WO2019001535A1 - 车身结构及车辆 - Google Patents

车身结构及车辆 Download PDF

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Publication number
WO2019001535A1
WO2019001535A1 PCT/CN2018/093446 CN2018093446W WO2019001535A1 WO 2019001535 A1 WO2019001535 A1 WO 2019001535A1 CN 2018093446 W CN2018093446 W CN 2018093446W WO 2019001535 A1 WO2019001535 A1 WO 2019001535A1
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WO
WIPO (PCT)
Prior art keywords
reinforcing
flange
inner panel
vehicle body
body structure
Prior art date
Application number
PCT/CN2018/093446
Other languages
English (en)
French (fr)
Inventor
廉玉波
杨峰
衣本钢
嵇明
刘新春
Original Assignee
比亚迪股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019001535A1 publication Critical patent/WO2019001535A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20—Floors or bottom sub-units
    • B62D25/2009—Floors or bottom sub-units in connection with other superstructure subunits
    • B62D25/2036—Floors or bottom sub-units in connection with other superstructure subunits the subunits being side panels, sills or pillars

Definitions

  • the present disclosure relates to a vehicle body structure, and to a vehicle having the vehicle body structure.
  • Another object of the present disclosure is to provide a vehicle having the above-described vehicle body structure.
  • the present disclosure provides a vehicle body structure including two sill inner panels spaced apart in the left-right direction, two reinforcing longitudinal beams spaced apart in the left-right direction, and at least one reinforcing beam, each reinforcing stringer connection In the corresponding sill inner panel, two ends of each reinforcing beam are respectively connected to the two sill inner plates, and each reinforcing beam is connected to the two reinforced longitudinal beams.
  • the reinforcing longitudinal beam is connected on the inner panel of the sill, and the reinforcing longitudinal beams on both sides are connected by the reinforcing beam, thereby effectively reducing the flip of the inner panel of the sill Deformation, thereby reducing the intrusion deformation of the B-pillar (connected to the inner panel of the sill) to the indoor direction, reducing the damage that may be caused to the occupant; on the other hand, the lateral deformation of the floor panel and the sill inner panel can be significantly reduced, thereby preventing the occupant from being injured and The battery pack that is placed under the floor panel is damaged.
  • the sill support structure formed by the reinforcing beam and the reinforcing stringer can not only effectively improve the strength of the body structure, but also can transmit the collision force directly from the sill inner panel on one side to the other side.
  • the inner panel of the sill can significantly reduce the lateral deformation of the floor panel and the inner panel of the sill, preventing injury to the occupant and damage to the battery pack disposed under the floor panel.
  • the collision force can be transmitted to the other side through the reinforcing beam.
  • the present disclosure also provides a vehicle including the vehicle body structure as described above.
  • FIG. 1 is a top perspective view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • FIG. 2 is a top plan view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • FIG. 3 is a bottom view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • FIG. 4 is an exploded view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • FIG. 5 is a perspective view of a reinforcing stringer in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 6 is an exploded view of a reinforcing stringer in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 7 is a perspective view of an upper beam section in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 8 is a perspective view of a lower beam section in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 9 is a perspective view of a rear reinforcing beam in a vehicle body structure according to a first embodiment of the present disclosure.
  • FIG. 10 is a schematic view showing a manner of connecting a reinforcing stringer and a reinforcing beam in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 11 is a perspective view of a floor panel in a vehicle body structure according to a first embodiment of the present disclosure
  • Figure 12 is a cross-sectional view taken along line A-A of Figure 2;
  • Figure 13 is an enlarged view of a portion C of Figure 12;
  • Figure 14 is a partial enlarged view of Figure 13;
  • Figure 15 is a cross-sectional view taken along line B-B of Figure 2;
  • Figure 16 is an enlarged view of a portion D in Figure 15;
  • Figure 17 is a cross-sectional perspective view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • FIG. 18 is a top plan view of a vehicle body structure according to a first embodiment of the present disclosure, in which a floor panel is not shown;
  • FIG. 19 is a partial bottom plan view of a vehicle body structure in accordance with a first embodiment of the present disclosure.
  • FIG. 20 is a rear perspective view of a vehicle body structure in accordance with a first embodiment of the present disclosure
  • 21 is a perspective view of a front cross member in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 22 is a schematic view showing a manner of connecting a front cross member and a floor rail in a vehicle body structure according to a first embodiment of the present disclosure
  • FIG. 23 and FIG. 24 are schematic views showing a manner of connecting a front cross member and a sill inner panel in a vehicle body structure according to a first embodiment of the present disclosure
  • 25 is a schematic view showing a connection manner of a front cross member, a floor longitudinal beam, and a sill inner panel in a vehicle body structure according to another embodiment of the present disclosure
  • 26 is a bottom view of a vehicle body structure in accordance with another embodiment of the present disclosure.
  • Figure 27 is a plan view of a vehicle body structure in accordance with a second embodiment of the present disclosure.
  • 29 is a perspective view of a reinforcing stringer in a vehicle body structure according to a first embodiment of the present disclosure
  • Figure 30 is a cross-sectional view taken along line E-E of Figure 27;
  • Figure 31 is an enlarged view of a portion F of Figure 30;
  • FIG. 32 is a top plan view of a vehicle body structure in accordance with a third embodiment of the present disclosure.
  • FIG. 33 is a top plan view of a vehicle body structure in accordance with a fourth embodiment of the present disclosure.
  • Figure 34 is a plan view of a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • 35 is an exploded view of a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • FIG. 36 is a perspective view of a reinforcing stringer in a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • Figure 37 is a cross-sectional view taken along line G-G or a cross-sectional view taken along line H-H of Figure 34;
  • Figure 38 is an enlarged view of a portion K of Figure 37;
  • Figure 39 is a partial enlarged view of Figure 38;
  • Figure 40 is a cross-sectional view taken along line I-I or J-J of Figure 34;
  • Figure 41 is an enlarged view of a portion M of Figure 40;
  • FIG. 42 is a top plan view of a vehicle body structure in accordance with a sixth embodiment of the present disclosure.
  • FIG. 43 is an exploded view of a vehicle body structure in accordance with a sixth embodiment of the present disclosure.
  • FIG. 44 is a perspective view of a reinforcing stringer in a vehicle body structure according to a sixth embodiment of the present disclosure.
  • Figure 45 is a cross-sectional view taken along line P-P or Q-Q of Figure 42;
  • Figure 46 is an enlarged view of a portion T in Figure 45;
  • Figure 47 is a cross-sectional view taken along the line R-R or an S-S of Figure 42;
  • Figure 48 is an enlarged view of a portion W of Figure 47;
  • Figure 49 is a partial enlarged view of Figure 48;
  • FIG. 50 is a top plan view of a vehicle body structure in accordance with a seventh embodiment of the present disclosure.
  • 51 is a top plan view of a vehicle body structure in accordance with an eighth embodiment of the present disclosure.
  • Figure 52 is a bottom plan view of a vehicle body structure in accordance with an eighth embodiment of the present disclosure.
  • FIG. 53 is an exploded view of a vehicle body structure in accordance with an eighth embodiment of the present disclosure.
  • Figure 54 is a cross-sectional view taken along line U-U of Figure 51;
  • Figure 55 is an enlarged view of a portion V in Figure 54;
  • Figure 56 is a partial enlarged view of Figure 55;
  • 57 is a perspective view of a floor panel in a vehicle body structure according to an eighth embodiment of the present disclosure.
  • the orientation words used are defined on the basis of the up and down direction, the left and right direction, and the front and rear direction of the vehicle, unless otherwise stated.
  • the X direction is the front 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 Horizontal, 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
  • “Bottom, outside” is defined based on the contour of the corresponding component, such as the inside and outside of the vehicle defined on the basis of the vehicle profile, the side near the middle of the vehicle is “inside”, and vice versa.
  • 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.
  • floor panel the meanings of the terms “floor panel”, “threshold inner panel”, “A-pillar”, “B-pillar”, and “rear collision beam” are involved in various embodiments of the present disclosure without any other specific explanation. It is a well-known meaning in the art.
  • connection is 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.
  • FIGS. 1 and 4 are a top perspective view of a vehicle body structure in accordance with a first embodiment of the present disclosure.
  • 2 is a top plan view of a vehicle body structure in accordance with a first embodiment of the present disclosure.
  • 3 is a bottom view of a vehicle body structure in accordance with a first embodiment of the present disclosure.
  • 4 is an exploded view of a vehicle body structure in accordance with a first embodiment of the present disclosure.
  • the vehicle body structure includes two sill inner panels 500 spaced apart in the left-right direction, and two spaced apart in the left-right direction.
  • the stringers 130 and the reinforcing beams 240 and 250 spaced apart in the front-rear direction are reinforced.
  • Each reinforcing stringer 130 is coupled to the corresponding sill inner panel 500 to reinforce the sill inner panel 500.
  • Each reinforcing beam is coupled to two sill inner panels 500 and to two reinforcing stringers 130 that connect the reinforcing rails 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.
  • the reinforcing longitudinal beam 130 is connected to the sill inner panel 500, and the reinforcing longitudinal beams 130 on both sides are connected by the reinforcing beams 240 and 250, which can be effective on the one hand.
  • the inversion deformation of the sill inner panel 500 is reduced, 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 threshold can be significantly reduced.
  • the lateral deformation of the inner panel 500 prevents injury to the occupant and damage to the battery pack disposed under the floor panel 300.
  • 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 transmitted 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, the occupant is prevented from being injured, and the battery pack disposed under the floor panel 300 can be prevented. Damaged.
  • each reinforcing stringer 130 is respectively supported by a reinforcing beam, which makes the longitudinal reinforcement
  • the beam 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.
  • the reinforcing stringer 130 is 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 beams 240 and 250 may be provided with front seat mounting points, that is, the reinforcing beams 240 and 250 may be respectively
  • the front seat is fitted with beams and front seats to install the beams.
  • 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.
  • 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.
  • 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 stringer 130 can be disposed at any suitable longitudinal position of the sill inner panel 500. As shown in FIG. 1, the reinforcing stringer 130 can be disposed, for example, at a location generally corresponding to the B-pillar 800.
  • 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.
  • the folded inner panel has a bottom flange 500b. At the position corresponding to the B-pillar 800, the flange 500a on the inner panel overlaps the B-pillar 800.
  • 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.
  • 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.
  • 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 located rearward of the two reinforcing beams may be in the vehicle
  • the lateral direction generally corresponds to the B-pillar 800.
  • 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.
  • the reinforcing stringer 130 can have various suitable structures, which are not limited in the present disclosure.
  • the reinforcing stringer 130 may be formed as a downwardly open groove-like structure, and includes oppositely disposed reinforcing longitudinal members.
  • the lower side edge of the reinforcing stringer inner side wall 132 may be formed with a reinforcing stringer inner side flange 130a, and the lower side edge of the reinforcing stringer outer side wall 133 may be formed.
