CN109204565B

CN109204565B - Vehicle body structure and vehicle

Info

Publication number: CN109204565B
Application number: CN201710527394.XA
Authority: CN
Inventors: 董骁; 魏海章; 吴宝成; 许成; 嵇明
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-06-30
Filing date: 2017-06-30
Publication date: 2020-12-25
Anticipated expiration: 2037-06-30
Also published as: CN109204565A

Abstract

The utility model relates to a vehicle body structure and vehicle, this vehicle body structure include front longitudinal (100), front deck crossbeam (220) and floor longeron (110), front longitudinal (100) are including the left front longeron and the right front longeron that set up along left right direction interval, front deck crossbeam (220) connect in left side front longeron with the rear end of right front longeron, floor longeron (110) are used for fixing the lower surface at floor panel (300), floor panel (300) are located the rear of front deck crossbeam (220), front deck crossbeam (220) with be connected with power transmission structure between floor longeron (110). The utility model provides a body construction's intensity and stability when can effectively promote to bump before for the security performance of vehicle is higher.

Description

Vehicle body structure and vehicle

Technical Field

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

Background

Minimizing the mortality and injury level of occupants during a traffic (collision) accident in a vehicle, particularly a passenger car, is a core design technology for the overall vehicle development and manufacture of passenger cars. The design of the collision safety deformation structure of the vehicle body structure is the basis for improving the collision safety performance of the whole vehicle. In order to meet the public demand for higher and higher collision safety of domestic passenger vehicles, in recent years, relevant departments of various countries have gradually improved and supplemented some test conditions for collision safety performance of passenger vehicles in relevant legislation and evaluation regulations of the country. For example, the united states is updating its series of regulations and evaluation codes for safe crash performance for vehicles sold in its domestic market, requiring that the body member compartment withstand greater crash forces with relatively less deformation under more operating conditions.

With the popularization of domestic passenger vehicles in global markets, the environmental protection problems caused by petrochemical energy shortage and combustion are more and more serious, so that new energy vehicles are actively developed in various countries. One direction of the electric vehicle as a new energy vehicle is becoming a future trend. In addition to the traditional design, the design of the electric vehicle needs to consider the design of a higher endurance mileage so as to satisfy the competitiveness with the traditional fuel vehicle.

In addition, with the rapid development of electric vehicles in recent years, in order to increase the cruising distance, the electric vehicles need to be equipped with more battery packs, so that the electric vehicles need to greatly increase the weight of the whole vehicle compared with fuel vehicles with the same specification, which leads to the increase of the kinetic energy of the whole vehicle at the initial stage of the collision of the vehicle under the same test conditions, that is, the body structure of the electric vehicle needs to bear more force and absorb more kinetic energy to improve the safety. Further, in electric automobile, because need arrange the battery package, the space of a large amount of automobile bodies lower parts is occupied, and various classic automobile body collision safety structure techniques of traditional fuel oil vehicle can't use, consequently designs a novel automobile body structure technique that can satisfy battery package arrangement and can satisfy vehicle safety again and is imperative.

Disclosure of Invention

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

In order to achieve the purpose, the present disclosure provides a vehicle body structure, including front longitudinal, front deck crossbeam and floor longeron, front longitudinal includes left front longitudinal and right front longitudinal that set up along left right direction interval, the front deck crossbeam connect in left front longitudinal with the rear end of right front longitudinal, the floor longeron is used for fixing the lower surface at the floor panel, the floor panel is located the rear of front deck crossbeam, the front deck crossbeam with be connected with the biography power structure between the floor longeron.

Optionally, the force transfer structure comprises a web, the front end of the web overlapping the front deck rail, the rear end overlapping the floor stringer, and the top surface being attached to the floor panel.

Optionally, the connecting plate is bent outwardly from the front deck rail and connected to the floor stringer.

Alternatively, the connecting plate is a structure of a little letter type opened upward, and a top surface of the structure of a little letter type is connected to a lower surface of the floor panel.

Optionally, both ends of the front deck crossbeam are provided with respectively with the front longitudinal beam with the connecting plate lapped connecting portion, connecting portion form into the first trough-shaped structure of upwards open-ended and include along relative preceding lateral wall and the back lateral wall that sets up of fore-and-aft direction and connect preceding lateral wall with the connection diapire of back lateral wall, the top edge of the opening part of first trough-shaped structure turns over to the outside in order to form preceding lateral wall turn-ups and back lateral wall turn-ups respectively, the rear end of front longitudinal beam overlap joint respectively on preceding lateral wall, preceding lateral wall turn-ups and the connection diapire, the front end of connecting plate overlap joint respectively on back lateral wall, back lateral wall turn-ups and the connection diapire.

Optionally, the rear end of front longitudinal member forms into the second slot-like structure of upwards open-ended, including longeron inside wall and longeron lateral wall and connect the longeron diapire of this longeron inside wall and longeron lateral wall, the top edge of longeron inside wall turns over outwards in order to form first longeron inside wall turn-ups, the tip of longeron inside wall turns over outwards in order to form second longeron inside wall turn-ups, the tip of longeron diapire outwards extends in order to form longeron diapire overlap joint, the tip of longeron lateral wall outwards extends in order to form longeron lateral wall overlap joint, wherein, first longeron inside wall turn-ups with preceding lateral wall turn-ups overlap joint, second longeron inside wall turn-ups with preceding lateral wall overlap joint, longeron diapire.

Optionally, the front end of connecting plate is formed as the third slot-like structure of upwards open-ended, including first inside wall and first lateral wall and connection first inside wall with the first diapire of first lateral wall, the top edge of first inside wall turns over outwards to form the first turn-ups of first inside wall, the tip of first inside wall turns over outwards to form first inside wall second turn-ups, the tip of first diapire outwards extends in order to form first diapire overlap edge, the tip of first lateral wall outwards extends in order to form first lateral wall overlap edge, wherein, the first turn-ups of first inside wall with back lateral wall turn-ups overlap joint, first inside wall second turn-ups with back lateral wall overlap joint, first diapire overlap edge with first lateral wall overlap edge respectively with connect the diapire overlap joint.

Optionally, the end of the longitudinal floor beam is formed into a fourth groove-shaped structure which is opened upwards, the fourth groove-shaped structure comprises a longitudinal floor beam inner side wall, a longitudinal floor beam outer side wall and a longitudinal floor beam bottom wall which is connected with the longitudinal floor beam inner side wall and the longitudinal floor beam outer side wall, the edge of the opening of the fourth groove-shaped structure is turned outwards to form a longitudinal floor beam inner side wall top flanging and a longitudinal floor beam outer side wall flanging respectively, and the longitudinal floor beam is connected to the lower side of the floor panel through the longitudinal floor beam inner side wall top flanging.

Optionally, the rear end of the connecting plate is formed into a fifth groove-shaped structure which is opened upwards, and the inner wall profile of the fifth groove-shaped structure is the same as the outer wall profile of the fourth groove-shaped structure and is sleeved with the outer wall profile of the fourth groove-shaped structure.

