WO2019001532A1 - Vehicle body structure and vehicle - Google Patents

Abstract

A vehicle body structure, comprising: two front longerons (100) which are provided so as to be spaced apart in the left-right direction; two floor board longerons (110) which are provided so as to be spaced apart in the left-right direction; two rear longerons (120) which are provided so as to be spaced apart in the left-right direction; and a front transverse beam (210). When the vehicle body structure experiences a front or a rear collision, the collision force is correspondingly transferred in a forward or reverse direction in the following order: the front longerons (100) to the front transverse beam (210) to the floor board longerons (110) to the rear longerons (120).

Description

Body structure and vehicle

Cross-reference to related applications

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

Technical field

The present disclosure relates to a vehicle body structure, and to a vehicle having the vehicle body structure.

Background technique

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

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

In addition, with the rapid development of electric vehicles in recent years, in order to improve the cruising distance, electric vehicles need to be equipped with more energy storage batteries, so that the weight of electric vehicles will increase substantially compared with fuel vehicles of the same specification. This leads to an increase in the kinetic energy of the vehicle at the initial stage of the collision under the same test conditions. That is to say, the body structure of the electric vehicle needs to be able to bear more force and absorb more kinetic energy to improve safety. Further, in the electric vehicle, since the energy storage battery pack needs to be arranged, a large amount of space in the lower part of the vehicle body is occupied, and various classic body collision safety structure technologies of the conventional fuel vehicle cannot be used, so that an energy storage battery can be designed. It is imperative to arrange a new body structure technology that can meet the safety of vehicles.

Summary of the invention

It is an object of the present disclosure to provide a vehicle body structure with higher collision safety performance.

In order to achieve the above object, the present disclosure provides a vehicle body structure including two front side members spaced apart in the left-right direction, two floor longitudinal members spaced apart in the left-right direction, and two rear side members spaced apart in the left-right direction. And a front cross member, wherein when the vehicle body structure is subjected to a front or rear collision, the impact force is correspondingly transmitted in the forward or reverse direction in the following order: the front longitudinal beam - the front cross member - the floor longitudinal beam - the Rear longitudinal beam.

Through the above technical solution, the body structure of the present disclosure can better achieve the collision force transmission and dispersion when subjected to the front or rear collision, thereby reducing the deformation of the vehicle body structure and reducing the damage that the occupant may be subjected to.

The present disclosure also provides a vehicle including the vehicle body structure as described above.

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

DRAWINGS

The drawings are intended to provide a further understanding of the disclosure, and are in the In the drawing:

1 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;

2 is a perspective view of a front cross member in a vehicle body structure provided by the present disclosure;

3 is a schematic view showing a connection relationship between a front side rail and a front cross member in a vehicle body structure provided by the present disclosure;

4 is a detailed view of a connection relationship between a front side rail and a front cross member in a vehicle body structure provided by the present disclosure;

5 is a schematic view showing a connection relationship between a front side rail, a front side cross member and a front cross member in a vehicle body structure provided by the present disclosure;

6 is a schematic view showing a positional relationship between a front cabin beam and a front longitudinal beam in a vehicle body structure provided by the present disclosure;

Figure 7 is a detailed view of the connection relationship between the front side member and the front cabin beam in a vehicle body structure provided by the present disclosure;

Figure 8 is a perspective view showing another partial structure of a vehicle body structure provided by the present disclosure, showing an inner connecting plate and an outer connecting plate;

9 is a detailed view showing a connection relationship between an inner connecting plate and other components of the vehicle body structure in a vehicle body structure provided by the present disclosure;

10 is a detailed view showing a connection relationship between an outer connecting plate and other components of the vehicle body structure in a vehicle body structure provided by the present disclosure;

Figure 11 is a perspective view showing still another partial structure of a vehicle body structure provided by the present disclosure, showing a floor stringer, a rear side member and a floor rear cross member;

Figure 12 is a bottom plan view showing still another partial structure of a vehicle body structure provided by the present disclosure;

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

14 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;

15 is still another schematic view of a carrier frame in a vehicle body structure provided by the present disclosure, wherein the battery tray is formed into a split structure;

16 to FIG. 20 are schematic diagrams showing a first connection manner of a front cross member, a sill inner panel, and a floor longitudinal member in a vehicle body structure provided by the present disclosure;

21 and FIG. 22 are schematic diagrams showing a second connection manner of a front cross member, a sill inner panel, and a floor rail in a vehicle body structure provided by the present disclosure;

23 is a detailed view showing a connection relationship between a front side member, a front cross member, a floor side member, and a reinforcing beam of the first embodiment in a vehicle body structure provided by the present disclosure;

Figure 24 is a detailed view showing the connection relationship of the front side member, the front cross member, the floor side member and the reinforcing beam of the second embodiment in a vehicle body structure provided by the present disclosure;

25 is a detailed view of a connection relationship between a floor rear cross member and a rear side member in a vehicle body structure provided by the present disclosure;

26 is a detailed view of a connection relationship between a floor longitudinal beam and a rear longitudinal beam in a vehicle body structure provided by the present disclosure;

Figure 27 is a bottom plan view showing a partial structure of another vehicle body structure provided by the present disclosure;

28 is an exploded view of a front side member in another body structure provided by the present disclosure;

29 is a partial structural bottom view of a vehicle body structure provided by the present disclosure, showing a reinforcing beam and a reinforcing stringer;

30 is a top perspective view of a partial structure of a vehicle body structure provided by the present disclosure, showing a side wall;

31 is a top plan view showing a partial structure of a vehicle body structure provided by the present disclosure;

32 is a bottom plan view showing a partial structure of a vehicle body structure provided by the present disclosure;

33 is a partial structural exploded view of a vehicle body structure provided by the present disclosure;

Figure 34 is a perspective view of a reinforcing stringer in a vehicle body structure provided by the present disclosure;

35 is an exploded view of a reinforcing stringer in a vehicle body structure provided by the present disclosure;

36 is a perspective view of an upper beam section in a vehicle body structure provided by the present disclosure;

37 is a perspective view of a lower beam section in a vehicle body structure provided by the present disclosure;

38 is a perspective view of a rear reinforcing beam in a vehicle body structure provided by the present disclosure;

39 is a detailed view of a connection relationship between a reinforcing longitudinal beam and a reinforcing beam in a vehicle body structure provided by the present disclosure;

40 is a perspective view of a floor panel in a vehicle body structure provided by the present disclosure;

Figure 41 is a cross-sectional view taken along line A-A of Figure 31;

Figure 42 is an enlarged view of a portion C in Figure 41;

Figure 43 is a partial enlarged view of Figure 42;

Figure 44 is a cross-sectional view taken along line B-B of Figure 31;

Figure 45 is an enlarged view of a portion D in Figure 44;

Figure 46 is a perspective view, partly in section, of the vehicle body structure taken from the vicinity of the front reinforcing beam;

47 is a schematic view showing the arrangement position of a motor, an electric control device, and a battery pack in a vehicle body structure provided by the present disclosure;

48 is an exploded view of a rear partial structure of a vehicle body structure provided by the present disclosure;

49 is a perspective view of a rear section of a rear side member in a vehicle body structure provided by the present disclosure;

Figure 50 is a top plan view of a rear partial structure of a vehicle body structure provided by the present disclosure;

Figure 51 is a bottom plan view of a rear partial structure of a vehicle body structure provided by the present disclosure;

Figure 52 is a cross-sectional view taken along line E-E of Figure 51;

Figure 53 is an enlarged view of a portion G in Figure 52;

Figure 54 is a sectional view taken along line F-F of Figure 51;

Figure 55 is an enlarged view of a portion H in Figure 54;

Figure 56 is an exploded view of another rear partial structure of a vehicle body structure provided by the present disclosure;

57 is a rear partial structural side view of a vehicle body structure provided by the present disclosure;

Figure 58 is a front elevational view of the rear motor impact beam in a vehicle body structure provided by the present disclosure;

59 is another exploded partial structural exploded view of a vehicle body structure provided by the present disclosure;

Figure 60 is another rear partial structural side view of a vehicle body structure provided by the present disclosure;

61 is a perspective view of a guide beam and a front mounting beam in a vehicle body structure provided by the present disclosure;

62 is a bottom view of a vehicle body structure provided by the present disclosure.

Detailed ways

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

In the present disclosure, the orientation words used, such as "up, down, left, right, front, and rear", are defined on the basis of the up and down direction, the left and right direction, and the front and rear direction of the vehicle, unless otherwise stated. Specifically, in the drawing, the X direction is the front and rear direction of the vehicle, that is, the longitudinal direction of the vehicle, wherein the side pointed by the arrow is “front”, and vice versa is “rear”; the Y direction is the left and right direction of the vehicle, that is, the vehicle Lateral, wherein the side pointed by the arrow is "right", and vice versa is "left"; the Z direction is the up and down direction of the vehicle, that is, the height direction of the vehicle, wherein the side pointed by the arrow is "up" and vice versa "Inside and outside" are defined based on the contours of the corresponding components, such as the interior and exterior of the vehicle, which are defined on the basis of the vehicle's contour, and the inner side near the center 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 the disclosure.

All "beams" in this disclosure refer to beams that extend generally in the left and right direction of the vehicle, and all "stringers" refer to beams that extend generally in the fore and aft 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 extends forward from the rear crash beam of the vehicle in the body structure. Further, the terms "front panel", "floor panel", "threshold panel" and the like referred to in the various embodiments of the present disclosure have their meanings well-known in the art without any other specific explanation.

In addition, the terms "connected", "connected", "fixed", and the like, are to be understood broadly, and may be in a non-removable manner such as welding, a detachable manner such as a bolt, or the like, unless otherwise explicitly stated and defined. The system is realized in a one-piece manner.

A vehicle body structure of a vehicle according to an embodiment of the present disclosure will be described below with reference to FIGS.

The present disclosure provides a vehicle body structure, as shown in FIG. 1, which may include two front side members 100, a front cross member 210, and a floor panel 300 spaced apart in the left-right direction.

The front panel of the floor panel 300 is connected to a dash panel 320, and the passenger compartment of the vehicle is defined behind the dash panel 320 and above the floor panel 300.

In one embodiment, 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, thereby causing a frontal collision in the vehicle ( At the front touch, a support for the rear end of the front side member 100 is formed, thereby dispersing the collision impact force transmitted by the front side member 100, and avoiding deformation of the rear side member 100 to invade the passenger compartment. The front cross member 210 can be disposed adjacent to the dash panel 320. Moreover, 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, and avoid excessive deformation, folding, etc. of the passenger compartment space when the collision (including front collision and side collision) is excessive. . Optionally, 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. In some embodiments below, when the current beam 210 is formed as a battery pack front mounting beam for mounting a battery pack, the front beam 210 is disposed in front of the battery pack to absorb impact energy and reduce impact impact on the battery pack. Squeeze and protect the battery pack.

