其中，前横梁通过地板纵梁与门槛内板连接；
图34是本公开提供的车身结构的传力路径的第三种实施方式的另一示意图；
图35是本公开提供的车身结构的传力路径的第四种实施方式的第一实施例的示意图；
图36是本公开提供的车身结构的传力路径的第四种实施方式的第二实施例的示意图；
图37是本公开提供的车身结构的传力路径的第四种实施方式的第三实施例的示意图；
图38是本公开提供的车身结构的传力路径的第五种实施方式的第一实施例的示意图；
图39是图38中前纵梁和前舱横梁的连接关系细节图；
图40是图38中前纵梁和前舱横梁的连接关系的另一视角细节图；
图41是图38中连接板与前舱横梁的连接关系细节图；
图42是图38中连接板与前横梁的连接关系细节图；
图43是本公开提供的车身结构的传力路径的第五种实施方式的第二实施例的示意图；
图44是本公开提供的车身结构的传力路径的第五种实施方式的第三实施例的示意图；
图45是本公开提供的车身结构的传力路径的第五种实施方式的第四实施例的示意图；
图46是本公开提供的车身结构的传力路径的第五种实施方式的第五实施例的示意图；
图47是本公开提供的车身结构的传力路径的第六种实施方式的示意图；
图48是图47中连接板与门槛内板的连接关系的细节图；
图49是本公开提供的车身结构的传力路径的第七种实施方式的示意图；
图50是图49中连接板与地板纵梁的连接关系的细节图；
图51是本公开提供的车身结构中的承载框架的示意图；
图52是本公开提供的车身结构中的承载框架的另一示意图，其中示出了电池托盘；
图53是本公开提供的车身结构中的承载框架的再一示意图，其中电池托盘形成为分体式结构；
图54是本公开提供的车身结构中地板面板上表面的结构示意图，其中示出了横压板和中央通道盖板；
图55是图54中横压板、地板面板和前横梁的位置关系示意图；
图56是本公开提供的车身结构中地板面板的仰视视角立体图，其中中央通道和前横梁之间形成有间隙；
图57是图56中间隙的变形方式的示意图；
图58是本公开提供的车身结构中中央通道盖板与前舱横梁的连接关系示意图；
图59是本公开提供的车身结构中中央通道盖板与前围板的连接关系示意图；
图60是本公开提供的车身结构中地板面板上表面的另一结构示意图；
图61是图60中横压板、纵压板、地板面板和前横梁的位置关系示意图；
图62是图61的细节放大图；
图63是图60中纵压板连接板与前纵梁的位置关系示意图；
图64是本公开提供的车身结构中车身上部结构传力路径的示意图，其中前纵梁通过传力连接件与车辆A柱连接；
图65是图64的爆炸图；
图66是图64中前纵梁与车辆A柱的连接关系示意图；
图67是本公开提供的车身结构的一种实施方式的俯视图；
图68是本公开提供的车身结构的一种实施方式的仰视图；
图69是本公开提供的车身结构的一种实施方式的立体图；
图70是本公开提供的车身结构的一种实施方式的另一视角立体图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在本公开中，在未作相反说明的情况下，使用的方位词如“上、下、左、右、前、后”是以车辆的上下方向、左右方向和前后方向为基准进行定义的，具体在附图中，X方向为车辆的前后方向，其中，箭头指向的一侧为“前”，反之为“后”；Y方向为车辆的左右方向，其中，箭头指向的一侧为“右”，反之为“左”；Z方向为车辆的上下方向，其中，箭头指向的一侧为“上”反之为“下”；“内、外”是以相应部件的轮廓为基准定义的，例如以车辆轮廓为基准定义的车内和车外，靠近车辆中部的一侧为“内”，反之为“外”。以上定义仅用于辅助说明本公开，不应当理解为限制。
另外，本公开中所有的“横梁”是指沿车辆左右方向延伸的梁，所有的“纵梁”是指沿车辆前后方向延伸的梁。其中“前纵梁”是指车身结构中从车辆前防撞横梁向后延 伸的纵梁。“后纵梁”是指车身结构中从车辆的后防撞横梁先前延伸的纵梁。其中纵梁通常为两根且关于车辆的前后中心线对称设置，例如“前纵梁”通常包括沿左右方向间隔设置的“左前纵梁”和“右前纵梁”。另外，本公开中的“前碰”是指车辆的前部遭受撞击的情况，“侧碰”是指车辆的侧面遭受撞击的情况。此外，在没有其他特殊解释的情况下，本公开各实施方式中涉及的“前舱”、“乘员舱”、“前围板”、“地板面板”、“门槛内板”等名词的含义是其在本领域内公知含义。
另外，在未做特殊说明和限定的情况下，诸如“连接”、“安装”、“相连”、“固定”等术语可做广义解释，其可以通过例如焊接等不可拆卸的方式，螺栓等可拆卸的方式，或者模制等一体成型的方式等本领域技术人员公知的方式实现。
下面本公开将结合相应附图对一些实施方式进行详细描述。其中为了便于描述，首先本公开先介绍本公开中的一些零部件。例如下述的车身横梁。
根据本公开的第一方面，提供一种车身横梁200。图1和图2中示出了本公开的第一方面提供的车身横梁200的一种具体实施方式。其中，该车身横梁200可以包括槽状横梁本体和支撑件，该支撑件连接于槽状横梁本体并且与至少部分槽状横梁本体围成具有封闭横截面的支撑结构，该支撑结构能够增加车身横梁200的强度，从而有效地抵抗沿纵向方向的作用力，如碰撞冲击。
本公开第一方面提供的车身横梁200应用于车身结构时，该车身横梁200可以充当车辆其他元件的承载结构，例如作为电池包安装横梁(如电池包安装前横梁)使用。在车辆发生前碰，即车辆沿前后方向发生撞击时，该车身横梁200用于吸收撞击能量，该具有封闭横截面的支撑结构使得车身横梁200的整体强度更高、稳定性更好，保证车身横梁200在受到撞击时不易发生变形，从而避免位于电池包安装前横梁后方的电池包因受到撞击或挤压变形导致可能的起火，以保护车辆其他部件和乘员。
具体地，槽状横梁本体可以包括横梁底壁201以及位于横梁底壁201前后方向两侧的横梁侧壁202，支撑件形成为连接在两横梁侧壁202之间的撑板203，以使得槽状横梁本体和撑板203围成具有口字型横截面的支撑结构，以提升车身横梁200的强度，并且槽状横梁本体具有规则的外轮廓有利于增加车身横梁200的适用性，方便车身横梁200与车身结构中的其他部件相安装，如与下文所述的车身结构中的前纵梁100、地板纵梁110、门槛内板500等部件搭接。
进一步地，为了保证该支撑结构的稳定，撑板203沿左右方向延伸的侧边缘向上翻折以形成撑板翻边，从而撑板203能够通过该撑板翻边焊接于两个横梁侧壁202上。在实际生产制造中，槽状横梁本体与撑板203围成的空腔中还可以设置加强结构，如焊接 钣金或填充CBS(复合增强材料)材料等，以进一步提升车身横梁200承受撞击的能力，减小车身横梁200在碰撞中的形变量。
撑板203可以形成为任意适当的结构，例如形成为沿槽状横梁本体的长度方向延伸的波浪形板，作为另一种可能的实施方式，如图1所示，撑板203可以包括与横梁底壁201平行的平板204和从平板204的左右两侧斜向下延伸至横梁底壁201的斜板205，以在碰撞过程中较好地支撑槽状横梁本体，使得碰撞作用力能够通过平板204和斜板205从一侧横梁侧壁202传递至另一侧横梁侧壁202，有利于碰撞能量的分散，改善仅通过平板204将碰撞作用力从一侧横梁侧壁202传递至另一侧横梁侧壁202，进而避免单侧横梁侧壁202承受的冲击过大而发生弯折或破损，造成对车辆其他元件或车内乘员的伤害。
具体地，撑板203可以沿左右方向呈几字型结构，几字型结构包括平板204和斜板205，以及从斜板205沿横梁底壁201延伸的端板206，端板206贴合并固定于横梁底壁201上，具体的固定方式可以为焊接，即，该撑板203与横梁底壁201和两侧横梁侧壁202均具有连接关系，从而能够保证该口字型横截面的支撑结构的稳定，避免因碰撞致使撑板203与槽状横梁本体分离。
为了进一步提升车身横梁200的强度，撑板203上布置有沿前后方向延伸的撑板加强筋207，以承载前碰作用力，一定程度上避免撑板203弯折以及撑开两侧横梁侧壁202并实现作用力在两侧横梁侧壁202之间传递，撑板加强筋207的数量和设置方式可以根据实际需要任意选择，本公开对此不做具体限制，撑板加强筋207可以与撑板203一体成型制作，也可以通过焊接等方式连接于撑板203。
在本实施方式中，参考图1和图2，支撑件可为多个并沿槽状横梁本体依次设置，因此能够减小支撑件的制作和安装难度，并能够保证车身横梁200沿其长度方向的强度均匀分布，整体上提升车身横梁200承受撞击的能力。在其他可能的实施方式中，支撑件可以与横梁本体的长度方向的尺寸大致相同，即使用一个支撑件支撑槽状横梁本体的横梁侧壁202，或者根据车身横梁200的碰撞受力位置沿槽状横梁本体的长度方向间隔设置多个支撑件。
本公开提供的车身横梁200能够应用于车身结构中任意位置的横梁，例如与纵梁的端部搭接的横梁，即纵梁截止于该车身横梁200。在本公开的一些实施方式中，该车身横梁200可以为前横梁210，该前横梁210在本公开的一些实施方式中，可以是固定于地板面板300下表面上的车身横梁，可以是靠近前围板320安装的车身横梁，还可以为靠近门槛内板500前端安装的车身横梁，或者为设于前座椅安装横梁前方的车身横梁，或者靠近A柱内板340下端安装的车身横梁，该前横梁210可以定位在车辆乘员舱的下方。 其中，前横梁距离门槛内板500的前端的距离可以在30mm至1000mm，当为靠近门框内板500前端安装时，其距离门槛内板的前端的距离为30mm至140mm。另外根据车型不同，在有些实施方式中，前横梁还可以在本领域公知的前中地板连接板的位置，其距离门槛内板500的前端大约为1000MM。此外在各种可能的实施方式中，前横梁距离门槛内板500的前端的距离还可以为60/80/120/200/300/450/600/700/850/950mm等。
在有些实施方式中，该前横梁210与前纵梁100的后端搭接，也就是说，该前横梁210与前纵梁100的后端部搭接，即前纵梁100截止于该前横梁210。该前横梁210还可以作为用于安装电池包的电池包安装前横梁，具体地，可以在车身横梁200上开设电池托盘紧固孔701，以通过紧固件将承载电池包的电池托盘安装至该电池包安装前横梁上。需要说明的时候，前横梁210可以同时满足上述限制条件的任意一个或多个，例如前横梁210安装在地板面板300下表面同时靠近前围板320安装。又例如，当所述前横梁210为固定在地板面板300下表面上的车身横梁200时，所述地板面板300位于所述前舱横梁220的后方，并且所述前横梁210的前端与所述前围板320相连。