Optionally, the vehicle body structure further includes a rocker inner panel disposed on the left and right sides of the floor panel, and the floor side member is in lap joint with the rocker inner panel.

Optionally, an inner concave portion for avoiding wheels is formed on the front longitudinal beam along the wheel envelope, the front cabin cross beam is arranged at the inner concave portion, and a reinforcing plate is connected to the inner wall of the front longitudinal beam corresponding to the inner concave portion.

Optionally, the front deck cross member is disposed in front of the dash panel and attached to the dash panel, and the dash panel is attached to the front end of the floor panel.

Optionally, the vehicle body structure further comprises a front cross member connected to the floor side member.

Optionally, the front cross member is mounted to a lower surface of the floor panel adjacent to a dash panel.

Optionally, the front cross beam is a battery pack mounting front cross beam, and the floor longitudinal beam is a battery pack mounting longitudinal beam.

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

Through above-mentioned technical scheme, this body construction that openly provides can effectively promote intensity and stability of body construction when bumping before for the security performance of vehicle is higher.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is an exploded view of one embodiment of a body rail to which the present disclosure relates;

FIG. 2 is a top plan view of the body cross member provided in FIG. 1 as applied to a vehicle body structure;

FIG. 3 is a bottom perspective view of a partial structure of the vehicle body structure provided by the present disclosure, showing front side rails, a front cross member, a dash panel, and a floor panel;

FIG. 4 is a schematic view showing the connection between the front side member and the front cross member in FIG. 3;

FIG. 5 is a detail view showing the connection between the front side member and the front floor side member of FIG. 3;

FIG. 6 is a schematic view showing the connection between the front side member and the front cross member in FIG. 3;

FIG. 7 is a detail view showing the connection between the front side member and the front deck cross member of FIG. 3;

FIG. 8 is another partial structural perspective view of the vehicle body structure provided by the present disclosure illustrating inner and outer connecting plates;

FIG. 9 is a detail view of the connection of the inner connecting plate to other components of the vehicle body structure of FIG. 8;

FIG. 10 is a detail view of the connection of the outer connector plates to other components of the vehicle body structure of FIG. 8;

FIG. 11 is a first embodiment of a first variation of the vehicle body structure of FIG. 8, wherein the first and second connecting beams are formed as a one-piece X-shaped connecting beam;

FIG. 12 is a second embodiment of a first variation of the vehicle body structure of FIG. 8, wherein the first and second coupling beams are formed as split X-shaped coupling beams;

FIG. 13 is a third embodiment of a first variation of the vehicle body structure of FIG. 8, wherein the first and second connecting beams are formed as split cross-shaped connecting beams;

FIG. 14 is a first embodiment of a second variation of the vehicle body structure of FIG. 8, including a front deck rail and a coupling beam, the coupling beam and the front deck rail enclosing a triangular configuration;

FIG. 15 is a second embodiment of a second variation of the vehicle body structure of FIG. 8, including a cross member and a coupling beam in the front compartment, and the coupling beam and the cross member enclosing a triangular configuration;

FIG. 16 is a schematic view showing a third modification of the vehicle body structure of FIG. 8, in which the rear section of the front side member is formed as an inwardly curved section, and the coupling beam is coupled to the outer side thereof, the inwardly curved section and the coupling beam forming a herringbone support;

FIG. 17 is a first embodiment of a fourth variation of the vehicle body structure of FIG. 8, wherein the rear section of the front side frame is formed as an outwardly curved section, and the outwardly curved section overlaps the front cross member;

FIG. 18 is a second embodiment of a fourth modification of the vehicle body structure shown in FIG. 8, in which the rear section of the front side member is formed as an outwardly curved section, and the outwardly curved section overlaps with the front cross member and the rocker inner panel, respectively;

FIG. 19 is a third embodiment of a fourth variation of the vehicle body structure of FIG. 8, wherein a coupling beam is coupled to the inside of the outer curved section and forms a chevron support with the outer curved section;

FIG. 20 is a detail view of the connection of the coupling beam to the bowed section of FIG. 19;

FIG. 21 is a fourth embodiment of a fourth variation of the body structure of FIG. 8, wherein a center front deck rail is connected between the outside bends, and a connecting beam is connected between the center front deck rail and the front deck rail;

FIG. 22 is a detail view of the connection of the cross member to the out-turned section of the front compartment of FIG. 21;

FIG. 23 is a detail view of the connection relationship of the connection beam of FIG. 21 with the cross beam of the front compartment and the cross beam of the front compartment;

FIG. 24 is a schematic view of a fifth embodiment of a fourth variation of the vehicle body structure of FIG. 8;

FIG. 25 is a schematic view of a sixth embodiment of a fourth variation of the vehicle body structure of FIG. 8;

FIG. 26 is a schematic view of a first embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 27 is a detailed view showing the connection of the front cross member, the floor side members and the rocker inner panel in FIG. 26;

FIG. 28 is a detail view of the connection of the front cross member to the floor rail of FIG. 26;

FIG. 29 is a detailed view showing the connection between the front cross member and the rocker inner panel in FIG. 26;

FIG. 30 is a detail view from another perspective of the connection of the front cross member and the rocker inner panel in FIG. 26;

FIG. 31 is a schematic view of a second embodiment of a force transmission path of a vehicle body structure provided by the present disclosure, wherein the front cross member is connected to the rocker inner panel by an intermediate connecting plate;

FIG. 32 is another schematic view of a second embodiment of a force transfer path for a vehicle body structure provided by the present disclosure, wherein the front cross member, the floor side member, and the rocker inner panel are connected by an intermediate connecting plate;

FIG. 33 is a schematic view of a third embodiment of a force transfer path for a vehicle body structure provided by the present disclosure, wherein the front cross member is connected to the rocker inner panel by a floor rail;

FIG. 34 is another schematic view of a third embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 35 is a schematic view of a first example of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 36 is a schematic view of a second example of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 37 is a schematic view of a third example of a fourth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 38 is a schematic view of a first example of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 39 is a detail view of the connection between the front side member and the front deck rail of FIG. 38;

FIG. 40 is another perspective detail view of the connection of the front rail and the front deck rail of FIG. 38;

FIG. 41 is a detail view of the connection plate to the front deck rail of FIG. 38;

FIG. 42 is a detail view of the connection plate to the front cross member of FIG. 38;

FIG. 43 is a schematic view of a second example of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 44 is a schematic view of a third example of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 45 is a schematic view of a fourth example of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 46 is a schematic view of a fifth example of a fifth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 47 is a schematic view of a sixth embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 48 is a detail view showing the connection relationship between the connecting plate and the inner sill panel in FIG. 47;

FIG. 49 is a schematic view of a seventh embodiment of a force transmission path of a vehicle body structure provided by the present disclosure;

FIG. 50 is a detail view of the connection of the web to the floor rail of FIG. 49;