  • the reinforcing stringer inner flange 130a overlaps the upper surface of the floor panel 300
  • the reinforcing rail outer flange 130b overlaps the inner panel top wall 501 of the rocker inner panel 500
  • the position of the stringer outer flange 130b is strengthened. It may be higher than the position of the reinforcing stringer inner side flange 130a.
  • the reinforcing stringer 130 may be formed as a groove-like structure closed at both front and rear ends, and further includes a reinforcing longitudinal beam front end wall 134 and a reinforcing longitudinal beam rear end wall 135, wherein the reinforcing stringer front end is strengthened
  • a wall 134 is formed at a front edge of the reinforcing stringer top wall 131 and connects the reinforcing stringer inner side wall 132 and the reinforcing stringer outer side wall 133, respectively
  • the reinforcing stringer rear end wall 135 is formed at a rear edge of the reinforcing stringer top wall 131 and respectively connects the reinforcement
  • the longitudinal inner side wall 132 and the reinforcing longitudinal beam outer side wall 133, the lower side edge of the reinforcing longitudinal beam front end wall 134 are formed with a reinforcing longitudinal beam front end flange 130c, and the lower side of the reinforcing longitudinal beam rear end wall 135 is formed with a reinforcing longitudinal beam rear
  • the reinforcing stringer 130 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.
  • the reinforcing stringer 130 may be divided into an outer half 130A and an inner half 130B along its lateral direction, and the outer half 130A overlaps the inner half 130B.
  • the reinforcing stringer outer side wall 133 and the reinforcing stringer outer side flange 130b are formed on the outer half body 130A
  • the reinforcing stringer inner side wall 132 and the reinforcing stringer inner side flange 130a are formed on the inner half body 130B.
  • the left and right sides of the floor panel 300 may have a floor panel flange 300B.
  • 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.
  • 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.
  • the 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.
  • the outer edge 300B11 of the first section of the flange 300B1 may be The outer edge 130b1 of the reinforcing outer side flange 130b is protruded.
  • the reinforcing beams and reinforcing stringers can be joined together by any suitable means.
  • the reinforcing rail inner side wall 132 is formed with two slits 130e, and the ends of the reinforcing beams 240 and 250 pass through the corresponding slits 130e to extend into the reinforcing longitudinal direction.
  • the interior of the beam 130 i.e., into the cavity formed by the reinforcing stringer 130 and the floor panel 300), 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.
  • the floor panel 300 is formed with an upwardly convex central passage 300A.
  • the central passage 300A may have a lower height than a common central passage, for example, the height of the central passage 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.
  • the reinforcing beam located at the front of the two reinforcing beams may include two upper beam segments 241 spaced apart and two upper beam segments 241 connected.
  • 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.
  • 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 a side wall flange 241a extending in the left-right direction, and an end of the upper beam side wall 2412 away from the central passage 300A is formed with the upper beam side end.
  • the flange 241b extends outwardly from the end of the top wall 2411 of the upper beam section away from the central passage 300A to form an upper beam section top wall overlapping surface 241c.
  • the upper beam side wall flange 241a overlaps the upper surface of the floor panel 300
  • the upper beam section top wall overlapping surface 241c overlaps the inner panel top wall 501 of the sill inner panel 500
  • the upper beam section side wall end overlaps the inner panel side wall 503.
  • 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.
  • 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.
  • 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.
  • 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 beam at the front of the two reinforcing beams is formed as a downwardly open groove-like structure, and includes a rear reinforcing beam top wall 251 and two oppositely disposed rear reinforcing beam side walls 252, said rear
  • the lower edge of the reinforcing beam side wall 252 is formed with a rear reinforcing beam side wall flange 250a extending in the left-right direction, and both ends of the rear reinforcing beam side wall 252 are formed with a rear reinforcing beam side wall end flange 250b
  • the two ends of the rear reinforcing beam top wall 251 extend outward to form a rear reinforcing beam top wall overlapping surface 250c, wherein the rear reinforcing beam side wall flange 250a overlaps the upper surface of the floor panel 300, and the rear reinforcement
  • the cross-wall top wall fascia 250c overlaps the inner panel top wall 501, and the rear reinforcing beam sidewall end flange 250b overlap
  • the reinforcing beams at the rear of the two reinforcing beams may be located above the floor panel 300 and extend through the central passage 300A.
  • 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.
  • 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.
  • 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 and the central passage side wall 300A2 may be The reinforcing beams 250 are laminated and welded together.
  • 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.
  • the vehicle body structure may further include a front cross member 210 spaced apart in the front-rear direction, a floor rear cross member 230, and two rear side members 120 spaced apart in the left-right direction.
  • the front cross member 210 is located in front of the reinforcing beams 240 and 250 and is connected to the lower surface of the floor panel 300.
  • the floor rear cross member 230 is located behind the reinforcing beams 240 and 250 and is connected to the lower surface of the floor panel 300, and the rear end of the sill inner panel 500.
  • the two ends of the floor rear cross member 230 are connected to the two rear side members 120, respectively.
  • the rear side frame 120 may be divided into a front portion located in front of the floor rear cross member 230 and a rear portion located behind the floor rear cross member 230.
  • the front cross member 210, the two sill inner panels 500, the front portions of the two rear side members 120, and the floor rear cross member 230 form a generally rectangular load-bearing frame.
  • the carrier frame can be used to mount and carry vehicle components, such as battery tray 610 (visible in Figure 19) for mounting and carrying a battery pack.
  • 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.
  • the floor rear cross member 230 may be provided with two downwardly extending battery tray mounting brackets 340, and the two battery tray mounting brackets 340 are left and right. The direction is spaced, the front end of the battery tray 610 is mounted on the front cross member 210, and the rear end of the battery tray 610 is mounted on the battery tray mounting bracket 340.
  • a battery tray fastening hole may be formed in the front cross member 210 and the battery tray mounting bracket 340 to mount the front and rear ends of the battery tray 610 carrying the battery pack to the front cross member 210 and the battery tray mounting bracket 340, respectively, by fasteners.
  • the vehicle body structure may further include two floor longitudinal beams 110 spaced apart in the left-right direction.
  • the floor rails 110 are attached to the lower surface of the floor panel 300, and the front ends of each of the floor rails 110 are coupled to the front cross member 210, and the rear end of each of the floor rails 110 is coupled to the corresponding rear side member 120.
  • the floor panel 300 is respectively mounted with the body beam in the front-rear direction and the left-right direction, which functions to reinforce the floor panel 300, and prevents the deformation of the floor panel 300 in collisions (including front collision, rear collision, and side collision). .
  • a battery tray fastening hole may be opened on the floor rail 110, and the left and right sides of the battery tray 610 may be respectively mounted on the floor rail 110.
  • the floor rail 110 may be referred to as a battery pack mounting stringer.
  • Both the inner and outer sides of the floor rail 110 may be coupled to the lower surface of the floor panel 300.
  • the outer side of the floor rail 110 is connected to the corresponding sill inner panel 500, and the inner side of the floor sill is connected to the floor panel 300.
  • the sill inner panel 500 can be further reinforced to reduce the reverse deformation of the sill inner panel 500 during side collisions.
  • the connection manner can be used to maximize the spacing of the two floor rails 110, thereby ensuring a larger battery arrangement space under the floor panel 300 for more layout. More batteries to increase the cruising range of the vehicle.
  • the reinforcing stringers 130 When the reinforcing stringers 130 are disposed below the floor panel 300, the reinforcing stringers 130 may be formed integrally with the floor rails 110, that is, the reinforcing beams 240 and 250 may be coupled to the floor rails 110.
  • a battery tray fastening hole may be opened on the sill inner panel 500, and the left and right sides of the battery tray 610 are respectively mounted on the two sill inner panels 500, so that the floor longitudinal beam is not required. 110.
  • battery tray fastening holes may be respectively formed in the floor rail 110 and the sill inner panel 500, and the battery tray 610 is simultaneously mounted on the floor rail 110 and the sill inner panel 500.
  • the floor rail 110 may be referred to as a battery pack mounting stringer.
  • both ends of the floor rear cross member 230 are connected to the two rear side members 120, respectively.
  • the spacing between the front cross member 210 and the floor rear cross member 230 can be increased in this way, so that the floor panel 300 has a larger battery arrangement space for the arrangement. More batteries to increase the cruising range of the vehicle.
  • both ends of the floor rear cross member 230 may be coupled to the two floor rails 110 or the two sill inner panels 500, respectively.
  • the carrier frame may not include two rear side members 120.
  • the battery pack may be mounted on the carrier frame in a unitary form or may be mounted on the carrier frame in a split form.
  • the battery tray 610 may be one, and may also include a plurality of sub-pallets arranged separately.
  • the carrier frame 700 may be divided by installing a cross member 360 in one or more battery packs between the front cross member 210 and the floor rear cross member 230.
  • the battery trays of each battery pack i.e., each sub-tray
  • a battery tray fastening hole can 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.
  • 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.
  • the mounting beam 360 in the battery pack may be a cross member separately provided for mounting the battery pack, or may be a cross member inherent to the vehicle body structure (for example, a front seat mounting cross member).
  • 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.
  • the front cross member 210 may be 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 wall 213.
  • 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
  • the upper side of the front cross member rear side wall 213 is formed with a front cross member rear side wall flanks 210b extending in the left-right direction.
  • the front cross member 210 is coupled 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
  • a CBS composite reinforcing material
  • 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.
  • 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 lap 210e overlap the floor rail 110 or the sill inner panel 500, respectively.
  • the floor rail 110 may be formed as an upwardly open groove-like structure and includes a floor rail inner side wall 112 and a floor rail outer side wall 113 and respectively connect the inner side wall of the floor stringer 112 and a 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
  • the floor rail outer flange 110b can be positioned lower than the floor stringer The position of the inner flange 110a.
  • the ends of the reinforcing beams 240, 250 are The lateral side rails 112 may extend laterally beyond the floor rails to ensure that both ends of the reinforcing beams 240 and 250 extend beyond the left and right sides of the battery.
  • the two ends of the front beam 210 are respectively connected to the sill inner panel 500,
  • the front end of the floor rail 110 is coupled to the front cross member 210.
  • 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
  • the front end of the front cross member rear side wall 213 is formed with a front cross member rear side end flanks 210d.
  • the end of the front beam bottom wall 211 extends outwardly to form a front beam bottom wall lap edge 200e.
  • the front cross member end side flange 210c overlaps the inner panel side wall 503 of the sill inner panel 500
  • the front cross member rear side end flange 210d overlaps the inner panel side wall 503 of the sill inner panel 500.
  • the front beam bottom wall lap edge 210e overlaps with the inner panel bottom wall 502 of the sill inner panel 500 to ensure that the connection of the front beam 210 and the sill inner panel 500 is not easily broken, thereby better dispersing the impact impact force and avoiding the body structure. Greatly deformed.
  • 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.
  • the inner side flange 110a of the floor longitudinal beam overlaps with the front side wall flange 210b of the front beam 210
  • 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.
  • 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 collision), the front side member 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, squeezing other components of the vehicle body structure, such as the front cross member 210.