In one embodiment, referring to FIGS. 2 to 4, the front cross member 210 is formed as an upwardly open groove-like structure, and includes a front cross member bottom wall 211, an opposite front cross member front side wall 212, and a front cross member rear side. The upper edge of the front cross member front side wall 212 is formed with a front cross member front side wall flange 210a extending in the left-right direction, and the upper edge of the front cross member rear side wall 213 is formed with a front cross member rear side wall extending in the left-right direction. The side cross member 210 is joined to the lower surface of the floor panel 300 by a front cross member front side wall flange 210a and a front cross member rear side wall flange 210b.

The front cross member 210 and the floor panel 300 enclose a cavity having a generally rectangular or trapezoidal cross section to enhance the collision resistance of the vehicle body structure and help to reduce the collision deformation of the floor panel 300. A reinforcing structure (for example, welding sheet metal) or a CBS (composite reinforcing material) or the like may be disposed in the cavity surrounded by the front cross member 210 and the floor panel 300 to further enhance the ability of the front cross member 210 to withstand impact, and the front cross member 210 is reduced. The shape variable in the collision.

As shown in FIG. 2, the front end of the front cross member front side wall 212 may be formed with a front cross member front side wall end flange 210c, and the front end of the front cross member rear side wall 213 may be formed with a front cross member rear side end flange. 210d, the end of the front beam bottom wall 211 may extend outward to form a front beam bottom wall overlapping edge 210e, so that the front beam 210 can pass the front beam front side end flange 210c, the front beam rear side end The flange 210d and the front beam bottom wall overlapping edge 210e overlap with other components of the vehicle body structure, such as the floor rail 110 or the sill inner panel 500 mentioned below.

As shown in Figures 4 and 5, the front side member 100 can be coupled to the front cross member 210 by any suitable means. To ensure the strength of the connection between the front side member 100 and the front cross member 210, the front side member 100 can be respectively associated with the front cross member bottom wall. 211. The front cross member front side wall 212 and the front cross member front side wall flanks 210a are overlapped.

Specifically, as shown in FIGS. 4 and 7, the rear section of the front side member 100 may be formed as an upwardly open groove-like structure, and includes a front longitudinal beam bottom wall 101 and oppositely disposed front side member inner side walls 102 and front longitudinals. The outer side wall 103 of the beam. An upper edge of the front side wall 102 is formed with a front side rail inner side flange 100a extending in the front-rear direction, and an upper edge of the front side rail outer side wall 103 is formed with a front side rail outer side wall flange 100b extending in the front-rear direction. The rear side of the front side wall 102 is formed with a front side member inner side end flange 100c, and the rear side of the front side wall 103 is formed with a front side member outer side end flange 100d, and the front side member bottom wall 101 The rear end extends rearwardly to form a front side rail bottom wall lap edge 100e.

As shown in FIG. 4, the front side frame inner side wall flange 100a overlaps the front beam front side wall flange 210a, and the front side beam outer side wall flange 100b overlaps with the front beam front side wall flange 210a. The inner side end flange 100c of the beam overlaps the front cross member front side wall 212, the front side outer wall end flange 100d overlaps the front cross member front side wall 212, and the front side member bottom wall overlaps the side 100e and the front cross member The bottom wall 211 is overlapped.

As shown in FIG. 5, the front side member 100 is formed with a concave point 105 for avoiding the wheel along the wheel envelope. In order to avoid bending of the front side member 100 at the inner recess 105 when the frontal collision occurs in the vehicle, invading the dash panel 320 or squeezing other elements located at the front of the vehicle, the inner side of the front side member 100 corresponds to the concave point 105. The location can be connected to a stiffener.

As shown in FIG. 1 and FIG. 5, a front cabin cross member 220 may be connected between the two front side rails 100. The front cabin cross member 220 is disposed in front of the dash panel 320 and may be connected to the dash panel 320 for use. The front part of the vehicle is moved rearwardly and can also function to reinforce the dash panel 320 such that the dash panel 320 is less susceptible to collisional deformation. Moreover, the front bulkhead 220, the two front longitudinal beams 100, and the front cross member 210 can enclose a closed-loop frame structure, so that the strength of the body structure of the portion is higher, and can withstand large initial collision loads and front parts of the vehicle. The impact is reversed and the front cowl 220 and the front beam 210 can be used to transmit force to reduce frontal deformation of the vehicle, protecting the occupant and vehicle components, such as battery packs, disposed behind the front cross member 210. The front bulkhead 220 can be attached 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.

In one embodiment, the orthographic projection of the front end of the front side member 100 on the horizontal plane and the orthographic projection of the rear end of the front side member 100 on the horizontal plane are offset by a distance of no more than 80 mm in the left-right direction. That is, the front end of the front side member 100 is projected on the horizontal plane in the Z direction, and the projection of the rear end of the front side member 100 in the horizontal direction along the Z direction is shifted by a distance of not more than 80 mm in the Y direction, so that the front side member 100 is as far as possible. Close to the straight beam for better force transmission.

The front bulkhead 220 can be coupled between the two front side members 100 in any suitable manner. Specifically, in order to ensure the connection strength between the front bulkhead 220 and the front longitudinal beam 100, as shown in FIG. 7, the front bulkhead beam 220 is formed as an upwardly open groove-like structure, and includes a front cabin beam bottom wall 221 and a relative front The cabin beam front side wall 222 and the front cabin beam rear side wall 223, the upper edge of the front cabin beam front side wall 222 is formed with a front cabin beam front side wall flange 220a extending in the left-right direction, and a front cabin beam rear side wall 223 The upper edge is formed with a front side cross member rear side wall flange 220b extending in the left-right direction, and an end portion of the front cabin beam front side wall 222 is formed with a front cabin beam front side wall end flange 220c, and a front cabin beam rear side wall 223 The end portion is formed with a front side cross member rear side wall end flange 220d, and an end portion of the front cabin beam bottom wall 221 extends outward to form a front cabin beam bottom wall overlapping edge 220e.

Wherein, the front cabin beam front side flange 220a and the front cabin beam rear side flange 220b overlap with the front longitudinal beam inner side flange 100a, the front cabin beam front side end flange 220c and the front cabin beam rear side The wall end flange 220d overlaps the front longitudinal beam inner side wall 102, and the front cabin beam bottom wall overlapping edge 220e overlaps the front longitudinal beam bottom wall 101. In actual manufacturing, the flanges or overlapping edges and the front side members 100 may be connected and welded to improve the connection strength between the front cabin beam 220 and the front longitudinal beam 100, thereby ensuring that the front cabin beam 220 can be compared. To withstand the impact of the vehicle's power unit (such as the motor or engine).

The front cabin beam 220 can be formed in a segmented configuration for ease of fabrication. The front cabin beam 220 may include a beam body and an end connecting section connected to both ends of the beam body. The opening width of the groove structure of the front bulkhead 220 is gradually increased along the beam body to the end connecting section, thereby facilitating processing and front side members. 100 laps of each cuff. In an alternative embodiment, the front bulkhead 220 can also be formed as a unitary structure.

As shown in Figures 5 and 6, the front side member 100 can have a body section 100A and a downwardly curved section 100B attached to the rear end of the body section 100A. The front cabin beam 220 is mounted to the downwardly curved section of the two front side members 100. 100B, and at least partially below the body segment 100A (refer to Figure 6). Wherein, the main section 100A of the front side member is generally higher than the floor panel 300 of the vehicle passenger compartment, and the transition of the front side member in the up and down direction is achieved by the downwardly curved section. Among them, the main body segment 100A can be used for vehicle power devices such as motors and engines. These vehicle powerplants are typically located at least partially below the body segment 100A.

Thus, when a frontal collision occurs, the front side member 100 collapses to drive the vehicle component mounted on the main body section 100A to move rearward, and the front bulkhead beam 220 mounted on the downwardly curved section 100B is only partially located below the main body section 100A. The vehicle component that moves backwards, such as a vehicle power device such as a motor, can be stopped to prevent the passenger from invading the vehicle cabin due to a collision impact, thereby protecting the occupant.

Specifically, the main body section 100A is provided with a mounting point for mounting the front sub-frame, and the power device of the vehicle is mounted on the main body section 100A through the front sub-frame, and is at least partially disposed below the main body section 100A and the front cabin beam The front of the 220 is such that the front cabin beam 220 can stop the power unit from moving backwards in the event of a frontal collision and threaten the passenger compartment. To ensure that the front bulkhead 220 is below the body section 100A, as shown in Figure 1, the front bulkhead 220 is at least partially coupled to the bottom of the downwardly curved section 100B.

Since the impact impact force is mainly concentrated in the rear section of the front side member 100 and then scattered to the rear part of the vehicle through other body structures, the rear section of the front side member 100 needs to have sufficient strength to ensure good transmission of the collision impact force, and The rear section of the front side member 100 is prevented from being deformed and pressed to the front panel 320. Therefore, as shown in FIG. 8 to FIG. 10, in one embodiment, the vehicle body structure may further include an inner connecting plate 410 and an outer connecting plate 420 or one of them to enable reinforcement and rearing of the front side member 100. The role of the segment.

Specifically, 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.

As shown in FIG. 9, the inner connecting plate 410 may include an inner connecting bottom wall 411 having a first edge of the inner connecting plate sequentially connected end to end, a second edge of the inner connecting plate, a third edge of the inner connecting plate and the inner side a fourth edge of the connecting plate, a first edge of the inner connecting plate extends along the front cross member 210 and overlaps the front cross member 210, and a second edge of the inner connecting plate extends along the front longitudinal beam 100 and overlaps the front longitudinal beam 100 due to the front The cabin beam 220 is located above the front cross member 210 in the up and down direction, and the first inner connecting side wall 412 extending upwardly at an angle is connected to the third edge of the inner connecting plate to accommodate the up and down direction of the front hatch beam 220 and the front cross member 210. The first inner connecting side wall 412 is overlapped with the front side cross member 220, and the fourth inner side of the inner connecting plate is connected with an upwardly extending second inner connecting side wall 413. The second inner connecting side wall 413 is overlapped with the front cross member 210. .