另外，纵梁与该车身横梁200之间还可以设置有连接板，以提高纵梁和该车身横梁200的连接稳定性，并且便于将来自纵梁的力分散到车身横梁200上。这样该车身横梁200的槽状横梁本体上可以沿左右方向形成有用于分别与纵梁和连接板连接的连接段，相应的连接段的外表面用于分别与纵梁和连接板搭接。其中当只与纵梁或连接板中的一者搭接时，连接段即为纵梁连接段或连接板连接段。
因此，可以将撑板加强筋207和/或斜板205的位置对应于连接段设置，当车辆发生沿前后方向的撞击时，车身横梁200将承受由纵梁传递的碰撞力，连接段与纵梁和连接板的搭接位置的受力最大，此时撑板加强筋207和斜板205能够为槽状横梁本体提供支撑并承受碰撞冲击，避免车身横梁200在连接段处发生变形，从而提升车身结构的抗碰撞能力。
例如在下文所述的车身结构的一些实施方式中，车身横梁200形成为前横梁210，该前横梁210分别与左前纵梁和右前纵梁的后端相连，即前纵梁100向后截止于前横梁210，更具体地前纵梁100的后端仅与前横梁210相连，即，在本实施方式中，前纵梁的后端不在于其他部件相连而只与前横梁210相连，在其他实施方式中，前纵梁100的后端向后截止于前横梁210的同时还可以向两侧外延至门槛内板500等结构上。
相应的，在本实施方式中，连接段包括沿槽状横梁本体的长度方向间隔且对称设置的第一连接段和第二连接段，第一连接段用于连接相应的前纵梁100，第二连接段用于连接相应的连接板，连接板可以根据实际需要设置在前纵梁100的内侧和/或外侧，撑板203 包括沿槽状横梁本体的长度方向间隔设置的第一撑板203A和第二撑板203B(参考图2)，第一撑板203A外端的斜板205与第一连接段的外端沿前后方向对齐，第二撑板203B外端的斜板205与第二连接段的外端沿前后方向对齐。需要说明的是，本公开中，“对齐”是指两个部件沿某一方向(如本公开中的前后方向或上下方向)的投影至少部分的重合。
具体地，连接板可以设置在相应的前纵梁100的内侧，例如形成为下文所述的内连接板410，相应地，第一连接段和第二连接段分别包括相邻设置的纵梁连接段和连接板连接段，连接板连接段位于相应的纵梁连接段的内侧以用于连接内连接板410，撑板203还包括依次连接在第一撑板203A与第二撑板203B之间的第三撑板203C，第三撑板203C两端的斜板205分别与相应的连接板连接段的内端沿前后方向对齐。
在本实施方式中，槽状横梁本体的底壁上开设有第一安装孔701a，车身横梁200还包括覆盖在横梁底壁201上的加强板208，加强板208开设有与第一安装孔701a同轴的第二安装孔701b，以增加车身横梁200在开孔位置的强度，该第一安装孔701a和第二安装孔701b可以用于安装车辆元件，如承载有电池包的电池托盘，即该第一安装孔701a和第二安装孔701b为上述的电池托盘紧固孔701。
具体地，该槽状横梁本体具有向上的开口，并且顶部边缘向外翻折形成沿槽状横梁本体的长度方向延伸的横梁开口翻边200a，因此，当在车身结构中应用本公开第一方面提供的车身横梁200时，可以通过该横梁开口翻边200a将车身横梁200焊接于地板面板300的下表面，以使得车身横梁200与地板面板300共同围成具有封闭横截面的支撑结构，提升地板面板的强度以减小地板面板的碰撞变形，并能够阻止地板面板300在发生前碰时过度向上翻折，避免变形后的地板面板300进入乘员舱伤害乘员或压缩乘员舱内的生存空间。进一步地，横梁侧壁202的端部还可以向内或向外翻折形成有横梁端部翻边200b，横梁底壁201的端部向外延伸以形成有横梁底壁搭接边200c，以使得该车身横梁200能够通过横梁端部翻边200b和横梁底壁搭接边200c与车身结构的其他部件，如地板纵梁、门槛内板等搭接。
上述介绍了车身结构中的一些零部件，例如车身横梁，下述将整体介绍一些实施方式中的车身结构。
根据本公开的第二方面，本公开还提供一种车身结构，图3至图70中示出了本公开的第二方面提供的车身结构的一些实施方式。其中，车身结构可以包括前纵梁100、地板面板300和前横梁210，地板面板300的前端连接有前围板320，如图3所示，车辆的乘员舱限定在前围板320的后方和地板面板300的上方。
前横梁210固定于地板面板300的下表面并且前纵梁100的后端连接于前横梁210， 即前纵梁100截止于前横梁210，从而在车辆前碰时形成对前纵梁100后端的支撑，从而分散前纵梁100传递的碰撞冲击力，避免前纵梁100后段变形入侵乘员舱。并且，将前横梁210固定连接在地板面板300的下表面能够起到加强地板面板300的作用，避免碰撞时(包括前碰撞和侧碰撞)地板面板300过度变形、翻折等挤压乘员舱。可选地，前纵梁100沿左右方向的宽度在与前横梁210的连接处最大，即，前纵梁100朝向前横梁可以逐渐变宽，通过较大的连接处宽度能够以使得前横梁210能够较稳定地搭接前纵梁100。
为了适应车辆的整体结构，保证车辆前部具有充足的安装空间，前纵梁100包括沿左右方向间隔布置的左前纵梁和右前纵梁，左前纵梁和右前纵梁与前横梁210的连接点关于前横梁210左右方向上的中心点对称设置，并且分别位于所述前横梁210的中心点和端部之间靠近该端部的黄金分割点处，从而使得一条前横梁能够更优地承载两条前纵梁向后的传递力，从而使得车身结构的碰撞安全性更好。另外，为了适应车身结构，前纵梁100的前端和后端的Z方向上的投影在Y方向上错开的距离不大于80mm。即，前纵梁的后端和前端的投影在左右方向上不过分地偏差，从而保证前纵梁的左右方向上的直度较好，以保证前纵梁的强度。
在本实施方式中，参考图4和图5所示，前横梁210形成为向上开口的槽状结构，并且包括横梁底壁201和横梁侧壁202，前横梁210的槽状结构的开口处的上边缘向外翻折以形成沿左右方向延伸的横梁开口翻边200a，前横梁210通过横梁开口翻边200a连接于地板面板300的下表面，使得地板面板300也构成车身结构传力路径的一部分，以辅助分散前纵梁100传递的碰撞冲击力，同时，前横梁210与地板面板300围成具有口字型横截面的支撑结构，增强车身结构的抗碰撞能力，有助于减小地板面板300的碰撞变形。横梁侧壁202的端部还可以向内或向外翻折以形成沿上下方向延伸横梁端部翻边200b，横梁底部的端部向外延伸以形成沿前后方向延伸的横梁底壁搭接边200c，以便于前横梁210能够通过横梁端部翻边200b和横梁底壁搭接边200c与车身结构的其他部件，例如下文一些实施方式中涉及的地板纵梁110、门槛内板500等搭接。
如图4和图5所示，前纵梁100可以通过任意适当的方式连接于前横梁210，为了保证前纵梁100与前横梁210的连接关系稳定，前纵梁100可以分别与横梁底壁201、横梁侧壁202和横梁开口翻边200a搭接。具体地，前纵梁100的后端也可以形成为向上开口的槽状结构，且包括纵梁底壁103和纵梁侧壁104，前纵梁100后端的槽状结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第一纵梁翻边100a，纵梁侧壁104的端部向外翻折以形成沿上下方向延伸的第二纵梁翻边100b，纵梁底壁103的端部向外延伸以形 成沿左右方向延伸的纵梁底壁搭接边100c，其中，第一纵梁翻边100a与横梁开口翻边200a搭接，第二纵梁翻边100b与横梁侧壁202搭接，纵梁底壁搭接边100c与横梁底壁201搭接。
如图3和图6所示，前纵梁100包括沿左右方向间隔设置的左前纵梁和右前纵梁，并且前纵梁100沿车轮包括形成有用于避让车轮的内凹部105，以适应车身的整体结构，为了避免前碰时前纵梁100在该内凹部105处发生弯折，入侵前围板320或挤压位于车辆前部的其他元件，前纵梁100的内壁对应于内凹部105的位置连接有加强板。该左前纵梁和右前纵梁上还可以连接有前舱横梁220，前舱横梁220设置在前围板320的前方并可以连接在前围板320上，以用于止挡车辆前部元件向后移动，并且还能够起到加强前围板320的作用，使得前围板320不易发生碰撞变形。另外在一些实施方式中，前舱横梁220还可以间隔地位于前围板320的前方而不与前围板相连。
并且，前舱横梁220、左前纵梁、前横梁210和右前纵梁能够围成闭环框架，使得该部分的车身结构的强度更高，能够承受较大的初始碰撞载荷和车辆前部部件的后退冲击，并且还能够利用前舱横梁220和前横梁210传力，减小车辆前部变形，保护乘员和设置在前横梁210后方的车辆元件，如电池包。前舱横梁220还可以连接在前纵梁100的内凹部105处，以形成对前纵梁100的支撑，避免前纵梁100折弯。
前舱横梁220可以按照其他任意适当的方式连接在左前纵梁和右前纵梁上。具体地，为保证前舱横梁220与前纵梁100之间的连接关系稳定，如图7所示，前纵梁100对应连接前舱横梁220的位置形成为沿车辆前后方向延伸且向上开口的槽状结构，包括第一纵梁底壁101和第一纵梁侧壁102，该前纵梁100的槽状结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第一纵梁侧壁翻边102a，前舱横梁220形成为向上开口的槽状结构，该前舱横梁220的槽状结构的端部至少连接于该第一纵梁底壁101上，以使得前舱横梁220能够较好地止挡车辆前部元件的移动。可选地，前舱横梁220也可以以其他任意适当的方式连接在左前纵梁和右前纵梁上。
相应地，前舱横梁220的槽状结构的开口处的边缘向外翻折(即向前或向后翻折)以形成沿左右方向延伸的第一翻边220a，端部向外翻折(即向前或向后翻折)以形成沿上下方向延伸的第二翻边220b，该端部还形成有沿前后方向延伸的第三翻边220c，其中第一翻边220a与第一纵梁侧壁翻边102a搭接，第二翻边220b与第一纵梁侧壁102搭接，第三翻边220c与纵梁底壁103搭接，在实际制造中，各翻边与前纵梁100的连接方式可以为搭接并焊接，以提升前舱横梁220和前纵梁100的连接强度，从而保证前舱横梁220能够较好地承受车辆的动力装置的撞击。