  • this type of connection protects the battery pack located behind the mounting beam in front of the battery pack.
  • 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.
  • the two ends of the front beam 210 are respectively connected to the two floor rails 110, the threshold
  • the inner panel 500 is attached to the outside of the floor rail 110 and spaced apart from the front cross member 210, that is, the front cross member 210 and the sill inner panel 500 are attached to both sides of the floor rail 110, respectively.
  • the 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
  • 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
  • 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.
  • the impact impact force received by the front side member 100 is transmitted to the front cross member 210 and sequentially transmitted to the floor side member 110 and the sill inner panel 500.
  • FIGS. 27 and 28 are a top plan view of a vehicle body structure in accordance with a second embodiment of the present disclosure.
  • 28 is an exploded view of a vehicle body structure in accordance with a second embodiment of the present disclosure.
  • the second embodiment of the present disclosure differs from the first embodiment in that the reinforcing beam is connected to the reinforcing stringer.
  • the reinforcing stringers 130 are located between the reinforcing beams 240 and 250, and the ends of the reinforcing stringers 130 are connected to the reinforcing beams 240 and 250, respectively.
  • both ends of the reinforcing stringer 130 may have a reinforcing stringer front end flange 130c and a reinforcing stringer rear end flange 130d, respectively, and the reinforcing stringer front end flange 130c and The reinforcing beam 240 is overlapped, and the rear end flange 130d of the reinforcing beam is overlapped with the reinforcing beam 250.
  • FIG. 32 is a top plan view of a vehicle body structure in accordance with a third embodiment of the present disclosure.
  • the third embodiment of the present disclosure differs from the first embodiment in that it includes the number of reinforcing beams.
  • the two reinforcing longitudinal beams 130 are connected by only one reinforcing beam 240.
  • the manner of connecting the reinforcing beam to the reinforcing stringer can be the same as that of the first embodiment, and will not be described herein.
  • FIG. 33 is a top plan view of a vehicle body structure in accordance with a fourth embodiment of the present disclosure.
  • the fourth embodiment of the present disclosure differs from the first embodiment in that it includes an arrangement of two reinforcing beams.
  • the two reinforcing stringers 130 are joined by two mutually reinforcing reinforcing beams 240 and 250.
  • the manner of connecting the reinforcing beam to the reinforcing stringer can be the same as that of the first embodiment, and details are not described herein again. As shown in Fig.
  • each reinforcing beam can be divided into three sections, and two sections at both ends can extend in the left-right direction and are connected to the reinforcing stringer 130, and a section in the middle can be disposed on the center passage 300A and extend obliquely.
  • FIG. 34 is a top plan view of a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • 35 is an exploded view of a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • 36 is a perspective view of a reinforcing stringer in a vehicle body structure in accordance with a fifth embodiment of the present disclosure.
  • the fifth embodiment of the present disclosure differs from the first embodiment in that the form of the stringer is reinforced.
  • each reinforcing stringer 130 includes two sections spaced apart in the front-rear direction, that is, the front reinforcing stringer 130I and the rear reinforcing stringer 130II, and the reinforcing beam 240.
  • the reinforcing beams 250 are coupled to the two rear reinforcing rails 130II.
  • the manner of connecting the reinforcing beam to the reinforcing stringer can be the same as that of the first embodiment, and details are not described herein again.
  • the front reinforcing longitudinal beam 130I and/or the rear reinforcing longitudinal beam 130II can be fully stressed.
  • the interval L between the rear end of the front reinforcing stringer 130I and the front end of the rear reinforcing stringer 130II is smaller than the diameter of the rigid column, for example, less than 254 mm.
  • the front reinforcing stringer 130I and the rear reinforcing stringer 130II may have various suitable structures, which are not limited in the present disclosure.
  • the front reinforcing longitudinal beam 130I may be formed as a downwardly open groove-like structure, and includes oppositely disposed front reinforcing longitudinal beam inner side walls 130I2 and front reinforcing longitudinal beam outer side walls 130I3, and
  • the front reinforcing longitudinal beam inner wall 130I2 and the front reinforcing longitudinal beam outer side wall 130I3 are connected to the front reinforcing longitudinal beam top wall 130I1, and the lower reinforcing longitudinal beam inner side wall 130I2 is formed with a front reinforcing longitudinal beam inner side flange 130Ia and a front reinforcing longitudinal beam
  • the lower edge of the outer side wall 130I3 is formed with a front reinforcing stringer outer flange 130Ib.
  • the front reinforcing stringer inner side flange 130Ia overlaps with the upper surface of the floor panel 300, and the front reinforcing stringer outer side flange 130Ib overlaps with the inner panel top wall 501, and the position of the front reinforcing stringer outer side flange 130Ib may be higher than The position of the inner side flange 130Ia of the stringer is reinforced front.
  • the rear reinforcing stringer 130II may be formed as a downwardly open channel-like structure, and includes oppositely disposed rear reinforcing stringer inner side walls 130II2 and rear reinforcing stringer outer side walls 130II3, and post-reinforcing stringer inner side walls 130II2 and
  • the rear reinforcing girders top wall 130II1 of the longitudinal beam outer side wall 130II3 is rearwardly formed, and the rear reinforced longitudinal beam inner side wall 130II2 is formed with a rear reinforcing stringer inner side flange 130IIa, and the rear reinforced longitudinal beam outer side wall 130II3 is formed with a rear reinforced longitudinal direction.
  • the outer side of the beam is flanged 130IIb.
  • the rear reinforcing longitudinal beam inner flange 130IIa overlaps with the upper surface of the floor panel 300
  • the rear reinforcing stringer outer flange 130IIb overlaps with the inner panel top wall 501
  • the rear reinforcing rail outer flange 130IIb can be strengthened.
  • the position of the inner side flange 130IIa of the stringer is strengthened.
  • the outer edge 300B11 of the first-stage flange 300B1 protrudes from the outer edge 130Ib1 of the front reinforcing stringer outer flange 130Ib and protrudes from the rear reinforcing longitudinal direction.
  • the outer edge 130IIb1 of the outer side flange 130IIb, the front reinforcing side outer side flange 130Ib, the first stage flange 300B1 and the inner panel top wall 501 of the sill inner panel 500 are laminated together, and the outer side flange 130IIb is reinforced.
  • the first section of the flange 300B1 and the inner panel top wall 501 of the sill inner panel 500 are laminated and welded together.
  • FIG. 42 is a top plan view of a vehicle body structure in accordance with a sixth embodiment of the present disclosure.
  • 43 is an exploded view of a vehicle body structure in accordance with a sixth embodiment of the present disclosure.
  • Figure 44 is a perspective view of a reinforcing stringer in a vehicle body structure in accordance with a sixth embodiment of the present disclosure.
  • each of the reinforcing stringers 130 includes two sections spaced apart in the front-rear direction, that is, the front reinforcing longitudinal beam 130I and the rear reinforcing longitudinal beam 130II, and the reinforcing beam 240 Attached to the two front reinforcing rails 130I, the reinforcing beams 250 are coupled to the two rear reinforcing rails 130II.
  • the sixth embodiment of the present disclosure differs from the fifth embodiment in that the reinforcing beam and the reinforcing stringer are connected. As shown in FIGS. 42 to 44, in the sixth embodiment, the front ends of the two front reinforcing stringers 130I are connected to the reinforcing beam 240, and the rear ends of the two rear reinforcing stringers 130II are connected to the reinforcing beam 250.
  • the front end of the front reinforcing longitudinal beam 130I has a front reinforcing longitudinal beam front end flange 130Ic
  • the rear end of the rear reinforcing longitudinal beam 130II has a rear reinforcing longitudinal beam rear end flange 130IIc
  • front The reinforcing stringer front flange 130Ic is coupled to the front reinforcing beam 240
  • the rear reinforcing stringer rear flange 130IIc is coupled to the rear reinforcing beam 250.
  • the seventh embodiment of the present disclosure differs from the fifth embodiment in that, in the seventh embodiment, the two front reinforcing stringers 130I are joined by one reinforcing beam 240 and the two rear reinforcements are The stringers 130II are connected. That is, the reinforcing beam 240 is connected to both the front reinforcing stringers 130I and the two rear reinforcing stringers 130II.
  • a vehicle body structure according to an eighth embodiment of the present disclosure includes a floor panel 300, a floor reinforcing panel 80, and two sill inner panels 500, and the two sill inner panels 500 are respectively disposed one-to-one in correspondence.
  • the floor reinforcement panel 80 covers the floor panel 300, and the left and right sides of the floor reinforcement panel 80 are respectively connected to the two threshold inner panels 500 in a one-to-one correspondence.
  • the floor reinforcing panel 80 forms a sill lateral support structure to support the sill inner panel 500 on the left and right sides.
  • the eighth embodiment of the present disclosure differs from the first seven embodiments in that, in the eighth embodiment, the two sill inner panels 500 are joined by a floor reinforcing panel 80.
  • the collision force can be directly transmitted from the one sill inner panel 500 to the sill inner panel 500 on the other side through the sill lateral support structure formed by the floor reinforcing plate 80, so that the floor panel 300 is substantially not Participating or less involved in collision force transmission and energy absorption, thereby being able to significantly reduce lateral deformation of the sill inner panel 500 and the floor panel 300, preventing occupant injury and damage to the battery pack disposed under the floor panel 30.
  • Floor reinforcement panel 80 can be placed in any suitable longitudinal position.
  • the floor reinforcing panel 80 may substantially correspond to the B-pillar 800 in the lateral direction of the vehicle. Since the B-pillar 800 is attached to the sill inner panel 500, the floor reinforced panel 80 is disposed at a position substantially corresponding to the B-pillar 800, and the portion of the sill inner panel 500 that is 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.
  • the front edge of the floor stiffener 80 may be located forward of the front edge 801 of the B-pillar 800, and the rear edge of the floor stiffener 80 may be located between the front edge 801 and the trailing edge 802 of the B-pillar 800.
  • the width of the floor reinforcing panel 80 (the dimension in the longitudinal direction of the vehicle) may be, for example, 300 to 500 mm.
  • the floor reinforcing plate 80 may be provided with a front seat mounting point, that is, the front seat may be Mounted on the floor reinforcement panel 80.
  • the floor reinforcing panel 80 can have various suitable structures, which are not limited in the present disclosure.
  • the floor reinforcing panel 80 includes a main body portion 81 and a connecting portion 82 formed on the right and left sides of the main body portion 81, and the main body portion 81 is formed substantially in a rectangular plate shape and with the floor
  • the cross-sectional shape of the panel 300 is adapted, the connecting portion 82 is formed as a strip-shaped plate-like structure extending in the front-rear direction, the main body portion 81 is located above the floor panel 300, and the connecting portion 82 is connected to the upper surface of the sill inner panel 500.
  • the main body portion 81 is connected to the floor panel 300, and the thickness of the main body portion 81 is larger than the thickness of the connecting portion 82.