Specifically, referring to FIG. 9, the first edge of the inner connecting plate extends outward to form an inner connecting plate first overlapping surface 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 front beam bottom wall 211, the first inner connecting side wall first flange 410b overlaps the front beam front side wall flange 210a, and the second inner connecting side wall 2nd turns The side 410c is overlapped with the front cross member front side wall 212;

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 sidewall 412 is outwardly folded to form a first inner connecting sidewall flange 410e, and the first inner connecting sidewall flange 410e overlaps the front cabin beam 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 frame 100, and preventing the rear portion of the front side frame 100 from invading the dash panel 320 due to collision and bending.

As shown in FIGS. 8 and 10, the outer connecting plate 420 is disposed on the outer side of the front side member 100, and can be coupled to the front side member 100 and the front cross member 210 to function to reinforce the front side member 100, and is also applicable to In the case of a small offset collision of the vehicle, that is, the impact occurs on the outer side of the front longitudinal beam 100. At this time, the force of the front longitudinal beam 100 is small, and the effect of the collapse energy absorption is poor, and the wheel is subjected to impact and the vehicle is pressed backward. The A-pillar and the dash panel 320 easily cause deformation of the vehicle body structure and squeeze the passenger compartment.

Since the outer connecting plate 420 is located outside the front longitudinal beam 100 and overlaps the front longitudinal beam 100 and the front cross member 210, respectively, the outer connecting plate 420 can withstand the wheel impact and the front longitudinal beam 100 and the front in a small offset collision. The beam 210 transmits force. 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 deformation of the vehicle A-pillar and the dash panel 320 caused by the collision impact. When the vehicle is facing and the front side member 100 is subjected to a large force, 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 sill inner panel 500 is disposed on the left and right sides of the floor panel 300, and the front end of the sill inner panel 500 can protrude forwardly from the front cross member 210. As shown in FIG. 20, the front end of the sill inner panel 500 and the front cross member 210 are in the front-rear direction. The distance may be less than 1000 mm, for example may be 30-200 mm, preferably may be 60-140 mm.

Specifically, referring to FIG. 10, 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.

Specifically, the first edge of the outer connecting plate extends outward to form a first connecting edge 420a of the outer connecting plate extending in the left-right direction, and the first connecting edge 420a of the outer connecting plate overlaps with the front beam bottom wall 211; The second edge of the board extends outward to form a second overlapping edge 420b of the outer connecting plate extending in the front-rear direction, and the upper edge of the outer connecting side wall 422 is folded outward to form the outer connecting side wall first flange 420c, and the outer connecting The side wall 422 is folded outwardly near the end of the second edge of the outer connecting plate to form an outer connecting side wall second flange 420d extending in the up and down direction, wherein the outer connecting plate second overlapping edge 420b and the front longitudinal beam bottom The outer wall side flange 420c overlaps the front side frame outer side wall flange 100b; the outer connecting side wall second flange 420d overlaps the front side member outer side wall 103; the outer connecting plate is fourth The rim extends outwardly to form an outer gusset fourth lap 420e; the outer connecting sidewall 422 extends outwardly adjacent the end of the fourth rim to overlap the end of the sill inner panel 500. Further, the outer connecting plate 420 is also overlapped with the dash panel 320 by the outer connecting side wall first flange 420c.

In the present embodiment, as shown in FIG. 8 and FIG. 10, 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 collision, the outer connecting plate 420 can disperse the collision impact force concentrated on the rear portion of the front side frame 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.

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

In order to be able to disperse the collision impact backwards, as shown in FIG. 11 and FIG. 12, the vehicle body structure may further include two vehicle body longitudinal beams disposed at right and left intervals and two rear side members 120 spaced apart from each other, the rear of the vehicle body longitudinal beam The end is connected to the two rear side members 120, and the front cross member 210 can be coupled to the longitudinal beam of the vehicle body to transmit the impact impact force generated during the front collision to the rear portion of the vehicle body structure to reduce the deformation of the front portion of the vehicle. Moreover, in this way, it is also possible to transmit the collision impact force generated at the time of the rear collision to the front portion of the vehicle body structure, and to reduce the deformation of the rear portion of the vehicle body. In addition, the body longitudinal beam and the rear side member 120 are connected to each other to increase the strength of the vehicle body structure.

In an embodiment, the vehicle body structure may further include a floor rear cross member 230 spaced apart from the front cross member 210 and connected to the lower surface of the floor panel 300. Both ends of the floor rear cross member 230 may be respectively connected to the two longitudinal members of the vehicle body, or may be connected to the two rear side members 120, respectively.

In the case where the two ends of the floor rear cross member 230 are respectively connected to the two longitudinal members of the vehicle body, the front cross member 210, the two vehicle body longitudinal beams and the floor rear cross member 230 together form a "mouth" shaped load bearing frame 700 (Fig. As can be seen at 13), the carrier frame 700 can be used to mount and carry vehicle components, such as a battery tray 610 (visible in Figure 14) for mounting and carrying a battery pack.

In the case where the two ends of the floor rear cross member 230 are respectively connected to the two rear side members 120, the rear side members 120 are divided into a front portion located in front of the floor rear cross member 230 and a rear portion behind the floor rear cross member 230 for convenience of explanation. The front cross member 210, the two body longitudinal beams, the front portions of the two rear side members 120, and the floor rear cross member 230 collectively enclose a carrier frame 700 that can be used to mount and carry vehicle components, such as A battery tray 610 for mounting and carrying a battery pack. Through the structural design of the carrying frame, the battery can be arranged as much as possible under the floor panel 300, which is beneficial to ensure that the vehicle has the longest possible cruising distance.

When the carrier frame 700 is used to mount the battery tray 610, the front cross member 210 and the floor rear cross member 230 may be sequentially referred to as a battery pack front mounting beam and a battery pack rear mounting beam, a front cross member 210, a floor rear cross member 230, and the vehicle body longitudinal direction. A battery tray fastening hole may be opened in the beam to mount the battery tray 610 carrying the battery pack to the front cross member 210, the floor rear cross member 230, and the longitudinal beam of the vehicle body by fasteners.

The battery pack may be mounted on the carrier frame in a unitary form or may be mounted on the carrier frame 700 in a split form. In other words, the battery tray 610 may be one or plural.

As shown in FIG. 15, in the case where the battery pack is provided in a plurality of separate bodies, the load-bearing frame 700 can be divided by adding a cross beam 360 in one or more battery packs between the front cross member 210 and the floor rear cross member 230. As a plurality of sub-frames, the battery tray of each battery pack can be mounted on the corresponding sub-frame. A battery tray fastening hole may be opened in the mounting beam 360 of the battery pack. The mounting beam 360 in the battery pack may be disposed on the lower surface of the floor panel 300 or on the upper surface of the floor panel 300. When the mounting beam 360 in the battery pack is disposed on the upper surface of the floor panel 300, a hole may be opened at a corresponding position on the floor panel 300 so that the fastener can pass through the floor panel 300 to be connected to the mounting beam 360 in the battery pack.

Of course, in other possible embodiments, the cross member 360 in the battery pack may be replaced by a cross member inherent to the vehicle body structure, such as a front seat mounting cross member.

In one embodiment, as shown in FIG. 15, the battery tray 610 includes a first sub-tray 610A and a second sub-tray 610B that are separately disposed, and a battery pack is disposed between the front cross member 210 and the floor rear cross member 230. The cross member 360, the first sub-tray 610A is connected to the front cross member 210, the floor rail 110 and the battery pack mounting cross member 360, respectively, and the second sub-tray 610B is respectively mounted with the cross member 360, the floor rail 110 and the floor rear cross member 230 in the battery pack. connection.

Here, the vehicle body longitudinal beam may be a beam inherent to the vehicle body structure (for example, the sill inner panel 500), or may be a beam specially provided for mounting the battery tray 610.

In one embodiment, the body longitudinal beam may be a sill inner panel 500, and the two sill inner panels 500 are respectively disposed on the left and right sides of the floor panel 300. In this case, a battery tray fastening hole may be opened in the sill inner panel 500.

In another embodiment, the vehicle body longitudinal beam may be a floor rail 110 connected to the lower surface of the floor panel 300, and the floor rail 110 may be connected to the sill inner panel 500 or may be spaced from the sill inner panel 500. . In this case, a battery tray fastening hole may be opened in the floor rail 110, and the floor rail 110 may be referred to as a battery pack mounting stringer.

In yet another embodiment, the body longitudinal beam may be an assembly including a sill inner panel 500 and a floor rail 110 that is coupled to the sill inner panel 500. In this case, the front cross member 210 may be coupled to one or both of the floor rail 110 and the sill inner panel 500, and the floor rail 110 and the sill inner panel 500 may each be provided with a battery tray fastening hole, and The floor rail 110 can be referred to as a battery pack mounting stringer.

In the case where the longitudinal beam of the vehicle body is the floor longitudinal beam 110, as a first possible embodiment of the connection manner of the front cross member 210, the floor longitudinal beam 110, and the sill inner panel 500, as shown in FIG. 16 to FIG. The two ends of the front cross member 210 are respectively connected to the two sill inner panels 500, and the front end of the floor sill 110 is connected to the front cross member 210.

Specifically, as shown in FIG. 19, the sill inner panel 500 may be formed as an open-out U-shaped groove structure and includes oppositely disposed inner panel top walls 501 and inner panel bottom walls 502, and connected to the inner panel top wall 501 and The inner panel side wall 503 between the inner panel bottom walls 502. As shown in FIG. 2, the front end of the front cross member 212 of the front cross member 210 is formed with a front cross member front side end flange 210c, and the end of the front cross member rear side wall 213 is formed with a front cross member rear side end portion. The flange 210d, the end of the front beam bottom wall 211 extends outwardly to form a front beam bottom wall lap edge 200e.

Wherein, the front cross member end side flange portion 210c overlaps the inner panel side wall 503, the front cross member rear side wall end flange 210d overlaps the inner panel side wall 503, and the front cross member bottom wall overlaps the side 210e and the inner side The bottom wall 502 is overlapped 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 floor rail 110 is fixedly coupled to the lower surface of the floor panel 300 and connected to the sill inner panel 500, thereby causing the floor panel 300 to be respectively mounted with the body beam in the left and right direction and the front and rear direction of the vehicle, thereby functioning as the reinforced floor panel 300. The deformation of the floor panel 300 in collisions (including frontal collisions and side collisions) is prevented from being excessively large.