FIG. 51 is a schematic view of a load frame in a vehicle body structure provided by the present disclosure;

FIG. 52 is another schematic view of a load frame in the vehicle body structure provided by the present disclosure, wherein a battery tray is shown;

FIG. 53 is still another schematic view of the load frame in the vehicle body structure provided by the present disclosure, wherein the battery tray is formed as a split-type structure;

FIG. 54 is a structural schematic view of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure, showing the cross crush plates and center tunnel cover;

FIG. 55 is a schematic view showing the positional relationship of the cross brace, floor panel and front cross member of FIG. 54;

FIG. 56 is a bottom perspective view of the floor panel in the vehicle body structure provided by the present disclosure, with a gap formed between the center channel and the front cross member;

FIG. 57 is a schematic view of a variation of the gap in FIG. 56;

FIG. 58 is a schematic illustration of the connection of a center tunnel cover to a front deck rail in a vehicle body structure provided by the present disclosure;

FIG. 59 is a schematic view of the connection of the center tunnel cover to the dash panel in the vehicle body structure provided by the present disclosure;

FIG. 60 is another structural schematic view of the upper surface of the floor panel in the vehicle body structure provided by the present disclosure;

FIG. 61 is a schematic view of the positional relationship of the cross brace, floor panel and front cross brace of FIG. 60;

FIG. 62 is an enlarged detail view of FIG. 61;

FIG. 63 is a schematic view of the relationship between the longitudinal platen attachment plate and the front rail of FIG. 60;

FIG. 64 is a schematic view of a force transfer path for a superstructure in a body structure provided by the present disclosure, wherein a front rail is connected to a vehicle A-pillar by a force transfer connector;

FIG. 65 is an exploded view of FIG. 64;

FIG. 66 is a schematic view of the connection of the front side member to the A-pillar of the vehicle of FIG. 64;

FIG. 67 is a top view of one embodiment of a vehicle body structure provided by the present disclosure;

FIG. 68 is a bottom view of an embodiment of a vehicle body structure provided by the present disclosure;

FIG. 69 is a perspective view of one embodiment of a vehicle body structure provided by the present disclosure;

FIG. 70 is another perspective view of an embodiment of a vehicle body structure provided by the present disclosure.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, terms of orientation such as "up, down, left, right, front, and rear" are used with reference to the up-down direction, the left-right direction, and the front-rear direction of the vehicle, and specifically, in the drawings, the X direction is the front-rear direction of the vehicle, where the side to which the arrow points is "front" and vice versa is "rear"; the Y direction is the left and right direction of the vehicle, wherein, the side pointed by the arrow is 'right', otherwise, 'left'; the Z direction is the up-down direction of the vehicle, wherein, the side pointed by the arrow is up, and the other side is down; "inside and outside" are defined with reference to the outline of the corresponding member, for example, inside and outside of a vehicle defined with reference to the outline of the vehicle, and the side near the middle of the vehicle is "inside" and vice versa. The above definitions are merely provided to aid in the description of the present disclosure and should not be construed as limiting.

In the present disclosure, all "cross members" refer to beams extending in the vehicle lateral direction, and all "side members" refer to beams extending in the vehicle longitudinal direction. The term "front side member" refers to a side member extending rearward from a front bumper cross member of the vehicle body structure. "rear side rail" refers to a side rail in a vehicle body structure that extends previously from a rear bumper beam of a vehicle. The longitudinal members are generally two and arranged symmetrically with respect to the front-rear center line of the vehicle, and for example, the "front longitudinal member" generally includes a "left front longitudinal member" and a "right front longitudinal member" arranged at a spacing in the left-right direction. In addition, "frontal impact" in the present disclosure refers to a situation in which the front portion of the vehicle is subjected to an impact, and "side impact" refers to a situation in which the side surface of the vehicle is subjected to an impact. In addition, the terms "front compartment", "passenger compartment", "dash panel", "floor panel", "rocker inner panel", and the like, which are referred to in the embodiments of the present disclosure, are, without other specific explanations, defined as their meanings known in the art.

In addition, terms such as "connect", "mount", "connect", "fix", and the like, which are not specifically described and limited, may be broadly construed, and may be implemented in a non-detachable manner such as welding, a detachable manner such as bolts, or an integrally formed manner such as molding, which are well known to those skilled in the art.

The following detailed description of some embodiments will be made in conjunction with the accompanying drawings. Wherein for ease of description the present disclosure first introduces some of the features of the present disclosure. Such as the body rails described below.

[ vehicle body Cross Member ]

According to a first aspect of the present disclosure, a vehicle body cross member 200 is provided. A specific embodiment of a vehicle body cross member 200 provided by a first aspect of the present disclosure is shown in fig. 1 and 2. The cross-member 200 may include a channel-shaped cross-member body and a support member connected to the channel-shaped cross-member body and enclosing at least a portion of the channel-shaped cross-member body to form a support structure having a closed cross-section, which can increase the strength of the cross-member 200 to effectively resist forces in the longitudinal direction, such as collision impact.

When the vehicle body cross member 200 provided in the first aspect of the present disclosure is applied to a vehicle body structure, the vehicle body cross member 200 may serve as a load bearing structure for other elements of a vehicle, for example, as a battery pack mounting cross member (e.g., a battery pack mounting front cross member). When the vehicle bumps in the front, namely, the vehicle bumps in the front-rear direction, the vehicle body cross beam 200 is used for absorbing impact energy, the supporting structure with the closed cross section enables the overall strength of the vehicle body cross beam 200 to be higher and the stability to be better, and the vehicle body cross beam 200 is guaranteed to be not easy to deform when being impacted, so that a battery pack positioned behind the battery pack mounting front cross beam is prevented from possibly igniting due to the fact that the battery pack is impacted or extruded to deform, and other parts and passengers of the vehicle are protected.

Specifically, the trough-shaped cross beam body may include a cross beam bottom wall 201 and cross beam side walls 202 located on two sides of the cross beam bottom wall 201, the support members are formed as supporting plates 203 connected between the cross beam side walls 202, so that the trough-shaped cross beam body and the supporting plates 203 enclose a supporting structure with a square cross section to improve the strength of the vehicle body cross beam 200, and the trough-shaped cross beam body has a regular outer contour, which is beneficial to increasing the applicability of the vehicle body cross beam 200, and is convenient for the vehicle body cross beam 200 to be mounted with other components in the vehicle body structure, such as a front longitudinal beam 100, a floor longitudinal beam 110, a sill inner panel 500, and the like in.

Further, in order to ensure the stability of the support structure, the side edges of the stay plates 203 extending in the left-right direction are folded upward to form stay plate flanges, so that the stay plates 203 can be welded to the two beam side walls 202 through the stay plate flanges. In actual production and manufacturing, a cavity surrounded by the groove-shaped cross beam body and the supporting plates 203 can be further provided with a reinforcing structure, such as a welded metal plate or a filled CBS (composite reinforced material) material, so as to further improve the capability of the car body cross beam 200 in bearing impact and reduce the deformation amount of the car body cross beam 200 in collision.