  • the main body portion 81 may be riveted or bolted to the floor panel 300, and the connecting portion 82 may be riveted or bolted to the sill inner panel 500.
  • the left and right sides of the floor panel 300 may have a floor panel flange 300B.
  • the floor panel flange 300B may include the first section of the flange corresponding to the position of the reinforcing stringer 130.
  • the first-stage flange 300B1 has an "L" shape in cross section, and the outer edge 300B11 of the first-stage flange 300B1 protrudes from the outer edge 82A of the connecting portion 82, and the connecting portion 82 is first.
  • the segment cuff 300B1 is coupled to the sill inner panel 500, and the first segment cuff 300B1 is located between the connecting portion 82 and the sill inner panel 500.
  • a sealant may be applied between the outer edge 300B11 of the first-stage flange 300B1 and the upper surface 11B of the sill inner panel 500.
  • the cross section of the second section flange 300B2 and the third section flange 300B3 may have a "one" shape, and the second section flange 300B2 and the third section flange 300B3 may be coupled to the inner panel side wall 503 of the sill inner panel 500.
  • a vehicle having a vehicle body structure as above is provided.
  • the body structure assembly of the present disclosure is applicable not only to electric vehicles but also to general fuel vehicles.
  • the body structure of the present disclosure can also be used to protect the vehicle body and increase the living space of the occupant, in addition to being used to protect the battery pack.

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

Abstract

一种车身结构及车辆，车身结构包括沿左右方向间隔设置的两个门槛内板(500)、沿左右方向间隔设置的两个加强纵梁(130)、以及至少一个加强横梁(240、250)，每个加强纵梁(130)连接于对应的门槛内板(500)，每个加强横梁(240、250)的两端分别连接于两个门槛内板(500)，并且每个加强横梁(240、250)连接于两个加强纵梁(130)。通过以上结构，当车辆发生侧面柱碰撞时，通过由加强横梁(240、250)与加强纵梁(130)形成的门槛支撑结构，不仅能够有效提升车身结构的强度，而且能够将碰撞力从一侧的门槛内板直接传递给另一侧的门槛内板，从而能够显著减小地板面板（300）和门槛内板（500）的横向变形，防止乘员受伤以及布设在地板面板（300）下方的电池包受损。

Description

车身结构及车辆
相关申请的交叉引用
本申请基于申请号为201710527411.X，申请日为2017年6月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及一种车身结构，还涉及一种具有该车身结构的车辆。
背景技术
在车辆(尤其是乘用车)的交通(碰撞)事故中最大程度地减少乘员的死亡率和受伤程度是整车研发和制造的核心设计技术。其中，对车身结构的碰撞安全变形结构的设计是提高整车碰撞安全性能的基础。为了满足公众对家用乘用车的越来越高的碰撞安全性的要求，近年来各国的有关部门都在本国的相关法规和评价规范中不断逐步地改进和补充了一些乘用车的碰撞安全性能的试验条件。例如美国正在针对其国内市场销售的车辆，更新其一系列有关安全碰撞性能的法规和评价规范，要求车身成员舱在更多工况下可以承受更大碰撞力而有相对比较小的变形。
随着家用乘用车在全球市场的普及，石化能源短缺及燃烧带来的环保问题越来越严重，所以各国都在积极开发新能源汽车。而电动汽车作为新能源汽车的一个方向正在成为未来的趋势。电动汽车的设计除了要满足传统的设计，还 需要考虑设计较高的续航里程，以满足与传统燃油车的竞争力。
另外，近年来随着电动汽车的迅猛发展，为了提升续航距离，电动汽车需要配备更加多的蓄能电池，这样相比同样规格的燃油车，电动汽车的整车重量会大幅度的增加，这就导致在同样试验条件下，车辆的碰撞初期整车动能的增加，也就是说，电动汽车的车身结构需要能够承担更大的力和吸收更多的运动能量来提升安全性。进一步地，在电动汽车中，由于需要布置蓄能电池包，大量车身下部的空间被占用，传统燃油车的各种经典的车身碰撞安全结构技术无法使用，因此设计一种既能满足蓄能电池布置又能满足车辆安全的新型车身结构技术势在必行。
发明内容
本公开的一个目的是提供一种碰撞安全性能更高的车身结构。
本公开的另一个目的是提供一种具有上述车身结构的车辆。
为了实现上述目的，本公开提供一种车身结构，包括沿左右方向间隔设置的两个门槛内板、沿左右方向间隔设置的两个加强纵梁、以及至少一个加强横梁，每个加强纵梁连接于对应的门槛内板，每个加强横梁的两端分别连接于所述两个门槛内板，并且每个加强横梁连接于所述两个加强纵梁。
通过上述技术方案，当车辆发生侧面壁障的碰撞时，通过在门槛内板上连接加强纵梁，并将两侧的加强纵梁通过加强横梁连接起来，一方面可以有效减少门槛内板的翻转变形，从而减少B柱(连接在门槛内板上)向室内方向的侵入变形，降低可能对乘员造成的伤害；另一方面可以显著减小地板面板和门槛内板的横向变形，防止乘员受伤以及布设在地板面板下方的电池包受损。当车辆发生侧面柱碰撞时，通过由加强横梁与加强纵梁形成的门槛支撑结构，不 仅能够有效提升车身结构的强度，而且能够将碰撞力从一侧的门槛内板直接传递给另一侧的门槛内板，从而能够显著减小地板面板和门槛内板的横向变形，防止乘员受伤以及布设在地板面板下方的电池包受损。并且，当车辆发生侧面柱碰撞时，只要碰撞点在加强纵梁的范围内，碰撞力都可以通过加强横梁传递到另一侧。
本公开还提供一种车辆，该车辆包括如上所述的车身结构。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据本公开的第一种实施方式的车身结构的俯视立体图；
图2是根据本公开的第一种实施方式的车身结构的俯视图；
图3是根据本公开的第一种实施方式的车身结构的仰视图；
图4是根据本公开的第一种实施方式的车身结构的爆炸图；
图5是根据本公开的第一种实施方式的车身结构中，加强纵梁的立体图；
图6是根据本公开的第一种实施方式的车身结构中，加强纵梁的爆炸图；
图7是根据本公开的第一种实施方式的车身结构中，上横梁段的立体图；
图8是根据本公开的第一种实施方式的车身结构中，下横梁段的立体图；
图9是根据本公开的第一种实施方式的车身结构中，后加强横梁的立体图；
图10是根据本公开的第一种实施方式的车身结构中加强纵梁与加强横梁 的连接方式的示意图；
图11是根据本公开的第一种实施方式的车身结构中，地板面板的立体图；
图12是图2的A-A剖面图；
图13是图12中C部分的放大图；
图14是图13的局部放大图；
图15是图2的B-B剖面图；
图16是图15中D部分的放大图；
图17是根据本公开的第一种实施方式的车身结构的断面立体图；
图18是根据本公开的第一种实施方式的车身结构的俯视图，其中未示出地板面板；
图19是根据本公开的第一种实施方式的车身结构的局部仰视图；
图20是根据本公开的第一种实施方式的车身结构的后部立体图；
图21是根据本公开的第一种实施方式的车身结构中，前横梁的立体图；
图22是根据本公开的第一种实施方式的车身结构中，前横梁与地板纵梁的连接方式的示意图；
图23和图24是根据本公开的第一种实施方式的车身结构中，前横梁与门槛内板的连接方式的示意图；
图25是根据本公开的另一种实施方式的车身结构中，前横梁、地板纵梁、门槛内板三者连接方式的示意图；
图26是根据本公开的另一种实施方式的车身结构的仰视图。
图27是根据本公开的第二种实施方式的车身结构的俯视图；
图28是根据本公开的第二种实施方式的车身结构的爆炸图；
图29是根据本公开的第一种实施方式的车身结构中，加强纵梁的立体图；
图30是图27的E-E剖面图；
图31是图30中F部分的放大图；
图32是根据本公开的第三种实施方式的车身结构的俯视图；
图33是根据本公开的第四种实施方式的车身结构的俯视图；
图34是根据本公开的第五种实施方式的车身结构的俯视图；
图35是根据本公开的第五种实施方式的车身结构的爆炸图；
图36是根据本公开的第五种实施方式的车身结构中，加强纵梁的立体图；
图37是图34的G-G剖面图或H-H剖面图；
图38是图37中K部分的放大图；
图39是图38的局部放大图；
图40是图34的I-I剖面图或J-J剖面图；
图41是图40中M部分的放大图；
图42是根据本公开的第六种实施方式的车身结构的俯视图；
图43是根据本公开的第六种实施方式的车身结构的爆炸图；
图44是根据本公开的第六种实施方式的车身结构中，加强纵梁的立体图；
图45是图42的P-P剖面图或Q-Q剖面图；