Specifically, as shown in FIG. 18, the floor rail 110 may be formed as an upwardly open trough-like structure and includes a floor rail inner side wall 112 and a floor rail outer side wall 113 and connecting the floor rail inner side wall 112 and the The floor rail bottom wall 111 of the floor rail outer side wall 113. The upper edge of the inner side wall 112 of the floor stringer is formed with a floor inner side flange 110a extending in the front-rear direction, and the upper edge of the outer side wall 113 of the floor side rail is formed with a side rail outer side flange 110b extending in the front-rear direction, the floor longitudinal beam The inner flange 110a overlaps the lower surface of the floor panel 300, the floor rail outer flange 110b overlaps the inner panel bottom wall 502 of the sill inner panel 500, and the floor rail outer flange 110b can be turned lower than the floor rail. Side 110a.

The front end of the floor rail inner side wall 112 is formed with a floor rail inner side front end flange 110c, and the front end of the floor rail bottom wall 111 extends forward to form a floor rail bottom wall overlapping edge 110e. Wherein, the inner side flange 110a of the floor longitudinal beam overlaps with the front side wall flange 210b of the front beam 210, and the front side flange 110c of the inner side wall of the floor longitudinal beam overlaps with the front side wall 212 of the front beam 210. The beam bottom wall lap edge 110e overlaps the front beam bottom wall 211 of the front beam 210.

In this connection, any one of the front cross member 210, the floor rail 110, and the rocker inner panel 500 has a connection relationship, and therefore, when the vehicle collides (for example, a front touch), the front side rail 100 is subjected to a collision. The impact force is transmitted to the front cross member 210 and transmitted by the front cross member 210 to the floor rail 110 and the sill inner panel 500, respectively, and the floor rail 110 is connected to the sill inner panel 500. This connection makes the impact impact force relatively uniform. Disperse at the connection position of the three, and improve the collision resistance of the connection position.

This connection also has the advantage that the front end of the floor rail 110 can abut the front cross member 210 when the vehicle has a frontal collision, preventing the front cross member 210 from moving backwards and squeezing other elements of the vehicle body structure, such as the front cross member 210. When used as a front beam mounting beam, this type of connection protects the battery pack located behind the mounting beam in front of the battery pack. Similarly, when a side collision occurs in the vehicle, the front cross member 210 can abut 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, such as the floor stringer 110, are used as a battery pack mounting stringer to protect the battery pack located inside the battery pack mounting stringer, thereby avoiding possible fires caused by crush deformation of the battery pack and lifting the vehicle. Collision safety performance.

In the case where the longitudinal beam of the vehicle body is the floor longitudinal beam 110, as a second possible embodiment of the connection manner of the front beam 210, the floor rail 110, and the sill inner panel 500, as shown in FIG. 21 and FIG. The two ends of the front cross member 210 are respectively connected to the two floor longitudinal beams 110, and the sill inner panel 500 is connected to the outer side of the floor longitudinal beam 110 and spaced apart from the front cross member 210, that is, the front cross member 210 and the sill inner panel 500 respectively Attached to both sides of the floor rail 110.

Specifically, the front beam front side flange 210a overlaps the floor rail inner side flange 110a, the front beam rear side flange 210b overlaps the floor rail inner side flange 110a, and the front beam front side end flanges 210c overlaps the inner side wall 112 of the side sill, the front side end flange portion 210d of the front cross member overlaps with the inner side wall 112 of the side sill, and the splicing side 210e of the front cross member bottom wall overlaps with the bottom side wall 111 of the floor sill, the floor The stringer outer flange 110b overlaps the inner panel bottom wall 502.

In this connection, when a vehicle collides, such as a frontal collision, the impact impact force of 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 is longitudinally A finite projection 114 (visible in Figure 22) may also be formed on the beam 110 for blocking the rear beam 210 from moving backwards in the event of a frontal collision.

In the above several connection modes, when the vehicle is hit forward, the impact impact force mainly concentrates on the rear end of the front side member 100 and is dispersed by the front cross member 210 to the vehicle body structure located on both sides of the vehicle body structure (for example, the sill inner panel 500) , floor stringers 110, etc.).

In order to better transmit and disperse the collision force backwards when the front impact occurs, the rear end of the floor rail 110 and the rear end of the sill inner panel 500 may both be coupled to the rear side rail 120. In this case, the force transmission path of the vehicle body structure in the front collision may be: front side member 100 - front cross member 210 - floor side member 110 and sill inner panel 500 - rear side member 120. The force transmission path at the rear collision (back collision) is opposite to the front collision.

The rear side member 120 can be integrally formed. In one embodiment, as shown in FIG. 48, the rear side member 120 can include a rear side rail front section 121 and a rear side rail rear section 122 that are interconnected, and the floor rear cross member 230 can be coupled to the rear side rail front section 121.

As a connection manner of the floor longitudinal beam 110 and the rear longitudinal beam front section 121, as shown in FIGS. 25 and 26, the front end of the rear longitudinal beam front section 121 is formed as an upwardly open groove-like structure, and includes oppositely disposed rear longitudinal beams. The front end inner side wall 1212 and the rear side rail front end outer side wall 1213, and the rear side member front end inner side wall 1212 and the rear side member front end outer side wall 1213 of the rear side member front end side wall 1213. The upper edge of the front side wall 1212 of the rear side member is formed with a front side wall inner side flange 121a extending in the front-rear direction, and the upper side of the front side outer wall 1213 of the rear side member is formed with an outer side wall of the front side of the rear side member extending in the front-rear direction. Flange 121b. Wherein, the floor longitudinal beam bottom wall 111 is overlapped on the rear longitudinal beam front end bottom wall 1211, the floor longitudinal beam inner side flange 110a is overlapped on the rear side member front side inner side wall flange 121a, and the floor longitudinal beam outer side flange 110b is overlapped. On the outer side wall flange 121b of the front side of the rear side member. In this way, it can be ensured that the connection between the floor longitudinal beam 110 and the rear longitudinal beam 120 is not easily broken, so that the collision impact force is well dispersed, and the vehicle body structure is prevented from being greatly deformed.

As a connection manner of the floor rear cross member 230 and the rear side rail front portion 121, as shown in FIG. 25, the floor rear cross member 230 may be formed as an upwardly open groove-like structure, and includes two opposite rear beam side walls 232 and The rear cross member bottom wall 231 connecting the two rear cross member side walls 232. The upper edge of the rear beam side wall 232 is formed with a rear beam side wall flange 230a extending in the left-right direction, and the rear beam side wall 232 is formed with a rear beam side wall end flange 230b. The rear cross member side flange 230a overlaps the lower surface of the floor panel 300, and the rear cross member side wall flange 230b overlaps the inner side wall 1214 of the rear side member front portion 121. As shown in FIG. 25, the floor rear cross member 230 can be coupled to the middle of the rear side member front section 121.

The carrier frame 700 to which the present disclosure relates can be part of the collision path of the body structure by the above-described embodiments. Specifically, the rear end of the front side member 100 is coupled to the front cross member 210 in the carrying frame 700. When a frontal collision occurs in the vehicle, the front side member 100 is first subjected to an impact, and the impact impact force is transmitted from the rear end of the front side member 100 to the front cross member. 210 and distributed along the floor rail 110 and the sill inner panel 500 to the vehicle body structure at the rear of the vehicle, so that the vehicle can absorb the collision energy as a whole, reduce the deformation of the vehicle dash panel 320, and protect the driver located in the passenger compartment. And the occupant, and the front cross member 210, the sill inner panel 500 and the floor rail 110 are connected together to increase the strength of the load-bearing frame 700, and reduce the collision of the load-bearing frame 700 including the degree of frontal collision, rear collision and side impact deformation, and avoid the bearing frame. The 700 deformed squeezed battery pack caused a fire.

The body structure may also include a rear seat mounting cross member 260 (see FIG. 62) that is coupled between the rear side members 120 and spaced apart in front of the floor rear cross member 230. The load frame 700 may also include The rear seat is mounted with the beam 260, so that the number of mounting points of the battery tray 610 and the carrier frame 700 can be increased, which is advantageous for maintaining the mounting stability of the battery pack, and when the carrier frame 700 according to the present disclosure is used as a force transmission path of the vehicle body structure The rear seat mounting beam 260 can also increase the force transmission path between the rear side members 120 when used in part.

When the carrier frame 700 is used to mount the battery tray 610, the front cross member 210 is formed as a battery pack mounting front cross member, the floor rail 110 is formed as a battery pack mounting stringer, and the floor rear cross member 230 is formed as a battery pack mounting rear cross member. Moreover, as shown in FIG. 14, a battery tray fastening hole 701 is further defined in the carrier frame 700 for fixing the battery tray 610. Correspondingly, the battery tray 610 is provided with an outwardly extending mounting lug 611 on the edge thereof so that the edge of the battery tray 610 is not directly in contact with the carrier frame 700, so that the battery tray 610 is not directly subjected to impact when colliding, so as to Protect the battery pack. The mounting lug 611 is positioned in alignment with the position of the battery tray fastening hole 701, and a battery tray mounting hole 612 is coaxially opened to mount the battery tray 610 on the carrier frame 700 by fasteners. Specifically, the battery tray fastening hole 701 and the battery tray mounting hole 612 may be formed in a one-to-one correspondence. For example, two battery tray mounting holes 612 are respectively formed on the front edge and the rear edge of the battery tray 610. And two battery tray mounting holes 612 are spaced along the respective edges.

As shown in FIG. 23, the connection position of the floor rail 110 on the front cross member 210 and the connection position of the front side rail 100 at the front cross member 210 can be shifted in the left-right direction, and the floor rail 110 is further leaned relative to the front side member 100. outer. In order to make the connection of the front cross member 210 and the floor rail 110 stronger, and to improve the durability of the vehicle body structure, as shown in FIG. 23 and FIG. 24, the joint of the front cross member 210 and the floor rail 110 may be provided with a reinforcing beam 310 for reinforcement. The beam 310, the front cross member 210 and the floor rail 110 form a triangular structure. The front end of the reinforcing beam 310 is coupled to the front cross member 210, and the rear end of the reinforcing beam 310 is coupled to the floor rail 110. By providing the reinforcing beam 310, the joint of the front cross member 210 and the floor rail 110 is reinforced, and the force transmission path is increased.

In order to better transmit and disperse the collision force, the front end of the reinforcing beam 310 may correspond to the rear end position of the front side frame 100. The reinforcing beam 310 can be a straight beam (see Figure 23) or a curved beam (see Figure 23).

Different from the embodiment in which the connection position of the front side member 100 on the front cross member 210 and the connection position of the floor side member 110 on the front cross member 210 are shifted in the left-right direction, in an alternative embodiment, as shown in FIGS. 27 and 28 As shown, the front side member 100 can include a front side rail front section 100A and a front side rail rear section 100B, the front side rail rear section 100B is bent rearward and outwardly to connect to the front cross member 210, and the front end of the floor rail 110 is connected to the front The beam 210, and the connection position of the front side member 100 on the front cross member 210 corresponds to the connection position of the floor rail 110 on the front cross member 210.