The stay plate 203 may be formed in any suitable structure, for example, a wave-shaped plate extending along the length direction of the channel-shaped beam body, as shown in fig. 1, as another possible embodiment, the stay plate 203 may include a flat plate 204 parallel to the beam bottom wall 201 and inclined plates 205 extending from the left and right sides of the flat plate 204 to the beam bottom wall 201 obliquely downward to support the channel-shaped beam body better during collision, so that collision force can be transmitted from one side beam sidewall 202 to the other side beam sidewall 202 through the flat plate 204 and the inclined plates 205, which is beneficial to the dispersion of collision energy, and the transmission of collision force from one side beam sidewall 202 to the other side beam sidewall 202 through the flat plate 204 is improved, thereby preventing the one side beam sidewall 202 from being subjected to too large impact and bending or breakage, which may cause damage to other elements of the vehicle or passengers in the vehicle.

Specifically, fagging 203 can be a few style of calligraphy structures along left and right directions, a few style of calligraphy structures include dull and stereotyped 204 and swash plate 205, and follow swash plate 205 along the end plate 206 that crossbeam diapire 201 extends, on end plate 206 laminating and being fixed in crossbeam diapire 201, concrete fixed mode can be for the welding, promptly, this fagging 203 all has the relation of connection with crossbeam diapire 201 and both sides crossbeam lateral wall 202, thereby can guarantee this mouthful stability of style of calligraphy cross section's bearing structure, avoid causing fagging 203 and trough-shaped crossbeam body to separate because of the collision.

In order to further promote automobile body crossbeam 200's intensity, the fagging strengthening rib 207 that extends along the fore-and-aft direction has been arranged on the fagging 203, bump the effort before bearing, avoid to a certain extent that fagging 203 buckles and strut both sides crossbeam lateral wall 202 and realize the effort and transmit between both sides crossbeam lateral wall 202, the quantity and the mode of setting up of fagging strengthening rib 207 can be according to actual need optional, this disclosure does not do specific restriction to this, fagging strengthening rib 207 can be made with fagging 203 integrated into one piece, also can connect in fagging 203 through modes such as welding.

In this embodiment, referring to fig. 1 and 2, the supporting members may be multiple and sequentially disposed along the channel-shaped cross member body, so that the difficulty in manufacturing and mounting the supporting members can be reduced, the strength of the cross member 200 along the length direction thereof can be uniformly distributed, and the capability of the cross member 200 to bear impact can be improved as a whole. In other possible embodiments, the support member may be substantially the same as the dimension of the cross member body in the longitudinal direction, that is, one support member may be used to support the cross member side wall 202 of the channel-shaped cross member body, or a plurality of support members may be provided at intervals in the longitudinal direction of the channel-shaped cross member body depending on the collision force receiving position of the vehicle body cross member 200.

The vehicle body cross member 200 provided by the present disclosure can be applied to a cross member at any position in a vehicle body structure, for example, a cross member that overlaps with an end portion of a side member, that is, a side member is stopped at the vehicle body cross member 200. In some embodiments of the present disclosure, the vehicle body cross member 200 may be a front cross member 210, and the front cross member 210 may be a vehicle body cross member fixed to a lower surface of the floor panel 300, may be a vehicle body cross member mounted near the dash panel 320, may be a vehicle body cross member mounted near a front end of the rocker inner panel 500, may be a vehicle body cross member disposed in front of the front seat mounting cross member, or may be a vehicle body cross member mounted near a lower end of the a-pillar inner panel 340, and the front cross member 210 may be positioned below a passenger compartment of the vehicle. The distance from the front cross beam to the front end of the sill inner panel 500 may be 30mm to 1000mm, and when the front cross beam is mounted close to the front end of the doorframe inner panel 500, the distance from the front cross beam to the front end of the sill inner panel is 30mm to 140 mm. In addition, depending on the vehicle type, the front cross member may be located at a position of a front middle floor connecting plate known in the art, which is approximately 1000MM from the front end of the rocker inner panel 500 in some embodiments. In various possible embodiments, the distance between the front cross member and the front end of the rocker inner panel 500 may be 60/80/120/200/300/450/600/700/850/950mm or the like.

In some embodiments, the front cross member 210 overlaps the rear end of the front side member 100, i.e., the front side member 100 ends at the front cross member 210. The front cross member 210 may also serve as a battery pack mounting front cross member for mounting a battery pack, and specifically, a battery tray fastening hole 701 may be opened in the vehicle body cross member 200 to mount a battery tray carrying a battery pack thereto by a fastener. It should be noted that the front cross member 210 may satisfy any one or more of the above-mentioned limitations, for example, the front cross member 210 is mounted on the lower surface of the floor panel while being adjacent to the dash panel.

In addition, a connecting plate may be disposed between the side member and the cross member 200 to improve the stability of the connection between the side member and the cross member 200 and to facilitate the distribution of the force from the side member to the cross member 200. In this way, the groove-shaped cross member body of the vehicle body cross member 200 may be formed with connecting sections for connecting with the side members and the connecting plates, respectively, in the left-right direction, and the outer surfaces of the corresponding connecting sections may be lapped with the side members and the connecting plates, respectively. When only one of the longitudinal beam or the connecting plate is in lap joint with the connecting section, the connecting section is the longitudinal beam connecting section or the connecting plate connecting section.

Therefore, the position of the stay plate reinforcing ribs 207 and/or the inclined plate 205 can be arranged corresponding to the connecting section, when the vehicle is impacted along the front-rear direction, the vehicle body cross beam 200 can bear the collision force transmitted by the longitudinal beam, the stress of the connecting section at the lap joint position of the longitudinal beam and the connecting plate is the largest, the stay plate reinforcing ribs 207 and the inclined plate 205 can provide support for the groove-shaped cross beam body and bear the collision impact, the vehicle body cross beam 200 is prevented from deforming at the connecting section, and the anti-collision capacity of the vehicle body structure is improved.

For example, in some embodiments of the vehicle body structure described below, the vehicle body cross member 200 is formed as a front cross member 210, and the front cross member 210 is connected to rear ends of left and right front side members, respectively, that is, the front side member 100 is rearwardly terminated by the front cross member 210, and more specifically, the rear end of the front side member 100 is connected only to the front cross member 210, that is, in the present embodiment, the rear end of the front side member is not connected to other members but is connected only to the front cross member 210, and in other embodiments, the rear end of the front side member 100 may be rearwardly terminated by the front cross member 210 while extending outward to both sides of a rocker inner panel 500 or the like. Correspondingly, in this embodiment, the connection section includes a first connection section and a second connection section which are spaced and symmetrically arranged along the length direction of the trough-shaped cross beam body, the first connection section is used for connecting the corresponding front longitudinal beam 100, the second connection section is used for connecting the corresponding connection plate, the connection plate can be arranged on the inner side and/or the outer side of the front longitudinal beam 100 according to actual needs, the bracing plate 203 includes a first bracing plate 203A and a second bracing plate 203B (refer to fig. 2) which are spaced and arranged along the length direction of the trough-shaped cross beam body, the inclined plate 205 at the outer end of the first bracing plate 203A is aligned with the outer end of the first connection section along the front-back direction, and the inclined plate 205 at the outer end of the second bracing plate 203B is aligned with the outer end of the second connection. In the present disclosure, "alignment" means that projections of two components in a certain direction (for example, a front-back direction or an up-down direction in the present disclosure) are at least partially overlapped.