图46是图45中T部分的放大图；
图47是图42的R-R剖面图或S-S剖面图；
图48是图47中W部分的放大图；
图49是图48的局部放大图；
图50是根据本公开的第七种实施方式的车身结构的俯视图。
图51是根据本公开的第八种实施方式的车身结构的俯视图；
图52是根据本公开的第八种实施方式的车身结构的仰视图；
图53是根据本公开的第八种实施方式的车身结构的爆炸图；
图54是图51的U-U剖面图；
图55是图54中V部分的放大图；
图56是图55的局部放大图；
图57是根据本公开的第八种实施方式的车身结构中，地板面板的立体图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在本公开中，在未作相反说明的情况下，使用的方位词如“上、下、左、右、前、后”是以车辆的上下方向、左右方向和前后方向为基准进行定义的，具体在附图中，X方向为车辆的前后方向，也就是车辆的纵向，其中，箭头指向的一侧为“前”，反之为“后”；Y方向为车辆的左右方向，也就是车辆的横向，其中，箭头指向的一侧为“右”，反之为“左”；Z方向为车辆的上下方向，也就是车辆的高度方向，其中，箭头指向的一侧为“上”，反之为“下”；“内、外”是以相应部件的轮廓为基准定义的，例如以车辆轮廓为基准定义的车内和车外，靠近车辆中部的一侧为“内”，反之为“外”。以上定义仅用于辅助说明本公开，不应当理解为对本公开限制。
本公开中所有的“横梁”是指大体沿车辆左右方向延伸的梁，所有的“纵梁”是指大体沿车辆前后方向延伸的梁。此外，在没有其他特殊解释的情况下，本公开各实施方式中涉及的“地板面板”、“门槛内板”、“A柱”、“B柱”、“后防撞横梁”等名词的含义是其在本领域内公知含义。
另外，除非另有明确的规定和限定，术语“连接”、“相连”、“固定”等应 做广义理解，其可以是通过例如焊接等不可拆卸的方式，螺栓等可拆卸的方式，或者模制等一体成型的方式实现的。
图1是根据本公开的第一种实施方式的车身结构的俯视立体图。图2是根据本公开的第一种实施方式的车身结构的俯视图。图3是根据本公开的第一种实施方式的车身结构的仰视图。图4是根据本公开的第一种实施方式的车身结构的爆炸图。在根据本公开的第一种实施方式的车身结构中，如图1和图4所示，所述车身结构包括沿左右方向间隔设置的两个门槛内板500、沿左右方向间隔设置的两个加强纵梁130、以及沿前后方向间隔设置的加强横梁240和250。两个门槛内板500分别设置在地板面板300的左右两侧，每个加强纵梁130连接于对应的门槛内板500，以对门槛内板500进行加强。每个加强横梁连接于两个门槛内板500并且连接于两个加强纵梁130，加强横梁240和250将左右两侧的加强纵梁130连接起来。加强横梁240和250分别与两个加强纵梁130连接而围成“口”字型的闭环框架，该闭环框架支撑在左右两侧的门槛内板500之间。
通过上述技术方案，当车辆发生侧面壁障的碰撞时，通过在门槛内板500上连接加强纵梁130，并将两侧的加强纵梁130通过加强横梁240和250连接起来，一方面可以有效减少门槛内板500的翻转变形，从而减少B柱800(连接在门槛内板500)上向室内方向的侵入变形，降低可能对乘员造成的伤害；另一方面可以显著减小地板面板300和门槛内板500的横向变形，防止乘员受伤以及布设在地板面板300下方的电池包受损。
当车辆发生侧面柱的碰撞时，通过由加强横梁240和250与两个加强纵梁130连接而围成的“口”字型闭环框架，不仅能够有效提升车身结构的强度，而且能够将碰撞力从一侧的门槛内板500直接传递给另一侧的门槛内板500， 从而能够显著减小地板面板300和门槛内板500的横向变形，防止乘员受伤以及布设在地板面板300下方的电池包受损。
尤其是在由加强横梁240和250分别与两个加强纵梁130所围成的“口”字型闭环框架中，每个加强纵梁130的两端分别由一个加强横梁支撑，这使得加强纵梁130具有很高的强度和刚度，当发生侧面柱碰撞时，加强纵梁130能够更有效地将碰撞力传递给加强横梁240和250。
在本实施方式中，如图1和图2所示，加强纵梁130设置在地板面板300的上方。在其他实施方式中，加强纵梁130也可以设置在地板面板300的下方。每个加强纵梁130的一侧可以连接于对应的门槛内板500，另一侧可以连接于地板面板300。
在本实施方式中，为了提高前座椅的安装强度，保证前排乘员的安全性，加强横梁240和250上可以设置有前座椅安装点，也就是说，加强横梁240和250可以分别为前座椅前安装横梁和前座椅后安装横梁。当然，在其他实施方式中，前座椅安装点也可以设置在由加强横梁240和250与两个加强纵梁130围成的区域内。
当加强纵梁130设置在地板面板300的下方时，加强横梁240和250也可以设置在地板面板300的下方并与地板面板300的下表面连接。在这种情况下，如果将加强横梁240和250作为前座椅前安装横梁和前座椅后安装横梁使用，则可以在地板面板300的与加强横梁对应的位置开孔，以便于紧固件能够穿过地板面板300以连接至加强横梁。
在本实施方式中，加强纵梁130可以设置在门槛内板500的任意适当的纵向位置上，如图1所示，加强纵梁130例如可以设置在与B柱800大体对应的位置。
在本实施方式中，如图13所示，门槛内板500可以形成为开口朝外的U型槽结构且包括相对设置的内板顶壁501和内板底壁502，以及连接在内板顶壁501和内板底壁502之间的内板侧壁503，内板顶壁501的外边缘形成有向上翻折的内板上翻边500a，内板底壁502的外边缘形成有向下翻折的内板下翻边500b。在与B柱800对应位置，内板上翻边500a与B柱800搭接。
由于B柱800连接在门槛内板500上，因此将加强纵梁130设置在与B柱800大体对应的位置，可以有针对性地对门槛内板500的与B柱800相连的部分进行加强，从而更有效地减小B柱800向室内方向的侵入变形。
具体地，加强纵梁130的前端可以位于B柱800的前边缘801的前方，加强纵梁130的后端可以位于B柱800的前边缘801和后边缘802之间。加强纵梁130的长度例如可以为300～500mm。在一些可能的实施方式中，加强纵梁130的前端可以延伸至与A柱对应的位置，后端可以延伸至后座椅安装横梁。
加强横梁240和250之间的间距(即，加强横梁240的后边缘与加强横梁250的前边缘之间的距离)可以为250-350mm，两个加强横梁中位于后方的加强横梁250可以在车辆的横向上与B柱800大体对应。在一些可能的实施方式中，加强横梁240可以前移至与A柱对应的位置，加强横梁250可以后移至后座椅安装横梁前方且邻近后座椅安装横梁。
加强纵梁130可以具有各种适当的结构，本公开对此不做限制。在本实施方式中，为了使加强纵梁130具有更高的结构强度，如图5和图16所示，加强纵梁130可以形成为向下开口的槽状结构，并且包括相对设置的加强纵梁内侧壁132和加强纵梁外侧壁133，以及连接所述加强纵梁内侧壁132和加强纵梁外侧壁133的加强纵梁顶壁131。
在这种情况下，为了便于与门槛内板500和地板面板300连接，加强纵梁内侧壁132的下边缘可以形成有加强纵梁内侧翻边130a，加强纵梁外侧壁133的下边缘可以形成有加强纵梁外侧翻边130b。其中，加强纵梁内侧翻边130a与地板面板300的上表面搭接，加强纵梁外侧翻边130b与门槛内板500的内板顶壁501搭接，并且加强纵梁外侧翻边130b的位置可以高于所述加强纵梁内侧翻边130a的位置。
进一步地，如图5所示，加强纵梁130可以形成为前后两端封闭的槽状结构，并且还包括相对设置的加强纵梁前端壁134和加强纵梁后端壁135，其中，加强纵梁前端壁134形成在加强纵梁顶壁131的前边缘并且分别连接加强纵梁内侧壁132和加强纵梁外侧壁133，加强纵梁后端壁135形成在所述加强纵梁顶壁131的后边缘并且分别连接所述加强纵梁内侧壁132和加强纵梁外侧壁133，加强纵梁前端壁134的下边缘形成有加强纵梁前端翻边130c，加强纵梁后端壁135的下边缘形成有加强纵梁后端翻边130d，加强纵梁前端翻边130c和加强纵梁后端翻边130d均与地板面板300的上表面搭接。通过将加强纵梁130设计成两端封闭的槽状结构，一方面使得加强纵梁130的强度进一步提高，有利于侧面碰撞时碰撞力的传递；另一方面使得加强纵梁130的内部形成为封闭的空间，这样既不会有杂物进入，而且在车辆行驶时加强纵梁130的内部也不会产生空气流动，从而减小噪音。
加强纵梁130可以一体成型，可以由多个部分连接而成。在本实施方式中，为了便于制作，如图6所示，加强纵梁130可以沿其横向分为外半体130A和内半体130B，外半体130A与内半体130B搭接。其中，加强纵梁外侧壁133和加强纵梁外侧翻边130b形成在外半体130A上，加强纵梁内侧壁132和加强纵梁内侧翻边130a形成在内半体130B上。
如图11和图13所示，为了便于与门槛内板500连接，地板面板300的左右两侧可以具有地板面板翻边300B。在一种实施方式中，地板面板翻边300B与加强纵梁130位置对应的部分具有“L”形横截面，其它部分具有“一”字形横截面。
换句话说，如图11所示，地板面板翻边300B可以包括与加强纵梁130位置对应的第一段翻边300B1，以及位于第一段翻边300B1的前方的第二段翻边300B2和/或位于第一段翻边300B1的后方的第三段翻边300B3。其中，第一段翻边300B1的横截面呈“L”形(即，先向上翻折，再向外翻折)，以与门槛内板500的内板顶壁501的顶壁搭接。第二段翻边300B2和/或第三段翻边300B3的横截面可以呈“一”字形(即，向上翻折)，以与门槛内板500的内板侧壁503搭接。在这种情况下，为了保证加强纵梁130与门槛内板500的连接可靠性，提高车身结构的碰撞安全性能，加强纵梁外侧翻边130b、第一段翻边300B1和门槛内板500的内板顶壁501可以三层叠焊在一起。
为了便于在第一段翻边300B1和内板顶壁501之间涂密封胶以防止室内进水，在一种实施方式中，如图13所示，第一段翻边300B1的外边缘300B11可以突出于加强纵梁外侧翻边130b的外边缘130b1。
在本公开中，加强横梁和加强纵梁可以通过任意适当的方式连接在一起。
在一种实施方式中，如图6和图10所示，加强纵梁内侧壁132上形成有两个豁口130e，加强横梁240和250的端部穿过对应的豁口130e以伸入到加强纵梁130的内部(即，伸入到加强纵梁130与地板面板300形成的空腔内)，也就是说，加强纵梁130跨设在加强横梁240和250上。豁口130e可以为与加强横梁240和250的横截面相匹配的形状，例如可以为“∩”形。豁口130e的边缘形成有豁口翻边130f，豁口翻边130f与加强横梁搭接，以使加强纵梁 与加强横梁连接。