前舱横梁220可以形成为分段式结构，以方便制作，该前舱横梁220可以包括横梁本体和连接在横梁本体两端的端部连接段，前舱横梁220的槽状结构的开口宽度沿横梁本体至端部连接段逐渐变大，从而易于加工与前纵梁100搭接的各翻边。在可替换的实施方式中，前舱横梁220也可以形成为一体式结构。
由于碰撞冲击力主要集中在前纵梁100的后段，然后通过其他车身结构向车辆后部分散，因此前纵梁100的后段需要有足够的强度，以保证碰撞冲击力的良好传递，并且防止前纵梁100后段变形挤压前围板320。因此，如图8至图10所示，车身结构还可以包括内连接板410和外连接板420或其中一者，以能够起到加强并扶正前纵梁100后段的作用。
具体地，内连接板410连接在前纵梁100的内侧，并且位于前舱横梁220和前横梁210之间，内连接板410还可以与前舱横梁220和前横梁210中的至少一者连接，这样，该内连接板410还能够辅助分散碰撞冲击力，避免前纵梁100的后段过度折弯，导致前围板320变形，挤压乘员舱空间。
如图8和图9所示，内连接板410可以包括内连接底壁411，内连接底壁411具有首尾依次连接的内连接板第一边缘、内连接板第二边缘、内连接板第三边缘和内连接板第四边缘，内连接板第一边缘沿前横梁210延伸且与该前横梁210搭接，内连接板第二边缘沿前纵梁100延伸且与该前纵梁100搭接，由于前舱横梁220沿上下方向位于前横梁210的上方，内连接板第三边缘上连接有呈角度地向上延伸的第一内连接侧壁412以适应前舱横梁220与前横梁210在上下方向的位置关系，第一内连接侧壁412与前舱横梁220搭接，内连接板第四边缘上连接有向上延伸的第二内连接侧壁413，第二内连接侧壁413与前横梁210搭接。
具体地，参考图9，内连接板第一边缘向外延伸以形成沿左右方向延伸的内连接板第一搭接边410a，第二内连接侧壁413的上边缘向外翻折以形成沿前后方向延伸的第二内连接侧壁第一翻边410b，第二内连接侧壁413靠近内连接板第一边缘的端部向外翻折以形成沿上下方向延伸的第二内连接侧壁第二翻边410c。其中：
内连接板第一搭接边410a与横梁底壁201搭接，第二内连接侧壁第一翻边410b与横梁开口翻边200a搭接，第二内连接侧壁第二翻边410c与横梁侧壁202搭接；
内连接板第二边缘向外延伸以形成内连接板第二搭接边410d，内连接板第二搭接边410d与纵梁底壁103搭接；
第一内连接侧壁412的上边缘向外翻折以形成第一内连接侧壁翻边410e，第一内连接侧壁翻边410e与前舱横梁220的槽状结构的槽壁搭接。
内连接板410上还可以通过焊接钣金等方式设置有加强结构，从而进一步加强前纵梁100后段的强度，避免前纵梁100后段因碰撞折弯入侵前围板320。
如图8和图10所示，外连接板420设置在前纵梁100的外侧，并且可以分别与前纵梁100和前横梁210连接，以起到加强前纵梁100的作用，又能够适用于车辆小偏置碰撞的情况，即撞击发生在前纵梁100的外侧，这时前纵梁100的受力较小，起到的溃缩吸能的效果较差，车轮承受撞击并后退压迫车辆A柱和前围板320，容易导致车身结构变形，挤压乘员舱。
由于外连接板420位于前纵梁100的外侧并且分别与前纵梁100、前横梁210搭接，因此在小偏碰中，外连接板420能够承受车轮撞击并向前纵梁100和前横梁210传力，进一步地，外连接板420还可以向外延伸以与门槛内板500搭接，从而使得小偏置碰撞的作用力还能够通过门槛内板500传递至车辆后方，以减小碰撞冲击导致的车辆A柱和前围板320的变形。车辆正碰，前纵梁100受力较大时，碰撞冲击力还能够通过外连接板420分散传力，避免前纵梁100后段折弯变形入侵车辆前围板320。
具体地，参考图10所示，外连接板420可以包括外连接底壁421，该外连接底壁421形成为四边形，且具有首尾依次连接的外连接板第一边缘、外连接板第二边缘、外连接板第三边缘和外连接板第四边缘，其中，外连接板第一边缘沿前横梁210延伸且与该前横梁210搭接，外连接板第二边缘沿前纵梁100延伸且与该前纵梁100搭接，外连接板第三边缘上连接有向上延伸的外连接侧壁422，并且该外连接侧壁422也与前纵梁100搭接，外连接板第四边缘沿门槛内板500延伸并与该门槛内板500搭接。
具体地，外连接板第一边缘向外延伸以形成沿左右方向延伸的外连接板第一搭接边420a，该外连接板第一搭接边420a与横梁底壁201搭接；外连接板第二边缘向外延伸以形成沿前后方向延伸的外连接板第二搭接边420b，外连接侧壁422的上边缘向外翻折以形成外连接侧壁第一翻边420c，外连接侧壁422靠近外连接板第二边缘的端部向外翻折以形成沿上下方向延伸的外连接侧壁第二翻边420d，其中，外连接板第二搭接边420b与纵梁底壁103搭接；外连接侧壁第一翻边420c与第一纵梁翻边100a搭接；外连接侧壁第二翻边420d与纵梁侧壁104搭接；外连接板第四边缘向外延伸以形成外连接板第四搭接边420e；外连接侧壁422靠近第四边缘的端部向外延伸以与门槛内板500的端部搭接。进一步地，外连接板420还通过外连接侧壁第一翻边420c与前围板320搭接。
在本实施方式中，如图8和图10所示，外连接板420大致形成为梯形结构，其中，外连接板第二边缘的长度大于外连接板第四边缘的长度，外连接板第三边缘在外连接板第二边缘和外连接板第四边缘之间圆弧过渡以避让车轮。因此，在前碰时，外连接板420 能够将集中于前纵梁100的后段的碰撞冲击力分散至门槛内板500及车身结构的后方，以减小前纵梁100后段承受的碰撞挤压强度，并且，外连接板420的梯形结构使得前纵梁100具有较好的侧向稳定性，不容易折弯。
为了提高外连接板420的强度，尤其是应对上述小偏置碰撞的情况，外连接板420上还设置有用于承载前后方向作用力的加强结构。具体地，该加强结构可以形成为从外连接板第一边缘朝向外连接板第三边缘延伸的加强筋，车轮沿前后方向在外连接板420上的投影至少部分地与加强筋的端部重合，以承载车轮的撞击，可替换地，该加强结构也可以形成为钣金或填充CBS(复合增强材料)。
在实际制造中，前纵梁100、内连接板410和外连接板420组成的车身结构可以具有多种变形即可替换方式，例如通过加强增加前纵梁100后段的材料厚度以能够起到加强前纵梁100后段并传力的作用。具体地，第一种变形方式可以参考图11至图13所示，其中车身结构包括前纵梁100和外连接板420，前纵梁100的内侧不通过内连接板410支撑，而是在前舱横梁220、左前纵梁、前横梁210和右前纵梁围成的闭环框架上设置互成角度地相连的第一连接梁810和第二连接梁820，以形成闭环框架内部的交叉传力，并且能够将该闭环框架内部分隔成为多个子框架，以增加闭环框架的强度并形成对该闭环框架的支撑。
具体地，如图11和图12所示，该第一连接梁810和第二连接梁820可以形成为X形连接梁，X形连接梁的四个端部分别与该闭环框架的角部搭接，以加强闭环框架的角部位置的强度；或者如图13所示，第一连接梁810和第二连接梁820形成为十字形连接梁，其中第一连接梁810沿前后方向延伸并且两端分别与前舱横梁220和前横梁210搭接，第二连接梁820沿左右延伸并且两端分别与左前纵梁和右前纵梁搭接，以能够在车辆碰撞时增加传力路径；或者连接梁800形成为V形连接梁，其中，第一连接梁810和第二连接梁820的前端分别搭接在前舱横梁220与前纵梁100的连接位置，后端相交地搭接在前横梁210的中段，以使得第一连接梁810和第二连接梁820分别与相应的外连接板420形成人字形支撑结构。具体地，第一连接梁810和第二连接梁820可以具有多种连接形式，例如，第一连接梁810和第二连接梁820可以形成为分体式结构，如图12和图13所示，其中第一连接梁810上开设有与该第一连接梁810延伸方向相交的安装槽811，第二连接梁820通过安装槽811与第一连接梁810搭接；或者第一连接梁810与第二连接梁820一体成型(参考图11)，以简化装配工序。
第二种变形方式如图14和图15所示，其中，车身结构包括前纵梁100和外连接板420，并且左前纵梁和右前纵梁上还连接有前舱中横梁270，该前舱中横梁270间隔地位 于前舱横梁220和前横梁210之间，以增加对前纵梁100的后段的支撑，为了增加车辆前部的碰撞传力路径，并进一步提高前舱横梁220、左前纵梁、前横梁210和右前纵梁围成的闭环框架的强度，前舱横梁220和前横梁210之间还连接有两条连接梁800，两条连接梁800分别与前舱中横梁270相交，以使得集中于前纵梁100后段的碰撞冲击力能够分散在前舱横梁220、前舱中横梁270、连接梁800和前横梁210上，以避免前纵梁100的后段溃缩入侵前围板320。
具体地，两条该连接梁800可以呈角度地设置，例如图14和图15所示，两条连接梁800形成的角部与前舱横梁220或前横梁210围成三角形，以通过三角形的稳定性形成三角加强结构。可替换地，两条连接梁800也可以沿前后方向延伸并平行设置。
具体地，连接梁800可以具有任意适当的结构，例如图14所示的实施方式中，连接梁800形成向上开口的U型槽结构，且包括底壁801和两侧壁802，U型槽结构的侧壁802两端分别向外翻折以形成沿上下延伸的连接梁翻边800a，底壁的端部向外延伸以形成沿左右方向连接梁搭接边800b，其中，底壁801与前舱中横梁270搭接，一端的连接梁翻边800a和连接梁搭接边800b与前舱横梁的槽状结构的槽壁搭接，另一端的连接梁翻边800a与横梁侧壁202搭接，连接梁搭接边800b与横梁底壁201搭接；前舱中横梁270形成为向上开口的槽状结构，前舱中横梁270的槽状结构的开口处的上边缘向外翻折以形成沿左右方向延伸的前舱中横梁开口翻边270a，前舱中横梁开口翻边270a与底壁801搭接。
第三种变形方式如图16所示，前纵梁100从前舱横梁的连接位置开始向内弯折以形成内弯段，该内弯段向后延伸至前横梁210，为了形成对前纵梁100后段的支撑，内弯段的外侧还可以设置有连接梁800，连接梁800设置在前纵梁100和前横梁210之间，并且与该内弯段呈人字形布置，以形成对内弯段的支撑，起到加强前纵梁后段的效果。