Specifically, the link plates may be disposed inside the respective front side members 100, for example, formed as inner link plates 410 described below, and accordingly, the first link sections and the second link sections include adjacently disposed longitudinal member link sections and link plate link sections, respectively, the link plate link sections being located inside the respective longitudinal member link sections for connecting the inner link plates 410, the gusset plates 203 further include third gusset plates 203C sequentially connected between the first gusset plate 203A and the second gusset plate 203B, and the sloping plates 205 at both ends of the third gusset plates 203C are aligned with inner ends of the respective link plate link sections in the front-rear direction, respectively.

In this embodiment, the bottom wall of the channel beam body is provided with a first mounting hole 701a, the cross member 200 further includes a reinforcing plate 208 covering the cross member bottom wall 201, the reinforcing plate 208 is provided with a second mounting hole 701b coaxial with the first mounting hole 701a to increase the strength of the cross member 200 at the opening position, and the first mounting hole 701a and the second mounting hole 701b can be used for mounting a vehicle component such as a battery tray carrying a battery pack, that is, the first mounting hole 701a and the second mounting hole 701b are the above-mentioned battery tray fastening hole 701.

Specifically, the trough-shaped cross beam body has an upward opening, and the top edge is turned outward to form a cross beam opening flange 200a extending in the length direction of the trough-shaped cross beam body, so that, when the vehicle body cross beam 200 provided by the first aspect of the present disclosure is applied to a vehicle body structure, the vehicle body cross beam 200 can be welded to the lower surface of the floor panel 300 through the cross beam opening flange 200a, so that the vehicle body cross beam 200 and the floor panel 300 jointly form a support structure with a closed cross section, the strength of the floor panel is improved to reduce the collision deformation of the floor panel, and the floor panel 300 can be prevented from being turned upward excessively when a frontal collision occurs, and the deformed floor panel 300 is prevented from entering the passenger compartment to hurt passengers or compress living spaces in the passenger compartment. Further, the end of the cross member side wall 202 may be folded inward or outward to form a cross member end flange 200b, and the end of the cross member bottom wall 201 may be extended outward to form a cross member bottom wall overlap 200c, so that the vehicle body cross member 200 can be overlapped with other parts of the vehicle body structure, such as the floor side member, the rocker inner panel, and the like, through the cross member end flange 200b and the cross member bottom wall overlap 200 c.

While the foregoing describes some of the components of the vehicle body structure, such as the body rails, the vehicle body structure in some embodiments will be described in its entirety below.

[ vehicle body Structure ]

The present disclosure also provides a vehicle body structure according to a second aspect of the present disclosure, some embodiments of which are illustrated in fig. 3 to 70. In which a vehicle body structure may include a front side member 100, a floor panel 300, and a front cross member 210, and a dash panel 320 is connected to a front end of the floor panel 300, as shown in fig. 3, a passenger compartment of the vehicle is defined behind the dash panel 320 and above the floor panel 300.

The front cross member 210 is fixed to the lower surface of the floor panel 300 and the rear end of the front side member 100 is connected to the front cross member 210, that is, the front side member 100 is stopped at the front cross member 210, so that support is formed for the rear end of the front side member 100 at the time of vehicle frontal collision, thereby dispersing the collision impact force transmitted by the front side member 100 and preventing the rear section of the front side member 100 from being deformed to intrude into the passenger compartment. Further, fixedly attaching the front cross member 210 to the lower surface of the floor panel 300 can play a role of reinforcing the floor panel 300, and prevent the floor panel 300 from being excessively deformed, folded over, or the like to press the passenger compartment during collision (including frontal collision and side collision). Alternatively, the width of the front side member 100 in the left-right direction is largest 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 more stably overlap the front side member 100 by the larger junction width.

In order to adapt to the overall structure of the vehicle and ensure that the front part of the vehicle has sufficient installation space, the front longitudinal beam 100 comprises a left front longitudinal beam and a right front longitudinal beam which are arranged at intervals along the left-right direction, the connection points of the left front longitudinal beam and the right front longitudinal beam and the front cross beam 210 are symmetrically arranged about the central point of the front cross beam 210 in the left-right direction and are respectively positioned at the golden section point between the central point and the end part of the front cross beam 210 and close to the end part, so that one front cross beam can better bear the backward transmission force of the two front longitudinal beams, and the collision safety of the vehicle body structure is better. In addition, projections in the Z direction of the front and rear ends of the front side member 100 are shifted in the Y direction by a distance of not more than 80mm in order to accommodate the vehicle body structure. That is, the projections of the rear end and the front end of the front side member do not deviate excessively in the left-right direction, thereby ensuring that the straightness of the front side member in the left-right direction is good, and ensuring the strength of the front side member.

In the present embodiment, as shown in fig. 4 and 5, the front cross member 210 is formed in a channel-like structure that opens upward, and includes a cross member bottom wall 201 and cross member side walls 202, an upper edge of the opening of the channel-like structure of the front cross member 210 is folded outward to form a cross member opening flange 200a that extends in the left-right direction, and the front cross member 210 is connected to the lower surface of the floor panel 300 by the cross member opening flange 200a, so that the floor panel 300 also constitutes a part of a force transmission path of the vehicle body structure to assist in dispersing the impact force of the collision transmitted by the front side member 100, and at the same time, the front cross member 210 and the floor panel 300 enclose a support structure having a square cross section, which enhances the impact resistance of the vehicle body structure and helps in reducing the impact. The ends of the cross member side walls 202 may also be turned inward or outward to form cross member end flanges 200b extending in the up-down direction, and the ends of the cross member bottom portions extend outward to form cross member bottom wall beads 200c extending in the front-rear direction, so that the front cross member 210 can be lapped with other parts of the vehicle body structure, such as the floor side members 110, the rocker inner panel 500, etc., referred to in some embodiments below, via the cross member end flanges 200b and the cross member bottom wall beads 200 c.