如图4和图11所示，地板面板300上形成有向上凸起的中央通道300A。为了便于布置横向贯穿地板面板300的加强横梁240和250，在本实施方式中，中央通道300A可以具有比普通中央通道更低的高度，例如，中央通道300A的高度可以小于50mm。中央通道300A的横截面呈向下开口的U形，并且包括中央通道顶壁300A1和两个中央通道侧壁300A2。
加强横梁240和250可以均位于地板面板300的上方且横跨中央通道300A。
在本实施方式中，如图4和图17所示，两个加强横梁中位于前方的加强横梁，即前加强横梁240可以包括间隔设置的两个上横梁段241和连接两个上横梁段241的下横梁段242。每个上横梁段241位于地板面板300的上方且连接于对应的加强纵梁130，下横梁段242位于中央通道300A的下方。上横梁段241、中央通道侧壁300A2和下横梁段242可以三层叠焊在一起。
具体地，如图7所示，上横梁段241可以形成为向下开口的槽状结构，并且包括两个相对设置的上横梁段侧壁2412和连接两个上横梁段侧壁2412的上横梁段顶壁2411，上横梁段侧壁2412的下边缘形成有沿左右方向延伸的上横梁段侧壁翻边241a，上横梁段侧壁2412的远离中央通道300A的一端形成有上横梁侧壁端部翻边241b，上横梁段顶壁2411的远离中央通道300A的一端向外延伸以形成上横梁段顶壁搭接面241c。其中，上横梁段侧壁翻边241a与地板面板300的上表面搭接，上横梁段顶壁搭接面241c与门槛内板500的内板顶壁501搭接，上横梁段侧壁端部翻边241b与内板侧壁503搭接。
如图8所示，下横梁段242可以形成为向上开口的槽状结构，并且包括两个相对设置的下横梁段侧壁2422和连接两个下横梁段侧壁2422的下横梁段底 壁2421，下横梁段侧壁2422的上边缘形成有沿左右方向延伸的下横梁段侧壁翻边242a，下横梁段侧壁翻边242a与地板面板300的下表面搭接。
在中央通道侧壁300A2处，上横梁段侧壁翻边241a、中央通道侧壁300A2和下横梁段侧壁翻边242a可以三层叠焊在一起。
如图17所示，上横梁段241远离门槛内板500的一端可以延伸到中央通道顶壁300A1上，并且在中央通道顶壁300A1处，上横梁段侧壁翻边241a、中央通道顶壁300A1和下横梁段侧壁翻边212可以三层叠焊在一起。
这里，在侧面碰撞时，下横梁段242不仅是作为加强横梁240的一部分以传递碰撞力，而且能够对中央通道300A进行加强，防止中央通道300A在侧面碰撞时出现由两侧向中间龟缩的现象，进一步减小地板面板300的横向变形。
两个加强横梁中位于前方的加强横梁，即后加强横梁250形成为向下开口的槽状结构，并且包括后加强横梁顶壁251和两个相对设置的后加强横梁侧壁252，所述后加强横梁侧壁252的下边缘形成有沿左右方向延伸的后加强横梁侧壁翻边250a，所述后加强横梁侧壁252的两端形成有后加强横梁侧壁端部翻边250b，所述后加强横梁顶壁251的两端向外延伸以形成后加强横梁顶壁搭接面250c，其中，后加强横梁侧壁翻边250a与所述地板面板300的上表面搭接，所述后加强横梁顶壁搭接面250c与所述内板顶壁501搭接，所述后加强横梁侧壁端部翻边250b与所述内板侧壁503搭接。
两个加强横梁中位于后方的加强横梁，即后加强横梁250可以位于地板面板300的上方且延伸经过中央通道300A。通过降低中央通道300A的高度，使得能够减小加强横梁250各部分的高度差，保证加强横梁250具有较好的连贯性和平直度，有利于碰撞力的传递。
如图9所示，加强横梁250可以形成为向下开口的槽状结构，并且包括两个相对设置的后加强横梁侧壁252和连接两个后加强横梁侧壁252的后加强横梁顶壁251，后加强横梁侧壁252的下边缘形成有沿左右方向延伸的后加强横梁侧壁翻边250a，后加强横梁侧壁翻边250a与地板面板300的上表面搭接。
类似地，如图3和图4所示，也可以在中央通道300A的下方与加强横梁250对应的位置设置中央通道加强梁430，该中央通道加强梁430的两端与中央通道侧壁300A2和加强横梁250三层叠焊在一起。在侧面碰撞时，中央通道加强梁430不仅能够防止中央通道300A出现由两侧向中间龟缩的现象，减小地板面板300的横向变形，而且能够协助加强横梁250传递一部分碰撞力，避免加强横梁250在应力集中处产生变形。
在本实施方式中，如图18所示，所述车身结构还可以包括沿前后方向间隔设置的前横梁210、地板后横梁230以及沿左右方向间隔设置的两个后纵梁120。前横梁210位于加强横梁240和250的前方且连接于地板面板300的下表面，地板后横梁230位于加强横梁240和250的后方且连接于地板面板300的下表面，门槛内板500的后端连接于后纵梁120，地板后横梁230的两端分别连接于两个后纵梁120。在这种情况下，为了方便说明，可以将后纵梁120分为位于地板后横梁230前方的前部和位于地板后横梁230后方的后部。
在这种情况下，前横梁210、两个门槛内板500、两个后纵梁120的前部、以及地板后横梁230形成大体矩形的承载框架。该承载框架可以用于安装和承载车辆元件，例如用于安装和承载电池包的电池托盘610(图19中可见)。
当承载框架用于安装电池托盘610时，前横梁210和地板后横梁230可以被依次称为电池包前安装横梁和电池包后安装横梁。
由于后纵梁120通常呈向上弯曲的拱形，因此地板后横梁230的位置通常 高于前横梁210的位置。在这种情况下，为了保证电池托盘610水平布设，如图20所示，地板后横梁230上可以设置有两个向下延伸的电池托盘安装支架340，该两个电池托盘安装支架340沿左右方向间隔设置，电池托盘610的前端安装在前横梁210上，电池托盘610的后端安装在电池托盘安装支架340上。前横梁210和电池托盘安装支架340上可以开设有电池托盘紧固孔，以通过紧固件将承载电池包的电池托盘610的前后两端分别安装至前横梁210和电池托盘安装支架340上。
在本实施方式中，如图3、图4、图13、图16、图17、图18和图20所示，所述车身结构还可以包括沿左右方向间隔设置的两个地板纵梁110，该地板纵梁110连接于地板面板300的下表面，并且每个地板纵梁110的前端与前横梁210连接，每个地板纵梁110的后端与对应的后纵梁120连接。由此使得地板面板300在前后方向和左右方向上分别安装有车身梁，起到加强地板面板300的作用，避免地板面板300在碰撞(包括前面碰撞、后面碰撞和侧面碰撞)中的形变过大。
在本实施方式中，地板纵梁110上可以开设有电池托盘紧固孔，电池托盘610的左右两侧可以分别安装在地板纵梁110上。在这种情况下，地板纵梁110可以被称为电池包安装纵梁。
地板纵梁110的内外两侧可以均连接于地板面板300的下表面。在本实施方式中，如图16和图17所示，地板纵梁110的外侧连接于对应的门槛内板500，地板纵梁的内侧连接于地板面板300。通过将地板纵梁110连接在门槛内板500上，能够进一步加强门槛内板500，减少侧面碰撞时门槛内板500的翻转变形。并且，当地板纵梁110作为电池包安装纵梁使用时，采用这种连接方式可以尽量增大两个地板纵梁110的间距，从而保证地板面板300下方具有 更大的电池布置空间以布置更多的电池，增加车辆的续航里程。当加强纵梁130设置在地板面板300下方时，加强纵梁130可以与地板纵梁110形成为一体，也就是说，加强横梁240和250可以连接于地板纵梁110。
在一种可替代的实施方式中，可以在门槛内板500上开设电池托盘紧固孔，将电池托盘610的左右两侧分别安装在两个门槛内板500上，这样就无需设置地板纵梁110。
在另一种可替代的实施方式中，可以在地板纵梁110和门槛内板500上分别开设电池托盘紧固孔，将电池托盘610同时安装在地板纵梁110和门槛内板500上。在这种情况下，地板纵梁110可以被称为电池包安装纵梁。
在本实施方式中，地板后横梁230的两端分别连接于两个后纵梁120。尤其是当地板后横梁230作为电池包后安装横梁使用时，采用这种方式可以增大前横梁210与地板后横梁230的间距，从而使地板面板300下方具有更大的电池布置空间以布置更多的电池，增加车辆的续航里程。
在一种可能的实施方式中，地板后横梁230的两端可以分别连接于两个地板纵梁110或两个门槛内板500。在这种情况下，所述承载框架可以不包括两个后纵梁120。
电池包可以以一个整体的形式安装在所述承载框架上，也可以以分体的形式安装在承载框架上。换句话说，电池托盘610可以是一个，也可以包括分体设置的多个子托盘。
在电池包为分体设置的多个的情况下，如图26所示，可以通过在前横梁210和地板后横梁230之间设置一个或多个电池包中安装横梁360以将承载框架700分为多个子框架，这样，每个电池包的电池托盘(即，每个子托盘)可以安装在对应的子框架上。电池包中安装横梁360上可以开设有电池托盘紧固 孔。电池包中安装横梁360可以设置在地板面板300的下表面，也可以设置在地板面板300的上表面。当电池包中安装横梁360设置在地板面板300的上表面时，可以在地板面板300上对应的位置开孔，以便紧固件能够穿过地板面板300以连接至电池包中安装横梁360。
这里，电池包中安装横梁360可以是为了安装电池包另外设置的横梁，也可以是车身结构固有的横梁(例如，前座椅安装横梁)。
在一种实施方式中，如图26所示，电池托盘610包括分体设置的第一子托盘610A和第二子托盘610B，前横梁210和地板后横梁230之间设置有一个电池包中安装横梁360，第一子托盘610A分别与前横梁210、地板纵梁110和电池包中安装横梁360连接，第二子托盘610B分别与电池包中安装横梁360、地板纵梁110和地板后横梁230连接。
在本实施方式中，参考图21所示，前横梁210可以形成为向上开口的槽状结构，并且包括前横梁底壁211、相对设置的前横梁前侧壁212和前横梁后侧壁213，前横梁前侧壁212的上边缘形成有沿左右方向延伸的前横梁前侧壁翻边210a，前横梁后侧壁213的上边缘形成有沿左右方向延伸的前横梁后侧壁翻边210b，前横梁210通过前横梁前侧壁翻边210a和前横梁后侧壁翻边210b连接于地板面板300的下表面。
前横梁210与地板面板300围成具有横截面大体为矩形或梯形的空腔，以增强车身结构的抗碰撞能力，有助于减小地板面板300的碰撞变形。前横梁210与地板面板300围成的空腔中还可以设置加强结构(例如焊接钣金)或填充CBS(复合增强材料)等，以进一步提升前横梁210承受撞击的能力，减小前横梁210在碰撞中的形变量。
如图21所示，前横梁前侧壁212的端部可以形成有前横梁前侧壁端部翻 边210c，前横梁后侧壁213的端部可以形成有前横梁后侧壁端部翻边210d，前横梁底壁211的端部可以向外延伸以形成前横梁底壁搭接边210e，以便于前横梁210能够通过前横梁前侧壁端部翻边210c、前横梁后侧壁端部翻边210d和前横梁底壁搭接边210e分别与地板纵梁110或门槛内板500等搭接。