The front longitudinal beam front section 100A and the front longitudinal beam rear section 100B may be integrally formed or may be separately provided. For ease of manufacture, as shown in FIG. 28, the front longitudinal beam front section 100A and the front longitudinal beam rear section 100B are separately provided, and the front longitudinal beam rear section 100B may include a front connecting portion 100B1, a transition portion 100B2, and a rear connecting portion 100B3, and the front connection The portion 100B1 is coupled to the front longitudinal beam front section 100A and extends rearward from the front longitudinal beam front section 100A. The transition portion 100B2 extends rearward and outward from the front connecting portion 100B1, and the rear connecting portion 100B3 extends rearward from the transition portion 100B2 to be coupled to the front cross member 210. . In this case, both ends of the front cross member 210 may be connected to the two sill inner panels 500, respectively.

In this embodiment, the force transmission path of the vehicle body structure in frontal collision may be: front side rail 100 - front cross member 210 - floor rail 110 and sill inner panel 500 - rear side rail 120. The force transmission path at the back touch is opposite to the front touch.

In one embodiment, as shown in FIG. 29, the vehicle body structure may further include two reinforcing stringers 130 spaced apart in the left-right direction, and reinforcing beams 240 and 250 spaced apart in the front-rear direction. Each reinforcing stringer 130 is coupled to a corresponding sill inner panel 500 to reinforce the sill inner panel 500. Each reinforcing beam is connected to two reinforcing stringers 130, and the reinforcing beams 240 and 250 connect the reinforcing stringers 130 on the left and right sides. The reinforcing beams 240 and 250 are respectively coupled to the two reinforcing longitudinal beams 130 to enclose a "mouth" shaped closed-loop frame supported between the left and right sill inner panels 500.

In this case, when the vehicle collides with the side barrier, the reinforcing stringer 130 is connected to the sill inner panel 500, and the reinforcing stringers 130 on both sides are connected by the reinforcing beams 240 and 250. Effectively reducing the reverse deformation of the sill inner panel 500, thereby reducing the intrusion deformation of the B-pillar 800 (connected to the sill inner panel 500) toward the indoor direction, reducing the damage that may be caused to the occupant; on the other hand, the floor panel 300 and the floor panel 300 can be significantly reduced. The lateral deformation of the sill inner panel 500 prevents the occupant from being injured and the battery pack disposed under the floor panel 300 from being damaged.

When the vehicle collides with the side column, the "mouth"-shaped closed-loop frame enclosed by the reinforcing beams 240 and 250 and the two reinforcing stringers 130 can not only effectively improve the strength of the body structure, but also can impact the collision force. The sill inner panel 500 from one side is directly transferred to the sill inner panel 500 on the other side, so that the lateral deformation of the floor panel 300 and the sill inner panel 500 can be significantly reduced, preventing occupant injury and the battery pack disposed under the floor panel 300. Damaged. Also, when the vehicle collides with the side column, as long as the collision point is within the range of the reinforcing stringer 130, the collision force can be transmitted to the other side through the reinforcing beams 240 and 250.

In particular, in a "mouth" shaped closed-loop frame surrounded by reinforcing beams 240 and 250 and two reinforcing stringers 130, the ends of each reinforcing stringer 130 are respectively supported by a reinforcing beam, which allows the reinforcing stringers The 130 has a high strength and stiffness, and the reinforcing stringer 130 can more effectively transmit the impact force to the reinforcing beams 240 and 250 when a side column collision occurs.

In one embodiment, as shown in FIG. 30, the reinforcing stringers 130 are disposed above the floor panel 300. In other embodiments, the reinforcing stringers 130 may also be disposed below the floor panel 300. One side of each reinforcing stringer 130 may be coupled to a corresponding sill inner panel 500 and the other side may be coupled to the floor panel 300.

The reinforcing stringers 130 can be disposed at any suitable longitudinal position of the sill inner panel 500. As shown in Fig. 30, the reinforcing stringers 130 can be disposed, for example, at a location generally corresponding to the B-pillars 800. Since the B-pillar 800 is attached to the sill inner panel 500, the reinforcing stringer 130 is disposed at a position substantially corresponding to the B-pillar 800, and the portion of the sill inner panel 500 connected to the B-pillar 800 can be reinforced in a targeted manner. Thereby, the intrusion deformation of the B-pillar 800 toward the indoor direction is more effectively reduced.

Specifically, the front end of the reinforcing stringer 130 may be located forward of the front edge 801 of the B-pillar 800, and the rear end of the reinforcing stringer 130 may be located between the front edge 801 and the trailing edge 802 of the B-pillar 800. The length of the reinforcing stringer 130 can be, for example, 300 to 500 mm. In some possible embodiments, the front end of the reinforcing stringer 130 may extend to a position corresponding to the A-pillar, and the rear end may extend to the rear seat mounting beam.

The spacing between the reinforcing beams 240 and 250 (ie, the distance between the rear edge of the reinforcing beam 240 and the front edge of the reinforcing beam 250) may be 250-350 mm, and the reinforcing beam 250 at the rear of the two reinforcing beams may be The vehicle generally corresponds to the B-pillar 800 in the lateral direction. In some possible embodiments, the reinforcing beam 240 can be advanced to a position corresponding to the A-pillar, and the reinforcing beam 250 can be moved back to the front of the rear seat mounting beam and adjacent to the rear seat mounting beam.

In an embodiment, in order to improve the installation strength of the front seat and ensure the safety of the front passengers, the reinforcing beams 240 and 250 may be provided with front seat mounting points, that is, the reinforcing beams 240 and 250 may be respectively Install the beam after installing the beam and front seat in front of the front seat. Of course, in other embodiments, the front seat mounting points may also be disposed in the area enclosed by the reinforcing beams 240 and 250 and the two reinforcing stringers 130.

When the reinforcing stringers 130 are disposed below the floor panel 300, the reinforcing beams 240 and 250 may also be disposed below the floor panel 300 and connected to the lower surface of the floor panel 300. In this case, if the reinforcing beams 240 and 250 are used as the front seat front mounting beam and the front seat rear mounting beam, holes may be opened in the floor panel 300 corresponding to the reinforcing beams to facilitate the fasteners. It is able to pass through the floor panel 300 to connect to the reinforcing beam.

The reinforcing stringers 130 can have a variety of suitable configurations. In an embodiment, in order to make the reinforcing stringer 130 have higher structural strength, as shown in FIG. 34, the reinforcing stringer 130 may be formed as a downwardly open groove-like structure and include oppositely disposed reinforcing stringers inside. A wall 132 and a reinforcing stringer outer side wall 133, and a reinforcing stringer top wall 131 joining the reinforcing stringer inner side wall 132 and the reinforcing stringer outer side wall 133.

In this case, in order to facilitate connection with the sill inner panel 500 and the floor panel 300, the lower edge of the reinforcing stringer inner side wall 132 may be formed with a reinforcing stringer inner side wall flange 130a, and the lower side edge of the reinforcing stringer outer side wall 133 may be A reinforcing stringer outer side flange 130b is formed. Wherein, the reinforcing longitudinal beam inner side flange 130a overlaps the upper surface of the floor panel 300, and the reinforcing vertical beam outer side flange 130b is overlapped with the inner panel top wall 501 of the sill inner panel 500, and the outer side wall flange of the longitudinal beam is strengthened. The position of 130b may be higher than the position of the reinforcing side sill inner side flange 130a.

Further, the reinforcing stringer 130 may be formed as a groove-like structure closed at both front and rear ends, and further includes oppositely disposed front end walls 134 and a rear end wall 135, wherein the front end wall 134 is formed at the front edge of the reinforcing stringer top wall 131 and respectively Connecting the reinforcing longitudinal beam inner side wall 132 and the reinforcing longitudinal beam outer side wall 133, the rear end wall 135 is formed at the rear edge of the reinforcing longitudinal beam top wall 131 and respectively connecting the reinforcing longitudinal beam inner side wall 132 and the reinforcing longitudinal beam outer side wall 133, the front end The lower edge of the wall 134 is formed with a front end wall flange 130c, and the lower edge of the rear end wall 135 is formed with a rear end wall flange 130d, a front end wall flange 130c and a rear end wall flange 130d, reinforcing the longitudinal beam rear end flange 130d, reinforcing Both the stringer leading edge flange 130c and the reinforcing stringer trailing edge flange 130d overlap the upper surface of the floor panel 300. By designing the reinforcing stringer 130 as a groove-like structure closed at both ends, on the one hand, the strength of the reinforcing stringer 130 is further improved, which facilitates the transmission of the collision force during the side collision; on the other hand, the interior of the reinforcing stringer 130 is formed as The enclosed space is such that no foreign matter enters, and the inside of the stringer 130 is reinforced during the running of the vehicle, and no air flow is generated, thereby reducing noise.

The reinforcing stringer 130 can be integrally formed and can be connected by a plurality of parts. In the present embodiment, for ease of fabrication, as shown in FIG. 35, the reinforcing stringer 130 may be divided into an outer half 130A and an inner half 130B along the lateral direction thereof, and the outer half 130A overlaps the inner half 130B. Wherein, the reinforcing stringer outer side wall 133 and the reinforcing stringer outer side wall flange 130b are formed on the outer half body 130A, and the reinforcing stringer inner side wall 132 and the reinforcing stringer inner side wall flange 130a are formed on the inner half body 130B.

As shown in FIGS. 33 and 40, in order to facilitate connection with the sill inner panel 500, the left and right sides of the floor panel 300 may have a floor panel flange 300B. In one embodiment, the portion of the floor panel flange 300B that corresponds to the position of the reinforcing stringer 130 has an "L" shaped cross section and the other portions have a "one" cross section.

In other words, as shown in FIG. 40, the floor panel flange 300B may include a first segment flange 300B1 corresponding to the position of the reinforcing stringer 130, and a second segment flange 300B2 located forward of the first segment flange 300B1 and / or a third section of the flange 300B3 located behind the first section of the flange 300B1. The first section of the flange 300B1 has an "L" shape in cross section (ie, folded upward and then folded outward) to overlap the top wall of the inner panel top wall 501 of the sill inner panel 500. The cross section of the second section flange 300B2 and/or the third section flange 300B3 may be in a "one" shape (i.e., folded up) to overlap the inner panel side wall 503 of the sill inner panel 500. In this case, in order to ensure the reliability of the connection of the reinforcing stringer 130 and the sill inner panel 500, and to improve the collision safety performance of the vehicle body structure, the longitudinal beam outer side flange 130b, the first section flange 300B1 and the sill inner panel 500 are reinforced. The inner panel top wall 501 can be welded together in three layers.