As shown in fig. 4 and 5, the front side member 100 may be connected to the front cross member 210 by any suitable means, and in order to ensure that the connection relationship between the front side member 100 and the front cross member 210 is stable, the front side member 100 may overlap with the cross member bottom wall 201, the cross member side wall 202, and the cross member opening flange 200a, respectively. Specifically, the rear end of the front longitudinal beam 100 may also be formed into an upward opening groove-shaped structure, and includes a longitudinal beam bottom wall 103 and a longitudinal beam side wall 104, an upper edge of an opening of the groove-shaped structure at the rear end of the front longitudinal beam 100 is folded outward to form a first longitudinal beam flange 100a extending in the front-rear direction, an end of the longitudinal beam side wall 104 is folded outward to form a second longitudinal beam flange 100b extending in the up-down direction, and an end of the longitudinal beam bottom wall 103 is extended outward to form a longitudinal beam bottom wall overlapping edge 100c extending in the left-right direction, where the first longitudinal beam flange 100a overlaps with the cross beam opening flange 200a, the second longitudinal beam flange 100b overlaps with the cross beam side wall 202, and the longitudinal beam bottom wall overlapping edge 100c overlaps with the cross beam bottom wall.

As shown in fig. 3 and 6, the front side member 100 includes a left front side member and a right front side member which are spaced apart from each other in the left-right direction, and the front side member 100 includes an inner concave portion 105 formed along a wheel for avoiding the wheel, so as to be adapted to the overall structure of the vehicle body, and in order to prevent the front side member 100 from being bent at the inner concave portion 105 during a frontal collision, the dash panel 320 is intruded or other elements located at the front of the vehicle are pressed, and a reinforcing panel is attached to the inner wall of the front side member 100 at a position corresponding to the inner concave portion 105. The left front longitudinal beam and the right front longitudinal beam can be connected with a front cabin cross beam 220, the front cabin cross beam 220 is arranged in front of the front coaming 320 and can be connected to the front coaming 320 so as to be used for stopping the vehicle front element from moving backwards, and can also play a role in reinforcing the front coaming 320, so that the front coaming 320 is not easy to deform in collision. Additionally, in some embodiments, the front deck rail 220 may also be spaced forward of the dash panel 320 without being connected to the dash panel.

Furthermore, the front cross member 220, the left front side member, the front cross member 210 and the right front side member can enclose a closed-loop frame, so that the strength of the vehicle body structure of the part is higher, the part can bear larger initial collision load and backward impact of vehicle front parts, and force can be transferred by the front cross member 220 and the front cross member 210, the deformation of the front part of the vehicle is reduced, and passengers and vehicle elements such as a battery pack arranged behind the front cross member 210 are protected. The front deck rail 220 may also be connected to the inner recess 105 of the front side member 100 to form a support for the front side member 100 to prevent the front side member 100 from being bent.

The front deck rail 220 may be attached to the left and right front side rails in any other suitable manner. Specifically, to ensure that the connection relationship between the front cross member 220 and the front side member 100 is stable, as shown in fig. 7, the front side member 100 is formed into a groove-like structure extending in the vehicle front-rear direction and opening upward corresponding to the position where the front cross member 220 is connected, and includes a first side member bottom wall 101 and a first side member side wall 102, an upper edge of the opening of the groove-like structure of the front side member 100 is folded outward to form a first side member side wall folded edge 102a extending in the front-rear direction, the front cross member 220 is formed into a groove-like structure opening upward, and an end of the groove-like structure of the front cross member 220 is connected at least to the first side member bottom wall 101, so that the front cross member 220 can better stop the movement of the vehicle front element. Alternatively, the front deck rail 220 may be attached to the left and right front side rails in any other suitable manner.

Correspondingly, the edge of the opening of the groove-shaped structure of the front deck beam 220 is folded outwards (i.e., folded forwards or backwards) to form a first flange 220a extending in the left-right direction, the end part of the front deck beam 220 is folded outwards (i.e., folded forwards or backwards) to form a second flange 220b extending in the up-down direction, and the end part of the front deck beam is also formed with a third flange 220c extending in the front-back direction, wherein the first flange 220a is overlapped with the first longitudinal beam side wall flange 102a, the second flange 220b is overlapped with the first longitudinal beam side wall 102, and the third flange 220c is overlapped with the longitudinal beam bottom wall 103.

The front deck cross member 220 may be formed in a sectional structure so as to be easily manufactured, the front deck cross member 220 may include a cross member body and end connection sections connected to both ends of the cross member body, and the opening width of the groove-shaped structure of the front deck cross member 220 gradually increases from the cross member body to the end connection sections, so that each of flanges lapped with the front longitudinal member 100 is easily processed. In an alternative embodiment, the front deck rail 220 may also be formed as a unitary structure.

Since the collision impact force is mainly concentrated on the rear section of the front side member 100 and then dispersed toward the rear of the vehicle through other vehicle 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 to prevent the rear section of the front side member 100 from deforming to press the dash panel 320. Therefore, as shown in fig. 8 to 10, the vehicle body structure may further include one or both of an inner link plate 410 and an outer link plate 420 to be able to function to reinforce and right the rear section of the front side member 100.

Specifically, the inner connection plate 410 is connected to the inner side of the front side member 100 and located between the front cross member 220 and the front cross member 210, and the inner connection plate 410 may be further connected to at least one of the front cross member 220 and the front cross member 210, so that the inner connection plate 410 may also assist in dispersing the impact force of the collision, and prevent the rear section of the front side member 100 from being excessively bent, which may cause the dash panel 320 to deform and crush the passenger compartment space.

As shown in fig. 8 and 9, the inner connecting plate 410 may include an inner connecting bottom wall 411, the inner connecting bottom wall 411 having an inner connecting plate first edge, an inner connecting plate second edge, an inner connecting plate third edge and an inner connecting plate fourth edge connected end to end, the inner connecting plate first edge extending along the front cross member 210 and overlapping the front cross member 210, the inner connecting plate second edge extending along the front side member 100 and overlapping the front side member 100, since the front deck beam 220 is located above the front beam 210 in the up-down direction, the third edge of the inner connecting plate is connected with the first inner connecting sidewall 412 extending upward at an angle to adapt to the position relationship between the front deck beam 220 and the front beam 210 in the up-down direction, the first inner connecting sidewall 412 is overlapped with the front deck beam 220, the fourth edge of the inner connecting plate is connected with the second inner connecting sidewall 413 extending upward, and the second inner connecting sidewall 413 is overlapped with the front beam 210.

In detail, referring to fig. 9, the first edge of the inner connecting plate extends outward to form a first overlapping edge 410a of the inner connecting plate extending in the left-right direction, the upper edge of the second inner connecting sidewall 413 is folded outward to form a first second inner connecting sidewall folded edge 410b extending in the front-rear direction, and the end of the second inner connecting sidewall 413 near the first edge of the inner connecting plate is folded outward to form a second inner connecting sidewall folded edge 410c extending in the up-down direction. Wherein:

the first overlapping edge 410a of the inner connecting plate is overlapped with the bottom wall 201 of the cross beam, the first flanging 410b of the second inner connecting side wall is overlapped with the opening flanging 200a of the cross beam, and the second flanging 410c of the second inner connecting side wall is overlapped with the side wall 202 of the cross beam;

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 stringer bottom wall 103;

the upper edge of the first inner connecting sidewall 412 is folded outward to form a first inner connecting sidewall flange 410e, and the first inner connecting sidewall flange 410e overlaps with the groove wall of the groove-like structure of the front deck cross member 220.