在本实施方式中，如图16所示，地板纵梁110可以形成为向上开口的槽状结构且包括地板纵梁内侧壁112和地板纵梁外侧壁113以及分别连接所述地板纵梁内侧壁112和所述地板纵梁外侧壁113的地板纵梁底壁111。地板纵梁内侧壁112的上边缘形成有沿前后方向延伸地板纵梁内侧翻边110a，地板纵梁外侧壁113的上边缘形成有沿前后方向延伸的地板纵梁外侧翻边110b，地板纵梁内侧翻边110a与地板面板300的下表面搭接，地板纵梁外侧翻边110b与门槛内板500的内板底壁502搭接，地板纵梁外侧翻边110b的位置可以低于地板纵梁内侧翻边110a的位置。
当地板纵梁110作为电池包安装纵梁使用时，为了防止侧面碰撞时电池托盘610内的电池受到挤压，在本实施方式中，如图13所示，加强横梁240、250的端部在横向上可以延伸超过地板纵梁内侧壁112，从而保证加强横梁240和250的两端均延伸超过电池的左右两侧。
作为前横梁210、地板纵梁110、门槛内板500三者连接方式的第一种可能的实施方式，如图22至图24所示，前横梁210的两端分别连接至门槛内板500，地板纵梁110的前端与前横梁210连接。
具体地，前横梁210的前横梁前侧壁212的端部形成有前横梁前侧壁端部翻边210c，前横梁后侧壁213的端部形成有前横梁后侧壁端部翻边210d，前横梁底壁211的端部向外延伸以形成前横梁底壁搭接边200e。其中，前横梁前侧壁端部翻边210c与门槛内板500的内板侧壁503搭接，前横梁后侧壁端 部翻边210d与门槛内板500的内板侧壁503搭接，前横梁底壁搭接边210e与门槛内板500的内板底壁502搭接，以确保前横梁210与门槛内板500的连接不易失效，从而较好地分散碰撞冲击力，避免车身结构发生大幅度变形。
地板纵梁内侧壁112的前端形成有地板纵梁内侧壁前端翻边110c，地板纵梁底壁111的前端向前延伸以形成地板纵梁底壁搭接边110e。其中，地板纵梁内侧翻边110a与前横梁210的前横梁后侧壁翻边210b搭接，地板纵梁内侧壁前端翻边110c与前横梁210的前横梁后侧壁212搭接，地板纵梁底壁搭接边110e与前横梁210的前横梁底壁211搭接。
在这种连接方式中，前横梁210、地板纵梁110和门槛内板500中的任意两者均具有连接关系，因此，当车辆发生碰撞(例如前面碰撞)时，前纵梁100受到的碰撞冲击力传递至前横梁210，并由前横梁210分别传递至地板纵梁110和门槛内板500，并且地板纵梁110与门槛内板500连接，这种连接方式使得碰撞冲击力能够较为均匀地分散在该三者的连接位置处，提升连接位置的抗碰撞能力。
这种连接方式的优点还在于，当车辆发生前面碰撞时，地板纵梁110的端部能够抵顶前横梁210，避免前横梁210向后移动，挤压车身结构的其他元件，例如前横梁210作为电池包前安装横梁使用时，这种连接方式能够保护位于电池包前安装横梁后方的电池包。同样地，当车辆发生侧面碰撞时，前横梁210能够抵顶门槛内板500，避免门槛内板500向内挤压带动地板纵梁110向车身结构的内侧移动，以保护位于地板纵梁110内侧的其他元件，例如地板纵梁110作为电池包安装纵梁使用时，这种连接方式能够保护位于电池包安装纵梁内侧的电池包，从而避免电池包因挤压变形导致可能的起火，提升车辆的碰撞安全性能。
作为前横梁210、地板纵梁110、门槛内板500三者连接方式的第二种可能的实施方式，如图25所示，前横梁210的两端分别连接于两个地板纵梁110，门槛内板500连接在地板纵梁110的外侧并且与前横梁210间隔设置，即前横梁210和门槛内板500分别连接在地板纵梁110的两侧。
具体地，前横梁前侧壁翻边210a与地板纵梁内侧翻边110a搭接，前横梁后侧壁翻边210b与地板纵梁内侧翻边110a搭接，前横梁前侧壁端部翻边210c与地板纵梁内侧壁112搭接，前横梁后侧壁端部翻边210d与地板纵梁内侧壁112搭接，前横梁底壁搭接边210e与地板纵梁底壁111搭接，地板纵梁外侧翻边110b与内板底壁502搭接。
在这种连接方式中，当车辆发生前面碰撞时，前纵梁100受到的碰撞冲击力传递至前横梁210，并依次传递至地板纵梁110与门槛内板500上。
图27是根据本公开的第二种实施方式的车身结构的俯视图。图28是根据本公开的第二种实施方式的车身结构的爆炸图。本公开的第二种实施方式与第一种实施方式的不同之处包括：加强横梁与加强纵梁的连接方式。如图27和图28所示，在第二种实施方式中，加强纵梁130位于加强横梁240和250之间，加强纵梁130的两端分别连接于加强横梁240和250。
具体地，在本实施方式中，如图29和31所示，加强纵梁130的两端可以分别具有加强纵梁前端翻边130c和加强纵梁后端翻边130d，加强纵梁前端翻边130c与加强横梁240搭接，加强纵梁后端翻边130d与加强横梁250搭接。
图32是根据本公开的第三种实施方式的车身结构的俯视图。本公开的第三种实施方式与第一种实施方式的不同之处包括：加强横梁的数量。如图32所示，在第三种实施方式中，两个加强纵梁130之间仅通过一个加强横梁240连接。加强横梁与加强纵梁的连接方式可以与第一种实施方式相同，在此不再 赘述。
图33是根据本公开的第四种实施方式的车身结构的俯视图。本公开的第四种实施方式与第一种实施方式的不同之处包括：两个加强横梁的布置方式。如图33所示，在第四种实施方式中，两个加强纵梁130通过两个相互交叉的加强横梁240和250连接。加强横梁与加强纵梁的连接方式可以与第一种实施方式相同，在此不再赘述。如图33所示，每个加强横梁可以分为三段，位于两端的两段可以沿左右方向延伸并与加强纵梁130连接，位于中间的一段可以设置在中央通道300A上并且倾斜延伸。
图34是根据本公开的第五种实施方式的车身结构的俯视图。图35是根据本公开的第五种实施方式的车身结构的爆炸图。图36是根据本公开的第五种实施方式的车身结构中，加强纵梁的立体图。本公开的第五种实施方式与第一种实施方式的不同之处包括：加强纵梁的形式。如图34至图36所示，在第五种实施方式中，每个加强纵梁130包括沿前后方向间隔设置的两段，即，前加强纵梁130Ⅰ和后加强纵梁130Ⅱ，加强横梁240连接于两个前加强纵梁130Ⅰ，加强横梁250连接于两个后加强纵梁130Ⅱ。加强横梁与加强纵梁的连接方式可以与第一种实施方式相同，在此不再赘述。
为了保证在侧面柱碰撞试验中，当刚性柱的碰撞位置在前加强纵梁130Ⅰ和后加强纵梁130Ⅱ之间时，前加强纵梁130Ⅰ和/或后加强纵梁130Ⅱ能够充分受力，在本实施方式中，前加强纵梁130Ⅰ的后端与后加强纵梁130Ⅱ的前端之间的间隔L小于刚性柱的直径，例如小于254mm。
前加强纵梁130Ⅰ和后加强纵梁130Ⅱ可以具有各种适当的结构，本公开对此不做限制。在本实施方式中，如图41所示，前加强纵梁130Ⅰ可以形成为向下开口的槽状结构，并且包括相对设置的前加强纵梁内侧壁130Ⅰ2和前 加强纵梁外侧壁130Ⅰ3，以及连接所述前加强纵梁内侧壁130Ⅰ2和前加强纵梁外侧壁130Ⅰ3的前加强纵梁顶壁130Ⅰ1，前加强纵梁内侧壁130Ⅰ2的下边缘形成有前加强纵梁内侧翻边130Ⅰa，前加强纵梁外侧壁130Ⅰ3的下边缘形成有前加强纵梁外侧翻边130Ⅰb。
其中，前加强纵梁内侧翻边130Ⅰa与地板面板300的上表面搭接，前加强纵梁外侧翻边130Ⅰb与内板顶壁501搭接，前加强纵梁外侧翻边130Ⅰb的位置可以高于前加强纵梁内侧翻边130Ⅰa的位置。
同样地，后加强纵梁130Ⅱ可以形成为向下开口的槽状结构，并且包括相对设置的后加强纵梁内侧壁130Ⅱ2和后加强纵梁外侧壁130Ⅱ3，以及连接后加强纵梁内侧壁130Ⅱ2和后加强纵梁外侧壁130Ⅱ3的后加强纵梁顶壁130Ⅱ1，后加强纵梁内侧壁130Ⅱ2的下边缘形成有后加强纵梁内侧翻边130Ⅱa，后加强纵梁外侧壁130Ⅱ3的下边缘形成有后加强纵梁外侧翻边130Ⅱb。
其中，后加强纵梁内侧翻边130Ⅱa与地板面板300的上表面搭接，所述后加强纵梁外侧翻边130Ⅱb与内板顶壁501搭接，后加强纵梁外侧翻边130Ⅱb的位置可以高于后加强纵梁内侧翻边130Ⅱa的位置。
与第一种实施方式类似，在本实施方式中，如图39所示，第一段翻边300B1的外边缘300B11突出于前加强纵梁外侧翻边130Ⅰb的外边缘130Ⅰb1且突出于后加强纵梁外侧翻边130Ⅱb的外边缘130Ⅱb1，前加强纵梁外侧翻边130Ⅰb、第一段翻边300B1和门槛内板500的内板顶壁501三层叠焊在一起，后加强纵梁外侧翻边130Ⅱb、第一段翻边300B1和门槛内板500的内板顶壁501三层叠焊在一起。
图42是根据本公开的第六种实施方式的车身结构的俯视图。图43是根据本公开的第六种实施方式的车身结构的爆炸图。图44是根据本公开的第六种 实施方式的车身结构中，加强纵梁的立体图。
本公开的第六种实施方式与第二种实施方式不同之处在于加强纵梁的形式。如图42至图44所示，在第六种实施方式中，每个加强纵梁130包括沿前后方向间隔设置的两段，即，前加强纵梁130Ⅰ和后加强纵梁130Ⅱ，加强横梁240连接于两个前加强纵梁130Ⅰ，加强横梁250连接于两个后加强纵梁130Ⅱ。
本公开的第六种实施方式与第五种实施方式的不同之处包括：加强横梁与加强纵梁的连接方式。如图42至图44所示，在第六种实施方式中，两个前加强纵梁130Ⅰ的前端连接于加强横梁240，两个后加强纵梁130Ⅱ的后端连接于加强横梁250。
在本实施方式中，如图44和图46所示，前加强纵梁130Ⅰ的前端具有前加强纵梁前端翻边130Ⅰc，后加强纵梁130Ⅱ的后端具有后加强纵梁后端翻边130Ⅱc，前加强纵梁前端翻边130Ⅰc连接于前加强横梁240，后加强纵梁后端翻边130Ⅱc连接于后加强横梁250。
图50是根据本公开的第七种实施方式的车身结构的俯视图。本公开的第七种实施方式中与第五种实施方式的不同之处包括：在第七种实施方式中，通过一个加强横梁240将两个前加强纵梁130Ⅰ连接起来并且将两个后加强纵梁130Ⅱ连接起来。也就是说，加强横梁240既与两个前加强纵梁130Ⅰ相连，又与两个后加强纵梁130Ⅱ相连。
图51是根据本公开的第八种实施方式的车身结构的俯视图。图52是根据本公开的第八种实施方式的车身结构的仰视图。图53是根据本公开的第八种实施方式的车身结构的爆炸图。如图51至图53所示，根据本公开的第八种实施方式的车身结构包括地板面板300、地板加强板80和两个门槛内板500，两 个门槛内板500分别一一对应设置在所述地板面板300的左右两侧，地板加强板80覆盖所述地板面板300上，所述地板加强板80的左右两侧分别一一对应连接于所述两个门槛内板500。地板加强板80形成门槛横向支撑结构，以支撑左右两侧的门槛内板500。
本公开的第八种实施方式中与前七种实施方式的不同之处包括：在第八种实施方式中，通过一块地板加强板80将两个门槛内板500连接起来。在车辆发生侧面碰撞时，通过由地板加强板80形成的门槛横向支撑结构，能够将碰撞力从一侧的门槛内板500直接传递给另一侧的门槛内板500，使得地板面板300基本不参与或较少参与碰撞传力与吸能，从而能够显著减小门槛内板500和地板面板300的横向变形，防止乘员受伤以及布设在地板面板30下方的电池包受损。