或者，如图17至图25所示的第四种变形方式，前纵梁100从前舱横梁220的连接位置开始向外折弯以形成外弯段，外弯段向后延伸至前横梁210。进一步地，前舱横梁220、前纵梁100的外弯段和前横梁210围成的闭环框架内可以设置有内加强件，以提升该闭环框架的强度，具体地，内加强件至少连接在前纵梁100、前横梁210和前舱横梁220中任意两者之间。在图19和图20所示的实施方式中，内加强件可以形成为设置在外弯段内侧的连接梁800，连接梁800设置在前纵梁100和前横梁210之间，并且与该外弯段呈人字形布置。具体地，如图20所示，连接梁800形成为向上开口的几字型结构，几字型结构的开口处的上边缘向外翻折以形成沿该连接梁800的长度方向延伸的第一连接梁翻边800a，几字型结构的两端分别向外翻折以形成第二连接梁翻边800b，其中一端的 第二连接梁翻边800b分别沿上下方向和左右方向延伸以与前横梁210搭接，另一端的第二连接梁翻边800b分别沿上下方向和外弯段的方向延伸，并与该外弯段搭接。
外弯段的后端可以仅与前横梁210搭接，参考图17所示的实施方式。可替换地，如图18至图21，外弯段还可以向外弯折延伸并与门槛内板500搭接，在这种实施方式中，可以理解为前纵梁100与外连接板420一体成型为该外弯段，以适用于上述小偏置碰撞的工况，具体地，外弯段形成为向上开口的第一槽状结构，且包括纵梁内侧壁104A和纵梁外侧壁104B以及连接该纵梁内侧壁104A和纵梁外侧壁104B的纵梁底壁103，纵梁底壁103的端部分别形成有沿左右方向延伸的纵梁底壁第一搭接边100c和沿前后方向延伸的纵梁底壁第二搭接边100d，其中，纵梁底壁第一搭接边100c与横梁底壁201搭接，纵梁底壁第二搭接边100d与门槛内板500搭接，并且纵梁外侧壁104B向外弯折延伸以与门槛内板500的端部搭接。
可替换地，外弯段之间还可以通过前舱中横梁270支撑，具体地，参考图21和图22所示，前舱中横梁270形成为向上开口的槽状结构，前舱中横梁270的槽状结构的开口处的上边缘向外翻折以形成沿左右方向延伸的前舱中横梁第一翻边270a，端部分别形成有沿上下方向延伸的前舱中横梁第二翻边270b和沿外弯段延伸的前舱中横梁第三翻边270c，前舱中横梁第一翻边270a、前舱中横梁第二翻边270b和前舱中横梁第三翻边270c分别与外弯段搭接。
为了使得碰撞冲击力均匀分布，前舱横梁220和前舱中横梁270之间还可以连接有沿前后方向延伸的连接梁800，该连接梁800的前端与前舱横梁220搭接，后端与前舱中横梁270搭接。具体地，如图23所示，连接梁800形成为向上开口的几字型结构，几字型结构的开口处的上边缘向外翻折以形成沿前后方向延伸的第一连接梁翻边800a，该几字型结构的端部翻折以分别形成沿上下方向和左右方向延伸的第二连接梁翻边800b，连接梁800通过第一连接梁翻边800a和第二连接梁翻边800b分别与前舱横梁220和前舱中横梁270搭接。
该车身结构还可以包括前舱前横梁280，以增加传力路径，并提升车辆前部的强度，从而减小车身的碰撞变形，保护乘员和电池包的安全。如图24和图25所示的实施方式中，前舱前横梁280连接在左前纵梁和右前纵梁上并且间隔设置在前舱横梁220的前方，前舱横梁220与前舱前横梁280之间还连接有支撑梁830，并且支撑梁830为两条并且该两条支撑梁830呈角度地设置并且与前舱前横梁280或前舱横梁220形成三角加强结构；或者支撑梁830形成为X型梁，该X型梁的四个端部分别与前舱前横梁280、左前纵梁、前舱横梁220和右前纵梁围成的闭环框架的四个角部搭接。
为了能够向车辆的后方分散碰撞冲击，减小车身前部的形变量，车身结构还可以包括门槛内板500和/或地板纵梁110，并且前横梁210可以与该门槛内板500和地板纵梁110中的一者或两者搭接，以增加车身结构的强度，并且能够将碰撞冲击传递至车身结构的后方，减小车辆前部的变形。
作为传力路径的第一种可能的实施方式，如图26至图30所示，门槛内板500为沿左右方向间隔设置的两条，并且门槛内板500分别位于相应的地板面板300的外侧，如图29和图30所示，在本实施方式中，前横梁210的两端分别连接至门槛内板500，具体地，门槛内板500形成为开口朝外的U型槽结构且包括相对设置的内板顶壁501和内板底壁502，以及连接在内板顶壁501和内板底壁502之间的内板侧壁503，前横梁210的横梁侧壁202的端部向内翻折以形成横梁端部翻边200b，横梁底壁201的端部向外延伸以形成横梁底壁搭接边200c，其中，横梁端部翻边200b与内板侧壁503搭接，横梁底壁搭接边200c与内板底壁502搭接，以确保前横梁210与门槛内板500的连接不易失效，从而较好地分散碰撞冲击力，避免车身结构发生大幅度变形。
为了加强地板面板，车身结构还可以包括位于门槛内板500内侧的地板纵梁110，具体地，地板纵梁110固定连接在地板面板300的下表面并与门槛内板500搭接，由此使得地板面板300在车辆的左右方向和前后方向上分别安装有车身梁，起到加强地板面板300的作用，避免地板面板300在碰撞(包括前碰和侧碰)中的形变过大。如图27和图28所示，地板纵梁110的前端分别与横梁底壁201、横梁侧壁202和横梁开口翻边200a搭接，具体地，地板纵梁110的端部形成为向上开口的槽状结构且包括地板纵梁内侧壁112A和地板纵梁外侧壁112B以及连接所述地板纵梁内侧壁112A和所述地板纵梁外侧壁112B的地板纵梁底壁111，该地板纵梁110的槽状结构的开口处的上边缘向外翻折以分别形成沿前后方向延伸地板纵梁内侧壁顶部翻边110a和地板纵梁外侧壁翻边110b，地板纵梁110通过地板纵梁内侧壁顶部翻边110a固定在地板面板300的下表面上，地板纵梁内侧壁112A的端部向内翻折以形成沿上下方向延伸的地板纵梁内侧壁端部翻边110c，地板纵梁底壁111的端部向外延伸以形成沿左右方向延伸的地板纵梁底壁搭接边110d，其中，地板纵梁内侧壁顶部翻边110a与横梁开口翻边200a搭接，地板纵梁内侧壁端部翻边110c与横梁侧壁202搭接，地板纵梁底壁搭接边110d与横梁底壁201搭接，并且地板纵梁110还通过地板纵梁外侧壁翻边110b与内板底壁502搭接。在本实施方式中，前横梁210、地板纵梁110和门槛内板500中的任意两者均具有连接关系，因此，车辆碰撞如前碰时，前纵梁100受到的碰撞冲击力传递至前横梁210，并由前横梁210分别传递至地板纵梁110和门槛内板500，并且地板纵梁110与门槛内板500搭接，这种连接方式使 得碰撞冲击力能够较为均匀地分散在该三者的连接位置处，提升连接位置的抗碰撞能力。
为了使前横梁210与地板纵梁110的连接更牢固，提升车身结构的耐久性，前横梁210与地板纵梁110的相交处连接有加强梁形成三角加强结构，即该加强梁与前横梁210和地板纵梁110形成的角部共同围成三角形，使得车身结构具有更高的抗碰撞能力。可替换地，该加强梁还可以为L形梁，以与前横梁210和地板纵梁110形成的角部共同围成大致为矩形的框架结构，以增加车身结构角部连接的强度并且增加传力路径。
本实施方式提供的连接方式的优点还在于，当车辆前碰时，地板纵梁110的端部能够抵顶前横梁210，避免前横梁210向后移动挤压车身结构的其他元件或带动地板面板300入侵乘员舱。同样地，当车辆侧碰时，前横梁210能够止挡门槛内板500，避免门槛内板500向内挤压带动地板纵梁110向车身结构的内侧移动，以保护位于地板纵梁110内侧的其他元件及乘员舱，提升车辆的碰撞安全性能。
前横梁210、地板纵梁110和门槛内板500作为车身结构的传力结构的一部分时，该三者的连接方式能够提升车身结构的角部连接的强度，保证车身结构不易发生碰撞变形，提升车辆的抗碰撞能力。
作为传力路径的第二种可能的实施方式，如图31和图32所示，前横梁210、地板纵梁110和门槛内板500还可以通过中间连接板440相连，以降低该三者的连接难度。
具体地，中间连接板440包括大致形成为矩形的中间连接底壁441、中间连接底壁441具有首尾依次连接的第一边缘、第二边缘、第三边缘和第四边缘，第一边缘、第二边缘和第四边缘上分别连接有向上延伸的第一连接侧壁442、第二连接侧壁443和第四连接侧壁444，连接侧壁的上边缘分别向外翻折以形成沿前后方向延伸的第一侧壁翻边442a、沿左右方向延伸的第二侧壁翻边443a和沿左右方向延伸的第四侧壁翻边444a，中间连接板440通过侧壁翻边连接于地板面板300，从而使得中间连接板440能够较好地固定在地板面板300的下表面上。具体地，前横梁210的横梁开口翻边200a与第一侧壁翻边442a搭接，横梁端部翻边200b与第一连接侧壁442搭接，横梁底壁搭接边200c与中间连接底壁441搭接；地板纵梁110的地板纵梁内侧壁顶部翻边110a与第二侧壁翻边443a搭接，地板纵梁内侧壁端部翻边110c与第二连接侧壁443搭接，地板纵梁底壁搭接边110d与中间连接底壁441搭接；第二连接侧壁443和第四连接侧壁444靠近第三边缘的端部分别向外翻折以形成沿上下方向延伸的第二侧壁端部翻边443b和第四侧壁端部翻边444b，第三边缘上形成有沿前后方向延伸的中间连接底壁搭接边441a，其中，第二侧壁端部翻边444b和第四侧壁端部翻边444b分别与门槛内板500的内板侧壁503搭接，中间连接底壁搭接边441a与内板底壁502搭接。在本实施方式中，车辆碰撞如前碰时，前 纵梁100受到的碰撞冲击力传递至前横梁210，然后由前横梁210传递至中间连接板440，并由中间连接板440分散至地板纵梁110和门槛内板500。
作为传力路径的第三种可能的实施方式，如图33和图34所示，前横梁210的两端搭接于地板纵梁110，门槛内板500连接在地板纵梁110的外侧并且与前横梁210间隔设置，即前横梁210和门槛内板500分别连接在地板纵梁110的两侧。具体地，横梁开口翻边200a与地板纵梁内侧壁顶部翻边110a搭接，横梁端部翻边200b与地板纵梁内侧壁112A搭接，横梁底壁搭接边200c与地板纵梁底壁111搭接；地板纵梁外侧壁翻边110b与内板底壁502搭接。在本实施方式中，车辆碰撞如前碰时，前纵梁100受到的碰撞冲击力传递至前横梁210，并依次传递至地板纵梁110与门槛内板500上，并且地板纵梁110上还可以形成有限位凸起114(图34)，以用于在前碰时止挡前横梁210向后移动。