The inner connecting plate 410 can be provided with a reinforcing structure by welding metal plates and other modes, so that the strength of the rear section of the front longitudinal beam 100 is further enhanced, and the front longitudinal beam 100 rear section is prevented from being bent to invade the front wall panel 320 due to collision.

As shown in fig. 8 and 10, the outer connecting plate 420 is disposed outside the front side frame 100, and can be connected to the front side frame 100 and the front cross member 210 to reinforce the front side frame 100, and can also be applied to a small offset collision of a vehicle, that is, a collision occurs outside the front side frame 100, at this time, the front side frame 100 is subjected to a small force, the effect of collapsing and absorbing energy is poor, and the vehicle body structure is easily deformed and the passenger compartment is squeezed as the wheels bear the collision and retreat to press the a pillar and the dash panel 320 of the vehicle.

Since the outer link plate 420 is located outside the front side member 100 and overlaps the front side member 100 and the front cross member 210, respectively, in a small offset collision, the outer link plate 420 can withstand a wheel collision and transmit force to the front side member 100 and the front cross member 210, and further, the outer link plate 420 can also extend outward to overlap the rocker inner panel 500, so that the force of the small offset collision can also be transmitted to the rear of the vehicle through the rocker inner panel 500 to reduce deformation of the a-pillar and the dash panel 320 of the vehicle caused by the collision impact. When the front longitudinal beam 100 is stressed in a large manner, collision impact force can also be dispersed to transfer force through the outer connecting plate 420, and the front longitudinal beam 100 is prevented from being bent at the rear section and deforming to invade the vehicle front wall plate 320.

Specifically, referring to fig. 10, the outer joint plate 420 may include an outer joint bottom wall 421, the outer joint bottom wall 421 is formed in a quadrilateral shape and has an outer joint plate first edge, an outer joint plate second edge, an outer joint plate third edge and an outer joint plate fourth edge which are sequentially connected end to end, wherein the outer joint plate first edge extends along the front cross member 210 and overlaps with the front cross member 210, the outer joint plate second edge extends along the front longitudinal member 100 and overlaps with the front longitudinal member 100, an outer joint side wall 422 which extends upward is connected to the outer joint plate third edge, and the outer joint side wall 422 also overlaps with the front longitudinal member 100, and the outer joint plate fourth edge extends along the threshold inner plate 500 and overlaps with the threshold inner plate 500.

In detail, the outer link plate first edge extends outward to form an outer link plate first overlapping edge 420a extending in the left-right direction, the outer link plate first overlapping edge 420a overlapping with the cross beam bottom wall 201; the second edge of the outer connecting plate extends outwards to form an outer connecting plate second overlapping edge 420b extending along the front-back direction, the upper edge of the outer connecting side wall 422 is turned outwards to form an outer connecting side wall first turned edge 420c, the end part of the outer connecting side wall 422 close to the second edge of the outer connecting plate is turned outwards to form an outer connecting side wall second turned edge 420d extending along the up-down direction, wherein the outer connecting plate second overlapping edge 420b is overlapped with the bottom wall 103 of the longitudinal beam; the first outer connecting sidewall flange 420c is overlapped with the first longitudinal beam flange 100 a; the outer connecting side wall second flange 420d is lapped with the longitudinal beam side wall 104; the outer web fourth edge extends outwardly to form an outer web fourth overlapping edge 420 e; the end of the outer connecting sidewall 422 near the fourth edge extends outward to overlap the end of the rocker inner panel 500. Further, the outer link plate 420 is also overlapped with the dash panel 320 by an outer link side wall first burring 420 c.

In the present embodiment, as shown in fig. 8 and 10, the outer link plate 420 is formed substantially in a trapezoidal structure in which the length of the second edge of the outer link plate is greater than the length of the fourth edge of the outer link plate, and the third edge of the outer link plate is arc-transitioned between the second edge of the outer link plate and the fourth edge of the outer link plate to avoid the wheel. Therefore, during frontal collision, the outer connecting plate 420 can disperse the collision impact force concentrated on the rear section of the front side member 100 to the rear of the rocker inner panel 500 and the vehicle body structure, so as to reduce the collision extrusion strength borne by the rear section of the front side member 100, and the trapezoidal structure of the outer connecting plate 420 enables the front side member 100 to have good lateral stability and to be difficult to bend.

In order to improve the strength of the outer link plate 420, particularly in response to the above-mentioned small offset collision, the outer link plate 420 is further provided with a reinforcing structure for supporting the forward and backward acting force. Specifically, the reinforcing structure may be formed as a bead extending from the first edge of the outer link plate toward the third edge of the outer link plate, and the projection of the wheel on the outer link plate 420 in the front-rear direction at least partially coincides with the end of the bead to bear the impact of the wheel, or alternatively, the reinforcing structure may be formed as a sheet metal or filled with CBS (composite reinforcement material).

In actual manufacturing, the vehicle body structure composed of the front side member 100, the inner joint plate 410 and the outer joint plate 420 may have various modifications or alternative ways, such as increasing the material thickness of the rear section of the front side member 100 by reinforcement to be able to function to reinforce and transmit power to the rear section of the front side member 100. Specifically, a first modification may be seen in fig. 11 to 13, in which the vehicle body structure includes a front side member 100 and an outer connecting plate 420, the inner side of the front side member 100 is not supported by the inner connecting plate 410, but a first connecting beam 810 and a second connecting beam 820 that are connected to each other at an angle are provided on a closed-loop frame surrounded by the front deck cross member 220, the left front side member, the front cross member 210, and the right front side member to form a cross force transmission inside the closed-loop frame, and the closed-loop frame can be partitioned into a plurality of sub-frames to increase the strength of the closed-loop frame and to form a support for the closed-loop frame. Specifically, as shown in fig. 11 and 12, the first and second connection beams 810 and 820 may be formed as X-shaped connection beams, four ends of which overlap corners of the closed-loop frame, respectively, to reinforce the strength of the corner positions of the closed-loop frame; or as shown in fig. 13, the first connection beam 810 and the second connection beam 820 are formed as a cross-shaped connection beam, wherein the first connection beam 810 extends in the front-rear direction and both ends thereof overlap with the front deck cross member 220 and the front cross member 210, respectively, and the second connection beam 820 extends in the left-right direction and both ends thereof overlap with the left front side member and the right front side member, respectively, so as to be able to increase a force transmission path upon vehicle collision; alternatively, the connection beam 800 is formed as a V-shaped connection beam, wherein the front ends of the first connection beam 810 and the second connection beam 820 overlap at the connection position of the front deck cross beam 220 and the front longitudinal beam 100, respectively, and the rear ends thereof overlap at the middle section of the front cross beam 210 in an intersecting manner, so that the first connection beam 810 and the second connection beam 820 form a herringbone support structure with the corresponding outer connection plate 420, respectively. Specifically, the first coupling beam 810 and the second coupling beam 820 may have various coupling forms, for example, the first coupling beam 810 and the second coupling beam 820 may be formed as a split structure, as shown in fig. 12 and 13, wherein the first coupling beam 810 is provided with an installation groove 811 intersecting with the extending direction of the first coupling beam 810, and the second coupling beam 820 overlaps with the first coupling beam 810 through the installation groove 811; or the first coupling beam 810 and the second coupling beam 820 are integrally formed (refer to fig. 11) to simplify the assembly process.