In order to facilitate the application of a sealant between the first section of the flange 300B1 and the inner panel top wall 501 to prevent water from entering the chamber, in one embodiment, as shown in FIG. 43, the outer edge 300B11 of the first section of the flange 300B1 may The outer edge 130b1 of the reinforcing side wall flange 130b is protruded.

In the present disclosure, the reinforcing beams and reinforcing stringers can be joined together by any suitable means.

In one embodiment, as shown in FIGS. 35 and 39, two slits 130e are formed in the inner half 130B, and the ends of the reinforcing beams 240 and 250 pass through the corresponding slits 130e to extend into the reinforcing stringers 130. The interior (i.e., into the cavity formed by the reinforcing stringer 130 and the floor panel 30), that is, the reinforcing stringers 130 are spanned over the reinforcing beams 240 and 250. The slit 130e may have a shape that matches the cross-section of the reinforcing beams 240 and 250, and may be, for example, a "∩" shape. The edge of the slit 130e is formed with a slit flange 130f, and the slit flange 130f is overlapped with the reinforcing beam to connect the reinforcing string to the reinforcing beam.

In an alternative embodiment, the reinforcing stringers 130 may be located between the reinforcing beams 240 and 250, and the ends of the reinforcing stringers 130 may be coupled to the reinforcing beams 240 and 250, respectively.

The ends of each reinforcing beam may be directly connected to the sill inner panel 500 or may not be connected to the sill inner panel 500.

In one embodiment, as shown in FIG. 42, there may be a gap a between the end of each reinforcing beam and the corresponding sill inner panel 500, which may be, for example, 2-8 mm. In this case, when a side collision occurs, the sill inner panel 500 transmits the collision force to the reinforcing stringer 130 connected thereto, the reinforcing stringer 130 transmits the collision force to the reinforcing beams 240 and 250, the reinforcing beam 240 and The 250 transmits the impact force to the reinforcing stringer 130 on the other side, and the reinforcing stringer 130 on the other side transmits the impact force to the sill inner panel 500 connected thereto. When the sill inner panel 500 is pressed and deformed and brought into contact with the ends of the reinforcing beams 240 and 250, respectively, the sill inner panel 500 transmits a part of the collision force directly to the reinforcing beams 240 and 250, and the other portion of the collision force passes through the reinforcing stringer 130. Indirectly transmitted to the reinforcing beams 240 and 250. Reinforcing the gap a between the end of the beam and the sill inner panel 500 ensures that the sill inner panel 500 has a certain deformation buffer space to absorb part of the collision energy.

As shown in FIGS. 33 and 40, the floor panel 300 is formed with an upwardly convex central passage 300A. In order to facilitate the placement of the reinforcing beams 240 and 250 transversely through the floor panel 300, in one embodiment, the central channel 300A may have a lower height than a conventional central channel, for example, the height of the central channel 300A may be less than 50 mm. The central passage 300A has a U-shaped cross section that is open downward and includes a central passage top wall 300A1 and two central passage side walls 300A2.

The reinforcing beams 240 and 250 may both be located above the floor panel 300 and across the central channel 300A.

In one embodiment, as shown in FIGS. 30, 36, and 46, the reinforcing beams 240 located forward of the two reinforcing beams 240, 250 may include two upper beam sections 241 spaced apart and two upper beams connected The lower beam section 242 of the segment 241. Each upper beam section 241 is located above the floor panel 300 and is coupled to a corresponding reinforcing stringer 130, the lower beam section 242 being located below the central channel 300A. The upper beam section 241, the central passage side wall 300A2, and the lower beam section 242 may be welded together in three layers.

Specifically, as shown in FIG. 36, the upper beam section 241 may be formed as a downwardly open groove-like structure, and includes two oppositely disposed upper beam section side walls 2412 and upper beams connecting the two upper beam section side walls 2412. The upper wall 2411, the lower edge of the upper beam side wall 2412 is formed with an upper beam side wall flange 241a extending in the left-right direction, and the upper beam section side wall flange 241a is overlapped with the upper surface of the floor panel 300.

As shown in FIG. 37, the lower beam section 242 may be formed as an upwardly open groove-like structure, and includes two oppositely disposed lower beam section side walls 2422 and a lower beam section bottom wall 2421 connecting the two lower beam section side walls 2422. The upper edge of the lower beam side wall 2422 is formed with a lower beam section side wall flange 242a extending in the left-right direction, and the lower beam section side wall flange 242a is overlapped with the lower surface of the floor panel 300.

At the central passage side wall 300A2, the upper cross member side wall flange 241a, the central passage side wall 300A2, and the lower cross member side wall flange 242a may be welded together in three layers.

As shown in Fig. 46, one end of the upper beam section 241 away from the sill inner panel 500 may extend onto the central passage top wall 300A1, and at the central passage top wall 300A1, the upper beam section side wall flange 241a, the central passage top wall 300A1 The side wall flange 212 of the lower beam section can be welded together in three layers.

Here, in the side collision, the lower beam section 242 not only serves as a part of the reinforcing beam 240 to transmit the collision force, but also can strengthen the central passage 300A to prevent the central passage 300A from collapsing from the both sides to the middle in the side collision. Further reducing the lateral deformation of the floor panel 300.

The reinforcing beams at the rear of the two reinforcing beams, that is, the rear reinforcing beams 250 may be located above the floor panel 300 and extend through the central passage 300A. By reducing the height of the central passage 300A, it is possible to reduce the height difference of each part of the reinforcing beam 250, and to ensure that the reinforcing beam 250 has good coherence and flatness, which is favorable for the transmission of the collision force.

As shown in FIG. 38, the reinforcing beam 250 may be formed as a downwardly open groove-like structure, and includes two oppositely disposed rear reinforcing beam side walls 252 and a rear reinforcing beam top wall 251 connecting the two rear reinforcing beam side walls 252. The lower edge of the rear reinforcing beam side wall 252 is formed with a rear reinforcing beam side wall flange 250a extending in the left-right direction, and the rear reinforcing beam side wall flange 250a is overlapped with the upper surface of the floor panel 300.

Similarly, as shown in FIG. 32 and FIG. 33, a central passage reinforcing beam 430 may be disposed at a position corresponding to the reinforcing beam 250 below the central passage 300A, and both ends of the central passage reinforcing beam 430 are connected to the central passage side wall 300A2. And connected to the reinforcing beam 250. In the case of a side collision, the central passage reinforcing beam 430 can not only prevent the central passage 300A from collapsing from the two sides to the middle, reduce the lateral deformation of the floor panel 300, and can assist the reinforcing beam 250 to transmit a part of the collision force, thereby avoiding reinforcing the beam 250. Deformation occurs at the stress concentration.

In the case of a side collision, whether in the collision of the side barrier or the collision of the side column, the sill inner panel 500 is subjected to a collision impact, slightly deforming the energy absorption, and transmitting the force to the floor longitudinal beam 110 and the reinforcing longitudinal beam 130 while the force is applied Passing in front of the car and behind the car, the front cross member 210 and the reinforcing beams 240 and 250 across the left and right direction can transmit the impact impact on one side to the other side, dispersing the side impact force, and protecting the passenger compartment and the battery pack. effect.

In one embodiment of the body structure of the present disclosure, two closed loop frame structures are formed below the floor panel 300, including:

1. A closed-loop frame surrounded by a front bulkhead 220, two front longitudinal beams 100, and a front cross member 210. The closed-loop frame structure can: first, withstand the frontal collision load, including the initial collision load and drive transmitted through the force transmission path. The reverse impact impact of the motor or the like; secondly, the closed frame-shaped structure has strong stability, and in actual manufacturing, by setting the appropriate beam wall thickness and material strength, it is possible to ensure the suppression of the front panel of the front compartment of the passenger compartment. Intrusion deformation; thirdly, the reinforcing structure formed by the frame-shaped structure and the outer connecting plate 420 disposed outside the front longitudinal beam 100 can effectively adapt to the collision condition of the wheel with a serious reverse deformation such as a small offset collision, and ensure the suppression of the rear. The deformation of the A-pillar and the sill inner panel 500; fourth, through the stable structure between the front bulkhead 220 and the front cross member 210, the concentrated load applied to the front longitudinal beam and the wheel in the small offset collision can be maximally dispersed and transmitted to The sill inner panel 500 and the floor rail 110 on both sides of the passenger compartment are further transmitted to the rear of the vehicle body, thereby realizing normal force and more effectively avoiding front bumping. Members of cabin deformation;

Second, the closed-loop frame formed by the load-bearing frame 700 has at least the following advantages: First, the space for arranging the storage battery can be provided to the maximum extent under the condition of satisfying the requirements of collision safety deformation, and the performance requirement of long-distance battery life is improved. Secondly, the closed-loop frame provides a simple and easy assembly method for the energy storage battery pack, and the energy storage battery arrangement with intensive features in the spatial arrangement facilitates the electric heat management inside the battery pack; The geometrical position of the closed-loop frame and the passenger compartment are substantially aligned in the upper and lower positions, so that the improvement of the anti-collision deformation of the frame structure or the passenger compartment structure simultaneously protects the occupant and the energy storage battery pack; fourth, the closed-loop frame It is easier to make a design with better structural balance, and it is easy to meet the performance balance requirements of different parts. All in all, the two structures can distribute the collision force evenly on the beams on the one hand, and can also stop the components disposed at the front of the vehicle, so as to prevent the power device of the vehicle such as the motor from moving backward into the passenger cabin due to the collision impact. Or squeeze the battery pack located under the floor panel 300 to cause secondary damage.

In one embodiment of the body structure of the present disclosure, a closed loop frame structure is formed on the floor panel 300, that is, a "mouth" type closed loop formed by the reinforcing beams 240 and 250 connected to the two reinforcing stringers 130. The frame, the closed-loop frame can not only effectively improve the strength of the vehicle body structure, but also can transmit the collision force directly from the sill inner panel 500 on one side to the sill inner panel 500 on the other side, so that the floor panel 300 is substantially not involved or less involved. The collision force and the energy absorption can significantly reduce the lateral deformation of the floor panel 300 and the sill inner panel 500, preventing the occupant from being injured and the battery pack disposed under the floor panel 300 from being damaged. The two ends of each reinforcing stringer 130 are respectively supported by a reinforcing beam, which makes the reinforcing stringer 130 have higher strength and rigidity. When the side column collision occurs, the reinforcing stringer 130 is not easily deformed, so that the reinforcing stringer 130 can be more effectively deformed. The collision force is transmitted to the reinforcing beams 240 and 250.