在其他可能的实施方式中，地板纵梁110和前横梁210的搭接方式还可以形成为一条地板纵梁110的前端搭接在前横梁210上，且前横梁210的一端连接在另一条地板纵梁110上，或者前横梁210与两条地板纵梁110交叉地相连，这些变形方式均应当落在本公开的保护范围之内。
作为传力路径的第四种可能的实施方式，如图35至图37所示，其中，前横梁210与地板纵梁110和门槛内板500不直接接触，具体地，前横梁210与地板纵梁110之间具有第一间隙G1，该第一间隙G1构造为使得前横梁210的一者在碰撞变形后能够接触另一者。因此，前碰或侧碰时，前横梁210与地板纵梁110中的一者因碰撞变形与另一者接触，从而通过接触传力分散碰撞能量，避免其中一者承受较大撞击带动地板面板300发生大幅度变形，入侵乘员舱或挤压位于地板面板300下方的其他元件，例如电池包。具体地，该第一间隙G1的大小可以为2cm-30cm，以使得车身结构在碰撞时能够具有合理的溃缩量。
前横梁210和地板纵梁110的两端可以分别设置有加强结构，用于承受碰撞冲击。参考图35至图37，地板纵梁110的端部连接有端部连接板113，该端部连接板113既能够起到加强地板纵梁110的作用，减少碰撞时纵梁变形，也能够用于与门槛内板500搭接，以使得门槛内板500能够分散作用于地板纵梁110上的碰撞冲击。在本实施方式中，门槛内板500与前横梁210的端部在左右方向上还具有第二间隙G2，该第二间隙G2构造为使得门槛内板500沿左右方向向内变形(例如车辆侧碰时)能够接触前横梁210，从而将碰撞冲击向车辆结构的后方传递。具体地，该第二间隙G2的大小可以为2cm-53cm。
第一间隙G1可以通过多种方式形成，例如在图35所示的实施方式中，前横梁210的端部沿前后方向位于地板纵梁110的端部的正前方并形成该第一间隙G1，以使得车辆 正碰时，前横梁210受碰撞冲击向后移动并与地板纵梁110的端部接触，由此将碰撞冲击力传递至地板纵梁110和门槛内板500上，从而减小前横梁210的变形，并且止挡前横梁210继续向后移动，从而保护乘员舱和电池包。
在可替换的实施方式中，如图36所示，前横梁210的端部沿左右方向位于地板纵梁110的内侧并形成该第一间隙G1，此时第一间隙G1与第二间隙G2重合，在该实施方式中，当车辆侧碰时，门槛内板500受到碰撞冲击后能够带动地板纵梁110沿左右方向朝向车辆的内侧移动并与前横梁210的端部接触，从而将碰撞冲击力传递至前横梁210上，以减小门槛内板500和地板纵梁110的变形，还能够止挡地板纵梁110继续向内移动，以保护电池包。
在另一可以替换的实施方式中，如图37所示，前横梁210上向后延伸有碰撞件211，该碰撞件211沿左右方向位于地板纵梁110的内侧，第一间隙G1形成在碰撞件211和地板纵梁110之间，第二间隙G2形成在前横梁210的端部与门槛内板500之间，车辆侧碰时，碰撞件211和地板纵梁110、前横梁210端部与门槛内板500中的至少一组能够接触传力，碰撞件211既能够起到加强前横梁210的作用，又能够止挡地板纵梁110向车身结构的内侧移动，增加了碰撞传力路径的接触位置，从而提升车身结构的抗碰撞能力。碰撞件211可以具有任意适当的结构，例如在图37所示的实施方式中，碰撞件211形成为碰撞加强板，该碰撞加强板形成为帽状结构，该帽状结构包括凸起的帽板211A和围绕该帽板211A的帽檐211B，以使得碰撞件211至少具有两个相互垂直的几字型截面，从而提升碰撞件211的强度，使得该碰撞件211能够承受较大撞击，以较好地止挡地板纵梁110，该碰撞件211通过帽檐211B搭接在前横梁210上。
在上述传力路径的几种实施方式中，前碰时，碰撞冲击力主要集中于前纵梁100的后端并且通过前横梁210分散至位于车身结构两侧的车身结构上，如门槛内板500、地板纵梁110等。在本公开提供的另一些实施方式中，碰撞作用力还可以从前纵梁100的后端传递至前舱横梁220，并通过前舱横梁220分散至车身结构的后方。
具体地，如图38至图42所示，提供了车身结构分散碰撞作用力的第五种实施方式。其中，前舱横梁220安装于左前纵梁和右前纵梁的后端，即前纵梁100截止于前舱横梁220，并且前舱横梁220与前横梁210之间连接有传力结构，以通过该传力结构将碰撞冲击力从前纵梁100传递至承载框架700。具体地，该传力结构可以形成为连接板430，连接板430的前端搭接在前舱横梁220上，后端搭接在前横梁210上，以通过该连接板430将碰撞作用力由前舱横梁220传递至前横梁210，并且该连接板430的顶表面(即高度最高的表面)还可以连接在地板面板300上，以增加传力结构的连接强度。
为了方便分别与前纵梁100和连接板430搭接，前舱横梁220的两端设置有分别与前纵梁100和连接板430搭接的连接部，连接部的具体结构及其与前纵梁100和连接板430的连接关系可以根据实际需要选择任意适当的设计方法。
在本实施方式中，连接部形成为向上开口的槽状结构且包括连接底壁221和沿前后方向相对设置的前侧壁222和后侧壁223，连接部的槽状结构的开口处的上边缘向外翻折以分别形成沿左右方向延伸的前侧壁翻边222a和后侧壁翻边223a，前纵梁100的后端分别搭接在前侧壁222、前侧壁翻边222a和连接底壁221上，连接板430分别搭接在后侧壁223、后侧壁翻边223a和连接底壁221上。
相应地，参考图39和图40，前纵梁100的后端形成为向上开口的槽状结构且包括纵梁内侧壁104A、纵梁底壁103和纵梁外侧壁104B，纵梁内侧壁104A的上边缘向外翻折以形成沿前后方向延伸的第一纵梁内侧壁翻边104a，纵梁内侧壁104A的端部向外翻折以形成沿上下方向延伸的第二纵梁内侧壁翻边104b，纵梁底壁103的端部向外延伸以形成沿左右方向延伸的纵梁底壁搭接边100c，纵梁外侧壁104B的端部向外延伸以形成纵梁外侧壁搭接边104c，其中，第一纵梁内侧壁翻边104a与前侧壁翻边222a搭接，第二纵梁内侧壁翻边104b与前侧壁222搭接，纵梁底壁搭接边100c和纵梁外侧壁搭接边104c分别与连接底壁221搭接，具体地，为方便与前纵梁100搭接，连接底壁221的端部可以向上翻折以形成有沿前后方向延伸的外端壁224，该外端壁224连接在前侧壁222和后侧壁223之间，纵梁外侧壁搭接边104c与该外端壁224搭接(参考图40)。
如图40和图41所示，连接板430的前端形成为向上开口的槽状结构，包括第一内侧壁432A、第一底壁431和第一外侧壁432B，第一内侧壁432A的上边缘向外翻折以形成沿前后方向延伸的第一内侧壁第一翻边430a，第一内侧壁432A的端部向外翻折以形成沿上下方向延伸的第一内侧壁第二翻边430b，第一底壁431的端部向外延伸以形成沿左右方向延伸的第一底壁搭接边430c，第一外侧壁432B的端部向外延伸以形成沿上下方向延伸的第一外侧壁搭接边430d，其中，第一内侧壁第一翻边430a与后侧壁翻边223a搭接，第一内侧壁第二翻边430b与后侧壁223搭接，第一底壁搭接边430c与第一外侧壁搭接边430d分别与连接底壁221搭接，具体地，为了方便与连接板430搭接，连接底壁221的端部可以向上翻折以形成有沿前后方向延伸的外端壁224，该外端壁224连接在前侧壁222和后侧壁223之间，第一外侧壁搭接边430d与该外端壁224搭接(参考图40)。
如图42所示，连接板430的后端分别搭接在横梁底壁201、横梁侧壁202和横梁开口翻边200a上。连接板430的后端形成为向上开口的槽状结构，包括第二底壁433和相对设置的两个第二侧壁434，连接板430后端的槽状结构的开口处的上边缘向外翻折以形 成沿前后方向延伸的第二侧壁第一翻边430e，第二侧壁434的端部向外翻折以形成沿上下方向延伸的第二侧壁第二翻边430f，第二底壁433的端部向外延伸以形成沿左右方向延伸的第二底壁搭接边430g，其中，第二侧壁第一翻边430e与横梁开口翻边200a搭接，第二侧壁第二翻边430f与横梁侧壁202搭接，第二底壁搭接边430g与横梁底壁201搭接。
前舱横梁220和前横梁210之间的连接板430的数量可以任意设置，例如图38至图42所示的实施方式中，前舱横梁220与前横梁210之间的传力结构由多个连接板430构成，连接板430为两个并且关于前横梁210的垂直平分线对称设置；
可选择地，参考图43，连接板430还可以为三个，其中位于中间的连接板430位于前横梁210的垂直平分线上，左右两侧的连接板430关于该位于中间的连接板430对称设置；
或者，参考图44至图46，连接板430为两个并且关于前横梁210的垂直平分线对称设置，并且该两个连接板430之间设置有人字形(图44)或八字形(图45)或X形连接梁(图46)，该人字形或八字形或X形连接梁的前端与前舱横梁220相连，后端与前横梁210相连。
为了保证连接板430具有足够的强度，在本公开提供的各实施方式中，该连接板430的前端至后端之间形成为连续的槽状结构，在其他可替换的实施方式中，例如在连接板430具有足够强度的情况下，连接板430的前端和后端可以是间隔形成在连接板430的两端的槽状结构，以方便加工翻边并与其他车身梁或门槛内板搭接。
通过该技术方案，前碰的撞击能量通过前舱横梁220传递至连接板430，并继续分散至前横梁210及车身结构后方的其他梁上，从而能够提升车辆的碰撞安全性能。
如图47和图48所示，提供了车身结构分散碰撞作用力的第六种实施方式，其中，前纵梁100截止于前舱横梁220，并且该前舱横梁220与门槛内板500之间连接有传力结构，在本实施方式中，前舱横梁220与前纵梁100和连接板430的前端的连接方式与第二种实施方式相同，具体参考图38至图41，在此不再赘述。为适应车辆整体结构的设计，该连接板430从前舱横梁220处向外弯折以使得其后端搭接于门槛内板500的内板底壁502和内板侧壁503，并且该连接板430的顶表面也连接在地板面板300的下方。具体地，连接板430从前舱横梁220向外弯曲并连接于门槛内板500上，并且该连接板430为向上开口的几字型结构，并且该几字型结构的顶表面连接在地板面板300的下表面上。