地板加强板80可以设置在任意适当纵向位置上。在本实施方式中，地板加强板80可以与B柱800在车辆的横向上大体对应。由于B柱800连接在门槛内板500上，因此将地板加强板80设置在与B柱800大体对应的位置，可以有针对性地对门槛内板500的与B柱800相连的部分进行加强，从而更有效地减小B柱800向室内方向的侵入变形。
在本实施方式中，地板加强板80的前边缘可以位于B柱800的前边缘801的前方，地板加强板80的后边缘可以位于B柱800的前边缘801和后边缘802之间。地板加强板80的宽度(在车辆纵向上的尺寸)例如可以为300～500mm。
在本公开中，为了提高前座椅的安装强度，保证就座在前座椅上的乘员的安全性，地板加强板80上可以设置有前座椅安装点，也就是说，前座椅可以安装在地板加强板80上。
地板加强板80可以具有各种适当的结构，本公开对此不做限制。在一些 实施方式中，如图53和图55所示，地板加强板80包括主体部81和形成在主体部81左右两侧的连接部82，主体部81大体形成为矩形板状结构并与地板面板300的横截面形状相适应，连接部82形成为沿前后方向延伸的条形板状结构，主体部81位于地板面板300的上方，连接部82连接于所述门槛内板500的上表面，主体部81连接于地板面板300，主体部81的厚度大于连接部82的厚度。具体地，主体部81可以铆接或螺栓连接于地板面板300，连接部82可以铆接或螺栓连接于门槛内板500。
如图53所示，为了便于与门槛内板500连接，地板面板300的左右两侧可以具有地板面板翻边300B。通常，为了防止室内进水，需要在地板面板翻边300B与门槛内板500之间涂密封胶。在本实施方式中，由于连接部82覆盖在门槛内板500上，为了便于涂密封胶，如图57所示，地板面板翻边300B可以包括与加强纵梁130位置对应的第一段翻边300B1、位于第一段翻边300B1的前方的第二段翻边300B2和位于第一段翻边300B1的后方的第三段翻边300B3。如图55和图56所示，第一段翻边300B1的横截面呈“L”形，第一段翻边300B1的外边缘300B11突出于连接部82的外边缘82A，连接部82、第一段翻边300B1和门槛内板500连接在一起，第一段翻边300B1位于连接部82和门槛内板500之间。在这种情况下，可以将密封胶涂在第一段翻边300B1的外边缘300B11与门槛内板500的上表面11B之间。第二段翻边300B2和第三段翻边300B3的横截面可以呈“一”字形，第二段翻边300B2和第三段翻边300B3可以连接于门槛内板500的内板侧壁503。
根据本公开的另一方面，提供一种车辆，该车辆具有如上的车身结构。
本公开的车身结构总成不仅适用于电动车辆，也适用于普通燃油车辆。本公开的车身结构，除了可以用于保护电池包之外，也能起到加强车身、增加乘 员生存空间的作用。
以上结合附图详细描述了本公开的实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。例如，虽然以上只列举了加强横梁的数量为一个和两个的情况，但本领域技术人员容易理解，加强横梁的数量也可以为多个。
另外需要说明的是，在上述各实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (17)

  1. 一种车身结构，其特征在于，包括沿左右方向间隔设置的两个门槛内板(500)、沿左右方向间隔设置的两个加强纵梁(130)、以及至少一个加强横梁(240、250)，每个加强纵梁(130)连接于对应的门槛内板(500)，每个加强横梁(240、250)的两端分别连接于所述两个门槛内板(500)，并且每个加强横梁(240、250)连接于所述两个加强纵梁(130)。
  2. 根据权利要求1所述的车身结构，其特征在于，所述加强纵梁(130)与B柱(800)在车辆的横向上大体对应。
  3. 根据权利要求1或2所述的车身结构，其特征在于，所述车身结构还包括地板面板(300)，所述加强纵梁(130)设置在所述地板面板(300)的上方，每个加强横梁(240、250)连接于所述地板面板(300)，每个加强纵梁(130)的一侧连接于对应的门槛内板(500)，另一侧连接于所述地板面板(300)的上表面。
  4. 根据权利要求3所述的车身结构，其特征在于，所述门槛内板(500)形成为向外开口的槽状结构，并且包括相对设置的内板顶壁(501)和内板底壁(502)，以及连接所述内板顶壁(501)和内板底壁(502)的内板侧壁(503)，
    所述地板面板(300)的左右两侧具有地板面板翻边(300B)，所述地板面板翻边(300B)包括与所述加强纵梁(130)位置对应的第一段翻边(300B1)，所述第一段翻边(300B1)的横截面呈“L”形，所述第一段翻边(300B1)与 所述内板顶壁(501)搭接。
  5. 根据权利要求4所述的车身结构，其特征在于，所述加强纵梁(130)具有加强纵梁内侧翻边(130a)和加强纵梁外侧翻边(130b)，所述加强纵梁内侧翻边(130a)与所述地板面板(300)的上表面搭接，所述加强纵梁外侧翻边(130b)与所述第一段翻边(300B1)搭接，并且所述加强纵梁外侧翻边(130b)、所述第一段翻边(300B1)和所述内板顶壁(501)连接在一起。
  6. 根据权利要求5所述的车身结构，其特征在于，所述第一段翻边(300B1)的外边缘(300B11)突出于所述加强纵梁外侧翻边(130b)的外边缘(130b1)。
  7. 根据权利要求3所述的车身结构，其特征在于，所述地板面板(300)上形成有向上凸起的中央通道(300A)，所述中央通道(300A)的高度小于50mm，所述中央通道(300A)包括中央通道顶壁(300A1)和两个中央通道侧壁(300A2)，所述至少一个加强横梁包括相互平行且沿前后方向间隔设置的前加强横梁(240)和后加强横梁(250)，两个加强横梁(240、250)中位于前方的加强横梁(240)包括间隔设置的两个上横梁段(241)和连接所述两个上横梁段(241)的下横梁段(242)，每个上横梁段(241)位于所述地板面板(300)的上方且连接于对应的门槛内板(500)，所述下横梁段(242)位于所述中央通道(300A)的下方，每个上横梁段(241)与对应的中央通道侧壁(300A2)以及所述下横梁段(242)连接在一起；所述后加强横梁(250)设置在所述地板面板(300)的上方且横跨所述中央通道(300A)。
  8. 根据权利要求7所述的车身结构，其特征在于，所述门槛内板(500)形成为向外开口的槽状结构，并且包括相对设置的内板顶壁(501)和内板底壁(502)，以及连接所述内板顶壁(501)和内板底壁(502)的内板侧壁(503)，
    所述上横梁段(241)形成为向下开口的槽状结构，并且包括上横梁段顶壁(2411)和两个相对设置的上横梁段侧壁(2412)，所述上横梁段侧壁(2412)的下边缘形成有沿左右方向延伸的上横梁段侧壁翻边(241a)，所述上横梁段侧壁(2412)的远离所述中央通道(300A)的一端形成有上横梁段侧壁端部翻边(241b)，所述上横梁段顶壁(2411)的远离所述中央通道(300A)的一端向外延伸以形成上横梁段顶壁搭接面(241c)，
    其中，所述上横梁段侧壁翻边(241a)与所述地板面板(300)的上表面搭接，所述上横梁段顶壁搭接面(241c)与所述内板顶壁(501)搭接，所述上横梁段侧壁端部翻边(241b)与所述内板侧壁(503)搭接。
  9. 根据权利要求7所述的车身结构，其特征在于，所述下横梁段(242)形成为向上开口的槽状结构，并且包括下横梁段底壁(2421)和两个相对设置的下横梁段侧壁(2422)，所述下横梁段侧壁(2422)的上边缘形成有沿左右方向延伸的下横梁段侧壁翻边(242a)，所述下横梁段侧壁翻边(242a)与所述地板面板(300)的下表面搭接。
  10. 根据权利要求7所述的车身结构，其特征在于，所述门槛内板(500)形成为向外开口的槽状结构，并且包括相对设置的内板顶壁(501)和内板底壁(502)，以及连接所述内板顶壁(501)和内板底壁(502)的内板侧壁(503)，
    所述后加强横梁(250)形成为向下开口的槽状结构，并且包括后加强横 梁顶壁(251)和两个相对设置的后加强横梁侧壁(252)，所述后加强横梁侧壁(252)的下边缘形成有沿左右方向延伸的后加强横梁侧壁翻边(250a)，所述后加强横梁侧壁(252)的两端形成有后加强横梁侧壁端部翻边(250b)，所述后加强横梁顶壁(251)的两端向外延伸以形成后加强横梁顶壁搭接面(250c)，
    其中，所述后加强横梁侧壁翻边(250a)与所述地板面板(300)的上表面搭接，所述后加强横梁顶壁搭接面(250c)与所述内板顶壁(501)搭接，所述后加强横梁侧壁端部翻边(250b)与所述内板侧壁(503)搭接。
  11. 根据权利要求7所述的车身结构，其特征在于，所述车身结构还包括中央通道加强梁(430)，所述中央通道加强梁(430)设置在所述地板面板(300)的下方且与所述两个加强横梁(240、250)中位于后方的加强横梁(250)位置对应，所述中央通道加强梁(430)的两端分别连接于所述两个中央通道侧壁(300A2)。
  12. 根据权利要求1或2所述的车身结构，其特征在于，所述车身结构还包括地板面板(300)，所述两个门槛内板(500)分别位于所述地板面板(300)的左右两侧，所述加强纵梁(130)设置在所述地板面板(300)的下方，每个加强纵梁(130)的一侧连接于对应的门槛内板(500)，另一侧连接于所述地板面板(300)的下表面。
  13. 根据权利要求12所述的车身结构，其特征在于，所述加强横梁(240、250)设置在所述地板面板(300)的下方。
  14. 根据权利要求1-13任意一项所述的车身结构，其特征在于，所述至少一个加强横梁(240、250)包括相互平行且沿前后方向间隔设置的两个加强横梁(240、250)，或者包括交叉设置的两个加强横梁(240、250)。
  15. 根据权利要求14所述的车身结构，其特征在于，所述加强纵梁(130)位于所述两个加强横梁(240、250)之间，所述加强纵梁(130)的前后两端分别连接于所述两个加强横梁(240、250)。
  16. 根据权利要求1-15任意一项所述的车身结构，其特征在于，所述加强横梁(240、250)为前座椅安装横梁。
  17. 一种车辆，其特征在于，包括根据权利要求1-16中任一项所述的车身结构。
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