The above describes an embodiment in which two mutually reinforcing reinforcing beams are arranged between two reinforcing longitudinal beams 130. In an alternative embodiment, the two reinforcing longitudinal beams 130 can also be connected by only one reinforcing beam or by two intersecting reinforcing beams.

The vehicle employing the vehicle body structure of the present disclosure may be an electric vehicle or a fuel automobile. In the case where the vehicle is an electric vehicle, as shown in FIG. 47, the electric vehicle may include a front motor 710, a front electric control device 720, a rear motor 730, and a rear electric control device 740. The front motor 710 and the front electric control device 720 are disposed in front of the dash panel 320, and the rear motor 730 and the rear electric control device 740 are disposed behind the battery pack 600.

Specifically, the front motor 710 can be mounted on the front side member 100 through a front subframe, and the front electronic control unit 720 can be mounted on the front side member 100 via a front cabin bracket. The rear motor 730 can be mounted on the rear side frame 120 through the rear sub-frame and behind the battery pack 600, and the rear electronic control unit 740 can be mounted on the floor panel 300.

The floor panel 300 has a rear electric control device mounting area for mounting the rear electric control device 740 and a rear seat mounting area for mounting the rear seat. The rear electric control device mounting area is located behind and behind the rear seat mounting area. The seat mounting areas are spaced apart. The rear electronic control unit 740 can be used to control the energization and de-energization of the battery pack 600.

In order to be able to protect the rear electronic control unit 740 in the event of a rear collision, in one embodiment, as shown in FIGS. 50 and 51, the rear side member 120 may include a first section I and a second section in order from the rear to the front. II, third section III and fourth section IV, wherein the second section II corresponds to the rear electronic control unit mounting area of the floor panel 300 in the lateral direction of the vehicle (ie, with the rear electronic control unit 740 in the vehicle Corresponding in the lateral direction, the intensity of the second section II is greater than the intensity of the first section I and greater than the intensity of the third section III. Reference numeral 270 in the figure represents a rear collision beam.

Since the intensity of the second section II is greater than the strength of the first section I and the third section III, when the vehicle has a rear collision, the second section is compared to the first section I and the third section III. II is crushed or not crushed later (in the case of less impact force), so that the rear electronic control device 740 corresponding to the second segment II is deformed later or not deformed to protect the electronic control The device 740 can provide sufficient time for the rear electronic control unit 740 to control the battery pack 600 to be powered off, thereby avoiding the risk of fire or even explosion when the battery pack 600 is squeezed.

In an embodiment, the strength of the third section III may be greater than the intensity of the first section I, that is, the intensity of the first section I is the smallest, the third section III is second, and the second section II is The strength is the greatest. In this case, when a rear collision occurs in the vehicle, if the collision force is small, only the first section I is crushed; if the collision force is large, the first section I is first crushed, and then the third Section III is crushed; if the collision force is too large, the first section I is first crushed, and then the third section III is crushed, and finally the second section II is crushed.

In an embodiment, the interface PP of the third section III and the fourth section IV may be located behind the rear seat mounting area of the floor panel 300, ie, the rear seat is located in the fourth section IV in the vehicle transverse direction. In the upper corresponding range, that is, the rear seat mounting beam 260 may be coupled to the fourth section IV, and the strength of the fourth section IV may be greater than the strength of the third section III. Further, the intensity of the fourth segment IV may be greater than the intensity of the second segment II. By designing the fourth section IV to have a large strength, the fourth section IV is not easily crushed in the event of a rear collision of the vehicle, thereby ensuring the safety of the rear occupant.

When the floor rear cross member 230 is used as a battery pack rear mounting beam, the interface PP of the third section III and the fourth section IV may be located behind the floor rear cross member 230, that is, the floor rear cross member 230 is coupled to the rear side rail 120. The fourth section IV. By designing the fourth section IV to have a large strength, the fourth section IV is not easily crushed in the event of a rear collision of the vehicle, thereby ensuring the safety of the battery pack.

More specifically, in one embodiment, as shown in FIG. 51, the vehicle body structure may further include an underfloor beam 280 disposed on a lower surface of the floor panel 300 and located behind the floor rear cross member 230. The two ends of the lower floor cross member 280 are respectively connected to the rear side members 120 on the left and right sides, and the rear edge of the lower floor cross member 280 is located on the interface PP of the third section III and the fourth section IV. In other words, the underfloor beam 280 is coupled to the rear end of the fourth section IV. The strength of the fourth section IV is improved by connecting the underfloor beam 280.

The underfloor beam 280 is a beam inherent in the body structure, and the underfloor beam 280 is attached to the concave point of the rear side member 120 for preventing bending deformation at the concave point. As shown in FIG. 50, an upper floor cross member 290 corresponding to the position of the underfloor cross member 280 may be disposed above the rear floor panel 300, and the floor upper cross member 290, the rear floor panel 300, and the underfloor cross member 280 are coupled together. In this case, the third section III may correspond to the area of the floor panel 300 between the floor upper cross member 290 and the rear electric control unit mounting area in the lateral direction of the vehicle.

At the same time, the floor rear cross member 230, the underfloor cross member 280 and the two rear side members 120 enclose a closed loop frame structure, which can increase the strength of the vehicle body structure and improve the stability of the vehicle body structure. When a side collision occurs in the vehicle, the floor rear cross member 230 and the underfloor cross member 280 can transmit the collision force directly from the one side rear side member 120 to the other side rear side member 120, so that the floor panel 300 is substantially not involved or less. Participating in the collision force and energy absorption, thereby being able to limit the lateral deformation of the floor panel 300 and the rear side member 120.

In the present disclosure, the rear side member 120 may have any suitable structure as long as the strength relationship of each of the sections satisfies the above requirements.

In one embodiment, as shown in FIG. 48, the rear side member 120 may include a rear side rail front section 121 and a rear side rail rear section 122 that are interconnected, and the underfloor cross member 280 and the floor rear cross member 230 may be coupled to the rear side member. In the front section 121, the rear longitudinal beam rear section 122 is provided with a rear longitudinal beam rear section reinforcement structure and a rear longitudinal beam rear section weakening structure, the rear longitudinal beam rear section weakening structure is located in the first section I, and the rear longitudinal beam rear section reinforcement structure is located. Second section II.

As shown in FIG. 49, the rear side member rear section weakening structure may be a crushing rib 1223 and/or a crushing hole provided on the rear side member rear section 122.

As shown in FIG. 49, the rear section of the rear side member 122 has an upwardly open groove-like structure, and includes a rear bottom wall 1221 and two rear side walls 1222. The two rear side walls 1222 are oppositely disposed. The segment bottom wall 1221 connects the two rear side walls 1222.

As shown in FIGS. 48, 54 and 55, the rear side member rear section reinforcing structure may include a rear side member rear section reinforcing plate 125 disposed inside the rear side member rear section 122, and a rear side member rear section reinforcing plate 125. The rear end extends to the interface MM of the second section II and the first section I, and the front end of the rear pillar rear section reinforcing plate 125 extends to the interface NN of the second section II and the third section III. The second section II can be reinforced by providing the rear side member rear section reinforcing plate 125.

The rear side member rear section reinforcing plate 125 can be directly attached to the rear stage bottom wall 1221. In an embodiment, as shown in FIG. 55, the rear side member rear section reinforcing plate 125 may be spaced apart from the rear stage bottom wall 1221, and the rear side frame rear section reinforcing structure may further include a rear side bottom wall 1221. Rear sill rear slabs 126A, 126B between rear sill rear stiffeners 125, rear stern rear stiffeners are joined to rear sill rear section 122 by rear sill rear slabs 126A, 126B. The rear side member rear side stays 126A, 126B may be one or plural. In the embodiment illustrated in Figure 55, the rear rail rear leg slabs 126A, 126B include a front strut 126A and a rear strut 126B. The front struts 126A are in the shape of "several" for supporting the front and middle portions of the rear side slab rear reinforcing plate 125; the rear struts 126B are in a "Z" shape for supporting the rear side sill rear reinforcing plate 125 unit.

In one embodiment, the front end of the rear side member rear section 122 may extend to the interface NN of the second section II and the third section III, that is, the front end of the rear side member rear section 122 and the rear side member The front end of the rear section reinforcing plate 125 is flush, and the length of the rear side member rear section 122 is equal to the sum of the lengths of the first section I and the second section II.

The rear longitudinal beam front section 121 may be provided with a rear longitudinal beam front section rear reinforcing plate 124, and the rear longitudinal beam front section rear reinforcing plate 124 may be disposed at a joint of the rear longitudinal beam front section 121 and the rear longitudinal beam rear section 122. By providing the rear longitudinal beam front section rear reinforcing plate 124, the strength of the joint between the rear longitudinal beam front section 121 and the rear longitudinal beam rear section 122 can be improved, and the joint of the rear longitudinal beam front section 121 and the rear longitudinal beam rear section 122 can be prevented from being broken or deformed. It is beneficial to transmit the collision force backwards or forwards in the event of a frontal collision or a rear collision of the vehicle, thereby improving the collision safety of the vehicle.

Further, the rear longitudinal beam front section 121 may further be provided with a reinforcing plate 123 in the front side of the rear longitudinal beam, a part of the reinforcing plate 123 in the front section of the rear longitudinal beam is located in the third section III, and the other part is located in the fourth section IV. By providing the reinforcing plate 123 in the front section of the rear longitudinal beam, the entire third section III and the part of the fourth section IV can be reinforced such that the strength of the third section III is greater than the strength of the first section IV, thereby facilitating control to occur. The sequence of crushing of each segment of the rear longitudinal beam at the time of rear collision.

In order to protect the rear motor 730 when a rear collision or reverse occurs in the vehicle, in one embodiment, as shown in FIGS. 56 and 57, the vehicle body structure may further include a rear motor impact beam 440, the rear motor impact beam 440 The two ends are respectively connected to the two rear side members 120, and the rear motor impact beam 440 is located below the rear floor panel 300 and behind the rear motor 730.

By providing the rear motor impact beam 440 behind the rear motor 730, on the one hand, the rear motor impact beam 440 can prevent the rear vehicle from directly hitting the rear motor 730 in the event of a rear collision, effectively protecting the rear motor 730; On the other hand, in the case of reverse driving, the rear motor impact beam 440 can prevent ground obstacles such as road steps, ground piles, and the like from invading the rear motor 730, further protecting the rear motor 730.