如图48所示，连接板430的后端形成为向上开口的槽状结构，包括第二内侧壁434A、第二底壁433和第二外侧壁434B，第二内侧壁434A的端部向外翻折以形成沿上下方向延 伸的第二内侧壁翻边430f，第二底壁433的端部向外延伸以形成沿前后方向延伸的第二底壁搭接边430g，第二内侧壁翻边430f与内板侧壁503搭接，第二底壁搭接边430g与内板底壁502搭接，并且第二外侧壁434B的端部向外延伸以与门槛内板500的端部搭接。前横梁210与门槛内板500相连在加强板430的后方，以形成对门槛内板500的支撑并分散传力。
在本实施方式中，连接板430的前端向后端圆弧过渡，以避让车轮。
如图49和图50所示，提供了车身结构分散碰撞作用力的第七种实施方式，其中，前纵梁100截止于前舱横梁220，并且该前舱横梁220与地板纵梁110之间连接有传力结构。在本实施方式中，前舱横梁220与前纵梁100和连接板430的前端的连接方式与第二种实施方式相同，具体参考图38至图41的连接方式，在此不再赘述。该连接板430从前舱横梁220向外弯曲并且后端连接于地板纵梁110。具体地，连接板430为向上开口的几字型结构，并且该几字型结构的顶表面连接在地板面板300的下表面上，并且该连接板430的后端形成为向上开口的槽状结构，该后端的槽状结构的内壁轮廓与地板纵梁110端部的外壁轮廓相同并且相互套接，可替换地，连接板430的后端的槽状结构的外壁轮廓可以与地板纵梁110端部的内壁轮廓相同并且相互套接。为了优化地板面板300下方空间的使用，例如用于安装电池包。
车身结构还可以包括承载框架700，该承载框架700用于安装承载电池包的电池托盘600，具体地，如图51和图52所示，承载框架700可以至少包括电池包前安装横梁210、车身纵向梁和电池包后安装横梁230，其中，电池包前安装横梁210和电池包后安装横梁230均固定在地板面板300的下表面，车身纵向梁连接在地板面板300上，其中，电池包前安装横梁210间隔设置在前舱横梁220的后方并靠近前围板320安装，需要说明的是，此处“靠近”是指在所有安装在地板面板300下方的横梁中，电池包前安装横梁210与前围板320沿前后方向的距离最近。电池包后安装横梁230间隔设置在电池包前安装横梁210的后方，车身纵向梁为两条，该两条车身纵向梁沿左右方向间隔设置并且至少部分地位于电池包前安装横梁210和电池包后安装横梁230之间，从而限定电池托盘600的安装空间。
具体地，车身纵向梁可以包括固定在地板面板300下表面的电池包安装纵梁110和/或固定在地板面板300侧边缘的门槛内板500，即电池托盘600可以固定在电池包安装纵梁110上，也可以固定在门槛内板500上或者同时固定在两者上，以便于根据不同的电池托盘600的结构布置安装点，其中电池包安装纵梁可以为本公开新增的部件，而门槛内板则为车身结构原有的部件。其中在其他实施方式中，电池包前安装横梁210、电池包 安装纵梁110和电池包安装后横梁230也依次称为前横梁210、地板纵梁110和地板后横梁230。
该承载框架700可以为电池包前安装横梁210、两条电池包安装纵梁110和电池包后安装横梁230配合形成的框架结构，也可以采用图51和图52所示的实施方式，即，电池包安装纵梁110包括分别连接在电池包前安装横梁210两端的第一电池包安装纵梁110A和第二电池包安装纵梁110A，车身结构还包括后纵梁120，该后纵梁120包括分别连接在相应的电池包安装纵梁110的后端的第一后纵梁和第二后纵梁，电池包后安装横梁230连接在后纵梁120之间，以使得后纵梁120具有分别位于电池包后安装横梁230前后两侧的后纵梁前段121和后纵梁后段122，承载框架700形成为首尾依次连接的电池包前安装横梁210、第一电池包安装纵梁110A、第一后纵梁前段121A、电池包后安装横梁230、第二后纵梁前段121B和第二电池包安装纵梁110B，以保证地板面板300下部空间的充分利用。
具体地，承载框架700的横梁和纵梁可以通过搭接并焊接、螺接等方式连接，也可以通过增加连接件等本领域公知的技术手段连接，本公开对此不做具体限制。通过这种承载框架700的结构设计，能够在地板面板300下方尽量多地布置电池包，有利于保证车辆具有尽量长的续航距离。另外，电池包安装纵梁和后纵梁相连，还可以增加车身结构的强度。
如图53和图68所示，承载框架700还可以包括连接在地板面板300左右两侧的门槛内板500，门槛内板500位于电池包安装纵梁110的外侧并且分别与电池包安装纵梁110和电池包前安装横梁210搭接，从而提升承载框架700的承载能力，也有利于加强承载框架700的角部连接位置。需要说明的是，本公开提供的车身横梁200也可以应用于电池包前安装横梁210和电池包后安装横梁，进一步地，电池包前安装横梁210、电池包安装纵梁110和门槛内板500的结构和连接方式可以分别参考车身传力结构中前横梁、地板纵梁和门槛内板的结构即连接方式设置，为避免不必要的重复，在此不再赘述。在一些实施方式中，为了便于布置车身结构中的梁，有利于车身结构的轻量化，前横梁可以作为电池包前安装横梁使用，地板纵梁可以作为电池包安装纵梁使用。
本公开涉及的承载框架700通过上述一些实施方式能够成为车身结构传力路径的一部分，具体地，前纵梁100的后端与承载框架700中的电池包前安装横梁210搭接时，车辆前碰时，前纵梁100首先承受撞击，撞击作用力从前纵梁100的后端传递至电池包前安装横梁210并沿电池包安装纵梁110、门槛内板500分散至车辆后部的车身结构上，使得车辆能够作为整体地吸收碰撞能量，减小车辆前围板的变形，保护位于乘员舱内的 驾驶员及乘客，并且电池包前安装横梁210、门槛内板500和电池包安装纵梁110三者互相搭接能够增加载框架700的强度，减小承载框架700的碰撞(包括前碰和侧碰)变形程度，避免承载框架700变形挤压电池包导致起火。该车身结构还可以包括后座椅安装横梁260(参考图68和图70)，该后座椅安装横梁260连接在后纵梁120之间并且间隔地位于地板后横梁230的前方，承载框架700还可以包括该后座椅安装横梁260，从而能够增加电池托盘600与承载框架700的安装点的数量，有利于适应不同的电池托盘600的形状和尺寸，并且保持电池包的安装稳定性，并且当本公开涉及的承载框架700作为车身结构的传力路径的一部分使用时，后座椅安装横梁260还能够增加后纵梁120之间的传力路径。
在一些实施方式中，电池托盘600可以形成为一体式结构(如图52所示)或者形成为分体式结构(如图53所示)。具体地，电池托盘600可以包括沿前后方向间隔设置的第一电池托盘610和第二电池托盘620，承载框架700还包括间隔设置在电池包前安装横梁210和电池包后安装横梁230之间的电池包中安装横梁290，其中，第一电池托盘610分别与所述电池包前安装横梁210、车身纵向梁和电池包中安装横梁290搭接，第二电池托盘620分别与所述电池包中安装横梁290、车身纵向梁和电池包后安装横梁230搭接。具体地，电池包中安装横梁290可以搭接在车身纵向梁上，也可以利用车身结构现有的横梁，如后座椅安装横梁260。
为了便于固定电池托盘600，承载框架700上开设有电池托盘紧固孔701，用于固定电池托盘600。相应地，电池托盘600上同轴地开设有电池托盘安装孔602，以使得紧固件穿过电池托盘安装孔602和电池托盘紧固孔701将电池托盘600安装在承载框架700上。具体地，紧固件可以形成为螺栓，电池托盘紧固孔701可以形成为螺纹孔。在实际使用中，承载框架700和电池托盘的连接点(即通过紧固件连接的电池托盘紧固孔701和电池托盘安装孔602)的数目和位置可以根据需要任意设置，具体地，电池托盘紧固孔701与电池托盘安装孔602可以形成为一一对应的多个。例如，电池托盘600的前边缘和后边缘上分别开设有两个电池托盘安装孔602，并且两个电池托盘安装孔602沿相应的边缘间隔设置。可替换地，电池托盘紧固孔701和电池托盘安装孔602可以分别开设在车身纵向梁和电池托盘的纵向边缘上，本公开对此不做具体限制。
为了更好地保护电池包，电池托盘600的边缘上设置有向外延伸的安装支耳601，以使得电池托盘600的边缘不直接与承载框架700接触，从而能够保证在碰撞时电池托盘600不直接承受撞击，从而保护电池包。该安装支耳601的位置与电池托盘紧固孔701的位置对齐，并且电池托盘安装孔602即开设在安装支耳601上，以通过紧固件将电池 托盘600安装于承载框架700。
上述介绍了从前纵梁100传递过来的力主要在地板面板300下方的传递分散的几个实施方式，下面介绍但不限于力主要在地板面板300上方的传递分散的相关实施方式。
基于上述技术方案，地板面板300的上表面还固定有与前横梁210延伸方向相同的横压板310，并且该横压板310与前横梁210沿上下方向在地板面板300上的投影至少部分地重合。因此，车辆发生碰撞(包括前碰和侧碰)时，横压板310能够止挡前横梁210向上的变形，避免前横梁210形变量过大导致地板面板300向上凸起压缩乘员舱的内部空间，伤害成员的脚部和腿部。
具体地，如图54和图55所示，横压板310形成为向下开口的第二槽状结构且包括横压板底壁311和横压板侧壁312，第二槽状结构的开口处的下边缘向外翻折以形成横压板翻边310A，横压板310通过横压板翻边310A连接于地板面板300，并且横梁开口翻边200a与横压板翻边310A对齐，以使得前横梁210与横压板310共同围成口字型支撑结构，从而使得前横梁210、地板面板300和横压板310三者共同围成多个口字型支撑结构，具体地，可以采用三层焊的方式将横梁开口翻边200a、地板面板300和横压板翻边310A焊接在一起，以保证该三者连接位置的强度，从而能够有效减少前横梁210变形带动地板面板300入侵乘员舱的现象，并且，当前碰作用力较大使得位于前横梁210前方的地板面板300上翻时，前横梁210和横压板310形成的夹持结构能够止挡地板面板300继续翻折的趋势，降低变形的地板面板300伤害乘员的风险。
在本公开提供的车身结构中，为了方便布置线缆或管路，例如电动汽车中为了设置冷却水管或为了实现电池包与车辆前部的电控件的电连接，前横梁210的中段与地板面板300之间具有用于线缆和管路中的至少一者通过的间隙，该间隙的设置方法有多种，例如图56所示，地板面板300的中部向上凸起以形成沿前后方向延伸的中央通道301，前横梁210沿左右方向从地板面板300的一端越过中央通道301延伸至地板面板300的另一端，以使得前横梁210与中央通道301共同限定该间隙。其中该间隙的高度不大于60mm，进一步地不大于50mm，以合理利用车内空间。。
在可替换的实施方式中，该间隙可以由中央通道301形成，前横梁210可以包括沿左右方向间隔设置在中央通道301两侧的第一前横梁210A和第二前横梁210B，参考图57，该第一前横梁210A和第二前横梁210B均形成为向上开口的槽状结构，并且包括横梁底壁201、横梁侧壁202和连接在该横梁底壁201和横梁侧壁202之间的横梁内端壁209，并且该槽状结构的开口处的上边缘向外翻折以形成横梁开口翻边200a，前横梁210通过横梁开口翻边200a连接于地板面板300。适应性地，左前纵梁连接在第一前横梁210A 的左右方向的中心位置，右前横梁连接在第二前横梁210B的左右方向的中心位置，以使得相应的前横梁210能够较好地承受左前纵梁和右前纵梁传递的碰撞作用力。
为了进一步加强相应的前横梁210与前纵梁100的连接结构，前纵梁100的内侧设置有内连接板410，外侧设置有外连接板420，内连接板410的前侧连接于前舱横梁220，后侧连接于前横梁210，外侧连接于前纵梁100，外连接板420的内侧连接于前纵梁100，后侧连接于前横梁210。
本公开提供的实施方式中，如图54所示，为适应中央通道301的结构，横压板310形成为分别位于中央通道301两侧的第一横压板310A和第二横压板310B。该中央通道301上还设置有中央通道盖板302以强化中央通道301的结构，以能够在碰撞中防止中央通道301变形，从而保护乘员及布置在地板面板300下方的线缆。
为了更好地优化车身结构整体的传力路径，如图56、图58和图59所示，前舱横梁220连接在前围板320的前表面上并且与地板面板300的前端重合，中央通道盖板302包括前段通道盖板302A，前段通道盖板302A的前端连接在地板面板300的前端并与前舱横梁220的位置重合，后端沿中央通道301的延伸方向向后延伸至与前横梁210对齐，前横梁210靠近前围板320地安装在地板面板300的下表面上。因此，车辆的前碰能量既能够通过前纵梁100传递至前横梁210并分散至其他承载框架700的部件上，也能够通过前舱横梁220传递至中央通道盖板302和中央通道301上，从而尽量减少碰撞导致的前围板320挤压变形，以保护位于乘员舱中的乘员。
具体地，中央通道301的凸起高度从地板面板300的前后两端逐渐向中部增加，并且中央通道凸起的高度不大于60mm，进一步地不大于50mm，以合理利用车内空间。在一些实施方式中，地板面板300的上表面设置有用于抑制地板面板300上翻的横压板310和纵压板330，可选地，中央通道301可以具有较低的高度以与横压板310和纵压板330的上表面平齐，从而保证地板面板300具有较平整的顶表面，以方便布置车辆内部部件，提升车辆内部的美观性和乘坐舒适性。前段通道盖板302A形成为与中央通道301的外轮廓配合并且至少部分罩设中央通道301的槽状结构，通过该技术方案，前段通道盖板302A覆盖中央通道301的前端，以使得中央通道301能够承受碰撞瞬间较大的冲击。
该前段通道盖板302A能够以任意适当的方式固定于地板面板300上，例如，该前段通道盖板302A的槽状结构的开口处的下边缘向外翻折以形成加前段通道盖板翻边302A，前段通道盖板302A通过前段通道盖板翻边302A连接于地板面板300，并且，第一横压板310A和第二横压板310B的内端还可以与前段通道盖板302A搭接，以增加地板面板300上表面各部件与地板面板300的连接强度，第一横压板310A和第二横压板310B的外端 可以向外延伸以门槛内板500搭接，以强化该车身结构的整体构造，并辅助分散碰撞能量。
进一步地，该中央通道盖板302还包括与前段通道盖板302A的后端连接的后段通道盖板302B，后段通道盖板302B从前段通道盖板302A沿中央通道301的顶壁向后延伸，例如延伸至与前座椅安装横梁240搭接，如图60所示，以增加车身结构的碰撞传力路径。
本公开中，该车身结构还可以包括固定在地板面板300上方的纵压板330，参考图60至图62，纵压板330可以为分别与左前纵梁和右前纵梁对应的两条，该两条纵压板330分别与第一横压板310A和第二横压板310B相交，并且纵压板330与前纵梁100沿上下方向在地板面板300上的投影至少部分地重合。因此，车辆前碰时，纵压板330能够止挡前纵梁100向上的变形，避免前纵梁100向上弯折导致地板面板300上翻，保护乘员的腿部。
横压板310与纵压板330可以具有多种相交的实施方式，作为其中一种可能，如图60至图62所示，横压板310的槽状结构的横压板侧壁312上形成有向下开口的避让槽313，该避让槽313贯穿该横压板侧壁312，纵压板330穿过该避让槽313与横压板310相交。进一步地，该避让槽313的深度与横压板310的槽状结构的深度相同，以使得纵压板330的上表面与横压板底壁311的下表面搭接，以保证横压板310与纵压板330之间具有足够的连接强度，并且可以达到使横压板的上表面为平面的效果。在可替换的实施方式中，横压板310和纵压板330还可以为一体成型的十字形板结构。
可选地，前围板320的后表面上连接有纵压板连接板321，参考图60和图63，纵压板330通过该纵压板连接板321与前纵梁100相连，从而增加车身结构的传力路径，当前碰发生时，前纵梁100受到的碰撞作用力还可以通过纵压板连接板321连传递至纵压板330上，进一步地，该纵压板330与横压板310相交后还可以继续向后延伸以与座椅横梁搭接，该座椅横梁可以是间隔设置在前横梁210后方的前座椅安装横梁240或后座椅安装横梁260，从而碰撞作用力还可以通过纵压板330传递至其他车身结构的部件上，以提升车辆碰撞安全性。另外，横压板和纵压板还对地板面板起到加强作用。
具体地，前纵梁100、纵压板连接板321和纵压板330的连接方式可以通过任意适当的形式连接。前纵梁100具有向上开口的槽状结构，纵压板连接板321具有向下开口的槽状结构(参考图63)，以使得前纵梁100与纵压板连接板321能够扣合连接为口字型结构，以增加连接位置的抗冲击强度，并且该纵压板连接板321、前围板320以及前纵梁100可以通过三层焊连接为一体，其中，纵压板330的前端与纵压板连接板321的后端焊接。
在本实施方式中，如图61和图62所示，纵压板330可以形成为向下开口的槽状结构且包括纵压板底壁331和纵压板侧壁332，纵压板的槽状结构的开口处的下边缘向外翻折以形成纵压板翻边330a，纵压板翻边330a连接于地板面板300，以保持连接稳定，并且还可以使得该纵压板330的槽状结构与前纵梁100的后端的第一纵梁翻边100a关于地板面板300对齐，从而加强前纵梁100后端的抗弯强度，避免前纵梁100变形导致地板面板300上翻。
需要说明的是，本公开提供的车身结构中涉及的横梁，例如前横梁210、地板后横梁230等均可以使用本公开提供的车身横梁200，当前横梁210和地板后横梁230分别作为电池包安装前横梁和电池包安装后横梁使用时，车身横梁200的第一安装孔701a和第二安装孔701b即形成为承载框架700的电池托盘紧固孔701。
图67至图70为本公开提供的车身结构的整体视图，结合附图可知，本公开提供的车身结构能够在车辆前碰过程中形成多个分散碰撞作用力的传力路径，具体地，在地板面板300上方，碰撞作用力的传力路径包括但不限于：1)前纵梁100-纵压板连接板321-纵压板330-座椅横梁；2)前舱横梁220-中央通道盖板302-中央通道301；并且该两条传力路径由横压板310连通，并进一步地分散至门槛内板500，通常在乘员舱，尤其是驾驶室内，乘员位于前围板320后方和中央通道301侧方，该传力结构既能够避免碰撞导致地板面板300和前围板320发生大幅度变形，减少因为地板面板300和前围板320的变形对乘员造成的伤害，还能够保证碰撞力的传递路径避让乘员。
在地板面板300下方，碰撞作用力的传力路径包括：前纵梁100-前横梁210-地板纵梁110和门槛内板500-后纵梁120，并且还包括前舱横梁220、地板后横梁230和后座椅安装横梁260以辅助分散碰撞作用力，在地板面板300下方形成至少形成两个闭环框架，包括：
1)前舱横梁220、左前纵梁、前横梁210和右前纵梁组成的闭环框架，该闭环框架至少具有如下优点：首先，承受前方的碰撞载荷，包括通过传力路径传递的初始碰撞负载和驱动电机等的后退碰撞冲击；第二，封闭的框架形结构具有较强的稳定性，并且可选地在实际制造中，还可通过设置适当的梁壁厚度和材料强度，以更好地确保抑制乘员舱前部前围板的侵入变形；第三，该框架形结构与设置在前纵梁100外侧的外连接板420形成的加强结构，能够有效适应诸如小偏置碰等车轮有严重后退变形趋势碰撞工况，确保抑制后方A柱及门槛内板500的变形；第四，通过前舱横梁220到前横梁210之间的稳固结构，可把前方纵梁(以及小偏置碰撞中车轮)施加的集中载荷最大化地分散传递至乘员舱两侧的门槛内板500及地板纵梁110上，进而进一步地传递到车身后方。从而 实现正常受力更有效地避免前碰时乘员舱的变形。以及
2)承载框架700构成的闭环框架，该闭环框架至少具有如下优点：：第一，在满足碰撞安全变形要求的条件下能最大限度地提供电池包的布置面积(空间)，改善长距离续航的性能要求；第二，该闭环框架为电池包提供了一种简单易行的装配方式，并且在空间布置上具有集约型特征的电池布置有利于电池包内部的电热管理；第三，该闭环框架与乘员舱，即地板面板的几何位置在上下位置上基本对齐，使得对该框架结构或乘员舱结构的防碰撞变形的改善都会同时起到保护乘员和电池包的作用；第四，该闭环框架比较容易做出结构均衡性较好的设计，容易满足不同部位的性能均衡性的要求。总而言之，该两个结构一方面能够使碰撞作用力均匀地分散在各梁上，还能够止挡设置在车辆前部的元件，避免如电机等车辆的动力装置因碰撞冲击向后移动入侵乘员舱或者挤压位于地板面板300下方的电池包，引发碰撞二次伤害。