Since the two ends of the rear motor impact beam 440 are respectively connected to the left and right rear side members 120, the rear motor impact beam 440 can form a lateral support between the two rear side members 120 when a side collision occurs in the vehicle. The lateral deformation of the rear side member 120 and the rear floor panel 300 is reduced.

Both ends of the rear motor impact beam 440 may be coupled to any suitable position of the rear side member 120. In an embodiment, both ends of the rear motor impact beam 440 may be coupled to the second section II of the rear side member 120, that is, the rear motor impact beam 440 may be disposed in the rear of the electric control device 740. Below. In this way, the strength of the second section II can be enhanced.

Rear motor impact beam 440 can have any suitable structure and shape. In one embodiment, as shown in FIG. 58, the rear motor impact beam 440 can include a body section 441 and two connecting sections 442 that extend horizontally, each connecting section 442 being generally inclined from one end of the body section 441. Extending upwardly to connect to the rear side member 120. Specifically, as shown in FIG. 58, the main body segment 441 may have a "one" shape, and the connecting portion 442 may have a substantially "Z" shape. In this way, the height of the rear motor impact beam 440 is made lower, thereby better protecting the rear motor 730. In one embodiment, the lowest point of the rear motor impact beam 440 may be lower than the lowest point of the rear motor 730 to better prevent ground obstacles from invading the rear motor 730 when reversing.

The battery pack 600 is disposed below the floor panel 300 and in front of the rear motor 730, and the rear motor 730 can be mounted on the rear side frame 120 through the rear subframe. The floor rear cross member 230 is disposed below the floor panel 300, and the two ends of the floor rear cross member 230 are respectively connected to the rear side members 120 on the left and right sides, and two battery tray mounting brackets are arranged on the floor rear cross member 230 at intervals in the left and right direction. 340 (visible in Figures 59 and 60), the battery tray mounting bracket 340 extends downwardly from the floor rear cross member 230, and the rear end of the battery tray 610 is mounted on the two battery tray mounting brackets 340.

In order to prevent the motor 730 from moving forward and hitting the battery pack 600 when a rear collision occurs, in an embodiment, a battery pack anti-collision structure is provided between the battery pack 600 and the rear motor 730, and the battery pack is anti-collision. The structure is used to prevent the rear motor 730 from colliding with the battery pack 600 when a rear collision occurs in the vehicle, that is, the motor 730 is moved forward after the rear collision of the vehicle occurs (including the forward movement caused by the deformation of the rear longitudinal beam 120 and the direct collision of the rear vehicle). When the forward movement caused by the rear motor 730 is reached, the battery pack anti-collision structure can change the movement trajectory of the rear motor 730 to some extent, so that the rear motor 730 does not hit the battery pack 600.

The battery pack anti-collision structure can have various suitable structures. In an embodiment, the battery pack crash structure may include a guide beam 450 or a guide plate that is disposed obliquely in the front-rear direction, the guide beam 450 or the guide plate extending forward and downward, and the motor is caused when a rear collision occurs in the vehicle. When the 730 is advanced, the rear motor 730 hits the guide beam 450 or the guide plate, and after the guide beam 450 or the guide plate is guided, the motor 730 moves downward while moving forward to avoid the battery pack 600. That is to say, when the motor 730 moves forward after the rear collision occurs, the battery pack anti-collision structure can change the movement track of the rear motor 730 to some extent, so that the rear motor 730 moves downward to avoid the rear motor. The battery pack 600 in front of the 730 prevents the battery pack 600 from being impacted and squeezed.

The guide beam 450 or guide plate can be mounted to the rear side member 120 in a variety of ways. In one embodiment, as shown in FIGS. 59-61, in addition to the guide beam 450, the battery pack crash structure may further include a front mounting beam 460 and a rear mounting beam 470, the front mounting beam 460 being connected to the two batteries. The tray mounting bracket 340 has two ends of the rear mounting beam 470 connected to the rear side frame 120. The front end of the guiding beam 450 is connected to the front mounting beam 460, and the rear end of the guiding beam 450 is connected to the rear mounting beam 470. In this manner, the position of the front mounting beam 460 is made lower than the position of the rear mounting beam 470, thereby causing the guiding beam 450 to be tilted. When the rear motor 730 hits the guide beam 450, the guide beam 450 itself absorbs a portion of the energy, and a portion of the energy is transferred to the rear side member 120 via the rear mounting beam 470, and another portion of the energy is passed through the front mounting beam 460, the battery tray mounting bracket 340. And the floor rear cross member 230 is transmitted to the rear side member 120. In this embodiment, the battery pack anti-collision structure is formed as a "work"-shaped structure connected between the two rear side members 120, thereby further reinforcing the vehicle body structure and improving the collision safety of the vehicle.

The guide beam 450 can be a straight beam. Alternatively, as shown in FIG. 61, the guide beam 450 is a bent beam and includes a first section 451 and a second section 452 extending forwardly and downwardly from the rear mounting beam 470, The second section 452 extends generally horizontally from the first section 451 to connect to the front mounting beam 460. In this manner, the distance between the guide beam 450 and the rear motor 730 is made closer, and the rear motor 730 can contact the guide beam 450 earlier to facilitate control of the direction of motion of the rear motor 730.

Here, the rear mounting beam 470 may be a beam inherent to the body structure or a beam separately provided for mounting the guiding beam. In one embodiment, as shown in FIG. 59, the rear mounting cross member 470 can be, for example, the underfloor cross member 280 mentioned above.

Unlike the above-described embodiment in which the motor 730 is moved after the guide beam or the guide plate is guided, in an alternative embodiment, the battery pack collision structure may include a stop beam or a stop plate, the stop beam or the stop plate connection The rear side member 120 is disposed between the battery pack 600 and the rear motor 730 for blocking the rear motor 730 from moving forward when a rear collision occurs in the electric vehicle. The stop beam can be generally "U" shaped.

Based on the above technical solution, the present disclosure also provides a vehicle including the vehicle body structure provided by the present disclosure, and therefore, the vehicle has all the advantages and benefits of the vehicle body structure provided by the present disclosure, in order to reduce unnecessary repetition. , will not repeat them here. In particular, the vehicle may be an electric vehicle such that the body structure is adapted to the installation of the battery pack.

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

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

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

Claims (18)

A vehicle body structure, comprising: Two front side members spaced apart in the left and right direction; Two floor stringers spaced apart in the left and right direction; Two rear side members spaced apart in the left and right direction; The front cross member, when the vehicle body structure is subjected to a front or rear collision, the collision force is correspondingly transmitted in the forward or reverse direction in the following order: the front longitudinal beam - the front cross member - the floor longitudinal beam - the rear Stringer. The vehicle body structure according to claim 1, wherein the vehicle body structure further comprises a floor panel, and the front cross member, the floor rail and the rear side member are each coupled to a lower surface of the floor panel. The vehicle body structure according to claim 2, wherein the vehicle body structure further comprises two sill inner panels, the two sill inner panels are respectively disposed on left and right sides of the floor panel, and the sill inner panel Projecting forwardly to the front cross member, and the front end of the sill inner panel and the front cross member are less than 1000 mm in the front-rear direction. The vehicle body structure according to claim 3, wherein one side of the floor rail is connected to a corresponding sill inner panel and the other side is connected to a lower surface of the floor panel. The vehicle body structure according to any one of claims 1 to 4, wherein a rear end of the front side member is coupled to the front cross member, and the floor side member is coupled to the front cross member, the floor The rear end of the stringer is connected to the corresponding rear side member. The vehicle body structure according to claim 5, wherein a width of the front side member in the left-right direction is maximum at a joint with the front cross member. The vehicle body structure according to claim 5 or 6, wherein the connection position of the front side member on the front cross member and the connection position of the floor side member on the front cross member are shifted in the left-right direction. The vehicle body structure according to any one of claims 5 to 7, wherein a front end of the floor rail is connected to the front cross member, or two ends of the front cross member are respectively connected to the two floors Stringer. The vehicle body structure according to any one of claims 5-8, wherein the vehicle body structure further comprises an outer connecting plate, the outer connecting plate being located outside the front side member and respectively respectively adjacent to the front side The beam is connected to the front beam. The vehicle body structure according to any one of claims 5-9, wherein the vehicle body structure further comprises an inner connecting plate, the inner connecting plate being located inside the front side member and respectively respectively opposite to the front side The beam is connected to the front beam. The vehicle body structure according to any one of claims 5 to 10, characterized in that the joint of the front cross member and the floor longitudinal beam is provided with a reinforcing beam, and the reinforcing beam, the front cross member and the floor longitudinal beam are surrounded by a triangle structure. The vehicle body structure according to any one of claims 1 to 11, wherein a front projection of the front end of the front side member on a horizontal plane and an orthographic projection of a rear end of the front side member in a horizontal plane are in a left-right direction. The distance that is staggered is not more than 80mm. The vehicle body structure according to any one of claims 1 to 12, wherein the front cross member is a battery pack front mounting rail, and the floor rail is a battery pack mounting stringer. The vehicle body structure according to any one of claims 1 to 13, wherein the vehicle includes an electric control device, and the rear side member includes a first section, a second section, and a a third section, the second section corresponding to the electronic control device in a lateral direction of the vehicle, the second section having an intensity greater than an intensity of the first section and greater than the third section The strength of the segment. The vehicle body structure according to claim 14, wherein the rear side member includes a rear side rail front section and a rear side rail rear section which are connected to each other, and the rear side rail rear section is provided with a rear side rail rear section reinforcement The structure and the rear side member rear section weakening structure, the rear side member rear section weakening structure is located in the first section, and the rear side rail rear section reinforcing structure is located in the second section. The vehicle body structure according to claim 15, wherein the rear side member rear section weakening structure comprises a crushing rib and/or a crushing hole. The vehicle body structure according to claim 15 or 16, wherein the rear side member rear section is formed as an upwardly open groove-like structure, and includes a rear section bottom wall and two oppositely disposed rear side walls. The rear longitudinal beam rear reinforcement structure comprises a rear longitudinal beam rear section reinforcement panel and a rear longitudinal beam rear section reinforcement panel, and the rear longitudinal beam rear section reinforcement panel is disposed inside the rear section of the rear longitudinal beam and is rearward Parallel bottom walls are parallel, a front end of the rear side member rear section reinforcing plate extends to an interface of the second section and the third section, and a rear end of the rear side member rear section reinforcing plate extends to the first The interface between the second section and the first section, the rear side member rear section strut is supported between the rear side member rear section and the rear section bottom wall. A vehicle characterized by comprising a vehicle body structure according to any one of claims 1-17.

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