为了使得车身的上部结构也能够用于碰撞传力，进一步减小碰撞对前围板320的入侵，如图64至图66所示，本公开提供的车身结构的传力路径还可以包括A柱内板340和侧围外板350，A柱内板340固定连接在侧围外板350的内侧以形成车身A柱，并且前纵梁100和A柱内板340之间连接有传力连接件，以使得碰撞力能够通过该传力连接件分散至车身A柱上。具体地，为了保证传力效果，传力连接件可以连接在A柱内板340对应于侧围外板350的紧邻车门下铰链的位置B。
具体地，传力连接件可以连接在前纵梁100的外侧封板106上，以适应车身的整体结构，避免前纵梁100的本体上的连接关系过于复杂，导致；连接位置的强度不足，降低车身结构的耐久性和抗碰撞性能。进一步地，前围板320上连接有轮罩总成360，传力连接件还可以连接在前围板320或该轮罩总成360上，从而增加前围板320的强度，使得前围板320不易发生碰撞变形。
该传力连接件可以形成为任意适当的结构，例如，传力连接件可以形成为传力连接板450，该传力连接板450的一端搭接在前纵梁上，另一端搭接在A柱内板340上。
在本实施方式中，A柱内板340和侧围外板350分别形成为对向开口的槽状结构，并且通过翻边扣合，以使得车辆A柱形成为具有封闭框架形横截面的结构，从而获得更高的强度，传力连接板450可以搭接在A柱内板340搭接于侧围外板350的翻边上，以能够同时向A柱内板340和侧围外板350传力，有利于碰撞能量的分散。
如图65所示，该传力连接板450可以形成为帽状结构，该帽状结构包括帽体451以及围绕该帽体451的搭接边452，以使得传力连接板450至少具有两个相互垂直的几字型截面，从而保证传力连接板450具有较大的强度，能够承受多个方向的撞击而不产生较 大形变。
具体地，搭接边452为大致围绕成矩形结构且至少包括第一搭接边450a、第二搭接边450b、第三搭接边450c和第四搭接边450d，第一搭接边450a和第二搭接边450b相对设置，第三搭接边450c和第四搭接边450d相对设置且位于第一搭接边450a和第二搭接边450b之间，并且传力连接板450与车身结构的其他部件的搭接关系可以是：第一搭接边450a与前纵梁100搭接，第二搭接边450b与A柱内板340搭接，第三搭接边450c和第四搭接边450d分别与前围板320或轮罩总成360搭接，以使得各部件能够稳定地连接。
在上述技术方案的基础上，本公开还提供一种车辆，该车辆包括本公开提供的车身结构，因此，该车辆具有本公开提供的车身结构的全部优点和有益效果，为减少不必要的重复，在此不再赘述。具体地，该车辆可以是电动汽车，从而使得车身结构适应电池包的安装。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (16)

  1. 一种车身结构，其特征在于，包括：
    前纵梁(100)，所述前纵梁(100)包括沿左右方向间隔设置的左前纵梁和右前纵梁；
    前舱横梁(220)，所述前舱横梁(220)连接在所述左前纵梁和所述右前纵梁上；
    前横梁(210)，所述前纵梁(100)的后端连接于所述前横梁(210)；
    外连接板(420)，所述外连接板(420)位于所述前纵梁(100)的外侧并且分别与所述前纵梁(100)和所述前横梁(210)连接。
  2. 根据权利要求1所述的车身结构，其特征在于，所述前横梁(210)为固定在地板面板(300)下表面上的车身横梁，所述地板面板(300)位于所述前舱横梁(220)的后方。
  3. 根据权利要求1所述的车身结构，其特征在于，所述前纵梁(100)的后端仅与所述前横梁(210)相连。
  4. 根据权利要求1所述的车身结构，其特征在于，所述前横梁(210)为靠近车身前舱的车身横梁，或者为靠近前围板(320)安装的车身横梁，或者为靠近门槛内板前端安装的车身横梁，或者为设于前座椅安装横梁前方的车身横梁。
  5. 根据权利要求1-4任意一项所述的车身结构，其特征在于，所述车身结构还包括设置在所述地板面板(300)左右两侧的门槛内板(500)，所述外连接板(420)向外延伸以与所述门槛内板(500)搭接。
  6. 根据权利要求1-5任意一项所述的车身结构，其特征在于，所述外连接板(420)上设置有用于承载前后方向作用力的加强结构。
  7. 根据权利要求1-6任意一项所述的车身结构，其特征在于，所述外连接板(420)包括外连接底壁(421)，所述外连接底壁(421)形成为四边形，且具有首尾依次连接的外连接板第一边缘、外连接板第二边缘、外连接板第三边缘和外连接板第四边缘，所述外连接板第一边缘沿所述前横梁(210)延伸且与该前横梁(210)搭接，所述外连接板第二边缘沿所述前纵梁(100)延伸且与该前纵梁(100)搭接，所述外连接板第三边缘上连接有向上延伸的外连接侧壁(422)，所述外连接侧壁(422)与所述前纵梁(100)搭接，
    所述前横梁(210)形成为向上开口的第一槽状结构，所述外连接板第一边缘向外延伸以形成外连接板第一搭接边(420a)，所述外连接板第一搭接边(420a)与所述第一槽 状结构的底壁搭接，
    所述前纵梁(100)的后端形成为向上开口的第二槽状结构且包括纵梁底壁(103)和纵梁侧壁(104)，所述第二槽状结构的开口处的上边缘向外翻折以形成第一纵梁翻边(100a)，所述外连接板第二边缘向外延伸以形成外连接板第二搭接边(420b)，所述外连接侧壁(422)的上边缘向外翻折以形成外连接侧壁第一翻边(420c)，所述外连接侧壁(422)靠近所述第二边缘的端部向外翻折以形成外连接侧壁第二翻边(420d)，其中，所述外连接板第二搭接边(420b)与所述纵梁底壁(103)搭接，所述外连接侧壁第一翻边(420c)与所述第一纵梁翻边(100a)搭接，所述外连接侧壁第二翻边(420d)与所述纵梁侧壁(104)搭接，
    所述车身结构还包括设置在所述地板面板(300)左右两侧的门槛内板(500)，所述外连接板第四边缘沿所述门槛内板(500)延伸并与该门槛内板(500)搭接，所述外连接侧壁(422)靠近所述第四边缘的端部向外延伸以与所述门槛内板(500)的端部搭接，所述外连接板第二边缘的长度大于所述外连接板第四边缘的长度，所述外连接板第三边缘形成为向后凹入的圆弧结构以避让车轮。
  8. 根据权利要求7所述的车身结构，其特征在于，所述外连接底壁(421)上设置有从所述外连接板第一边缘朝向所述外连接板第三边缘延伸的加强筋，所述车轮沿前后方向在所述外连接板(420)上的投影至少部分地与所述加强筋的端部重合。
  9. 根据权利要求1-8任意一项所述的车身结构，其特征在于，所述前横梁(210)形成为向上开口第一槽状结构，包括横梁底壁(201)和横梁侧壁(202)，所述第一槽状结构的开口处的上边缘向外翻折以形成横梁开口翻边(200a)，所述前横梁(210)通过所述横梁开口翻边(200a)连接于所述地板面板(300)。
  10. 根据权利要求9所述的车身结构，其特征在于，所述前纵梁(100)分别搭接在所述横梁底壁(201)、所述横梁侧壁(202)和所述横梁开口翻边(200a)上，所述前纵梁(100)的后端形成为向上开口的第二槽状结构，包括纵梁底壁(103)和纵梁侧壁(104)，所述第二槽状结构的开口处的上边缘向外翻折以形成第一纵梁翻边(100a)，所述纵梁侧壁(104)的端部向外翻折以形成第二纵梁翻边(100b)，所述纵梁底壁(103)的端部向外延伸以形成纵梁底壁搭接边(100c)，
    其中，所述第一纵梁翻边(100a)与所述横梁开口翻边(200a)搭接，所述第二纵梁翻边(100b)与所述横梁侧壁(202)搭接，所述纵梁底壁搭接边(100c)与所述横梁底壁(201)搭接。
  11. 根据权利要求1-10任意一项所述的车身结构，其特征在于，所述前纵梁(100) 对应连接所述前舱横梁(220)的位置形成为沿前后方向延伸且向上开口的第三槽状结构，包括第一纵梁底壁(101)和第一纵梁侧壁(102)，所述第三槽状结构的开口处的上边缘向外翻折以形成第一纵梁侧壁翻边(102a)，所述前舱横梁(220)分别与所述第一纵梁底壁(101)，第一纵梁侧壁(102)和第一纵梁侧壁翻边(102a)搭接。
  12. 根据权利要求11所述的车身结构，其特征在于，所述前舱横梁(220)形成为开口向上的第四槽状结构，所述第四槽状结构的开口处的边缘向上翻折形成有沿左右方向延伸的第一翻边(220a)，该第四槽状结构的端部向外翻折以形成沿上下方向延伸的第二翻边(220b)，所述第四槽状结构的端部还形成有沿前后方向延伸的第三翻边(220c)，其中，所述第一翻边(220a)与所述第一纵梁侧壁翻边(102a)搭接，所述第二翻边(220b)与所述第一纵梁侧壁(102)搭接，所述第三翻边(220c)与所述第一纵梁底壁(101)搭接。
  13. 根据权利要求1-12任意一项所述的车身结构，其特征在于，所述前纵梁(100)沿车轮包络形成有用于避让车轮的内凹部(105)，所述前舱横梁(220)设置在所述内凹部(105)处，所述前纵梁(100)的内壁对应于所述内凹部(105)的位置连接有加强板。
  14. 根据权利要求1-13任意一项所述的车身结构，其特征在于，所述前舱横梁(220)设置在所述前围板(320)的前方并连接在前围板(320)上，所述前围板连接在所述地板面板(300)前端。
  15. 根据权利要求1所述的车身结构，其特征在于，所述前横梁(210)为电池包安装前横梁。
  16. 一种车辆，其特征在于，包括根据权利要求1-15中任意一项所述的车身结构。
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