A second modification is shown in fig. 14 and 15, in which the vehicle body structure includes a front side member 100 and an outer link plate 420, and a front quarter center cross member 270 is further attached to the left and right front side members, the center front cross member 270 is spaced between the

front cross members

220, 210, to increase support to the rear section of the front side member 100, in order to increase the force transmission path for collision at the front part of the vehicle and further improve the strength of a closed-loop framework formed by the front cabin cross beam 220, the left front longitudinal beam, the front cross beam 210 and the right front longitudinal beam, two connecting beams 800 are connected between the front cabin cross beam 220 and the front cross beam 210, the two connecting beams 800 are respectively intersected with the front cabin middle cross beam 270, so that the collision impact force concentrated on the rear section of the front side member 100 can be dispersed over the front deck cross member 220, the front deck center cross member 270, the connecting beam 800, and the front cross member 210 to prevent the rear section of the front side member 100 from collapsing into the dash panel 320.

Specifically, two of the connecting beams 800 may be disposed at an angle, for example, as shown in fig. 14 and 15, and the corner formed by the two connecting beams 800 and the front deck beam 220 or the front beam 210 enclose a triangle, so as to form a triangle reinforcing structure by the stability of the triangle. Alternatively, the two connection beams 800 may extend in the front-rear direction and be arranged in parallel.

In detail, the coupling beam 800 may have any suitable structure, for example, in the embodiment shown in fig. 14, the coupling beam 800 forms an upward-opening U-shaped groove structure and includes a bottom wall 801 and two side walls 802, two ends of the side wall 802 of the U-shaped groove structure are respectively folded outwards to form a coupling beam flange 800a extending up and down, and an end of the bottom wall extends outwards to form a coupling beam overlapping edge 800b extending in the left-right direction, wherein the bottom wall 801 overlaps with the cross beam 270 in the front cabin, the coupling beam flange 800a and the coupling beam overlapping edge 800b at one end overlap with the groove wall of the groove structure of the cross beam in the front cabin, the coupling beam flange 800a at the other end overlaps with the cross beam side wall 202, and the coupling beam overlapping edge 800b overlaps with the cross beam bottom wall 201; the front deck center cross member 270 is formed into a groove-like structure that opens upward, the upper edge at the opening of the groove-like structure of the front deck center cross member 270 is turned over outward to form a front deck center cross member opening flange 270a that extends in the left-right direction, and the front deck center cross member opening flange 270a overlaps the bottom wall 801.

In a third modification, as shown in fig. 16, the front longitudinal beam 100 is bent inward from the connection position of the front deck beam to form an inward bent section, the inward bent section extends backward to the front beam 210, in order to form a support for the rear section of the front longitudinal beam 100, a connection beam 800 may be further provided on the outer side of the inward bent section, the connection beam 800 is provided between the front longitudinal beam 100 and the front beam 210, and is arranged in a herringbone shape with the inward bent section to form a support for the inner bent section, which has an effect of reinforcing the rear section of the front longitudinal beam.

Alternatively, as shown in a fourth modification of fig. 17 to 25, the front side member 100 is bent outward from the connection position of the front cross member 220 to form an outward bent section, and the outward bent section extends rearward to the front cross member 210. Further, an inner reinforcement may be disposed in a closed-loop frame enclosed by the front cross member 220, the outward bending section of the front longitudinal member 100, and the front cross member 210 to improve the strength of the closed-loop frame, and specifically, the inner reinforcement is connected at least between any two of the front cross member 100, the front cross member 210, and the front cross member 220. In the embodiment shown in fig. 19 and 20, the inner reinforcement may be formed as a connection beam 800 disposed inside the outer bend, the connection beam 800 being disposed between the front side member 100 and the front cross member 210 and arranged in a chevron shape with the outer bend. Specifically, as shown in fig. 20, the coupling beam 800 is formed in an upwardly open n-shaped structure, an upper edge of an opening of the n-shaped structure is outwardly turned to form a first coupling beam flange 800a extending in a length direction of the coupling beam 800, both ends of the n-shaped structure are respectively outwardly turned to form a second coupling beam flange 800b, wherein the second coupling beam flange 800b of one end is respectively extended in an up-down direction and a left-right direction to overlap the front cross beam 210, and the second coupling beam flange 800b of the other end is respectively extended in an up-down direction and a direction of the outward bent section to overlap the outward bent section.

The rear end of the outwardly bent section may overlap only the front cross member 210, referring to the embodiment shown in fig. 17. Alternatively, as shown in fig. 18 to 21, the outer bent section may be bent outward to extend and overlap the rocker inner panel 500, in this embodiment, it is understood that the front side member 100 and the outer connecting plate 420 are integrally formed as the outwardly bent section, so as to be suitable for the working condition of the small offset collision, in particular, the outward bending section is formed into a first groove-shaped structure which is opened upwards, and comprises a longitudinal beam inner side wall 104A, a longitudinal beam outer side wall 104B and a longitudinal beam bottom wall 103 connecting the longitudinal beam inner side wall 104A and the longitudinal beam outer side wall 104B, wherein the end parts of the longitudinal beam bottom wall 103 are respectively provided with a longitudinal beam bottom wall first overlapping edge 100c extending along the left-right direction and a longitudinal beam bottom wall second overlapping edge 100d extending along the front-back direction, wherein the first overlapping edge 100c of the bottom wall of the longitudinal beam is overlapped with the bottom wall 201 of the cross beam, the second overlapping edge 100d of the bottom wall of the longitudinal beam is overlapped with the inner plate 500 of the threshold, and the side sill outer side wall 104B is folded outwardly to overlap the end of the rocker inner panel 500.

Alternatively, the outward bent sections may also be supported by the cross member 270 in the front compartment, and specifically, as shown in fig. 21 and 22, the cross member 270 in the front compartment is formed into a groove-like structure that opens upward, an upper edge of an opening of the groove-like structure of the cross member 270 in the front compartment is folded outward to form a first flange 270a of the cross member in the front compartment that extends in the left-right direction, ends are respectively formed with a second flange 270b of the cross member in the front compartment that extends in the up-down direction and a third flange 270c of the cross member in the front compartment that extends along the outward bent sections, and the first flange 270a of the cross member in the front compartment, the second flange 270b of the cross member in the front compartment, and the third flange 270c of the cross member in the front compartment overlap the.

In order to uniformly distribute the collision impact force, a connection beam 800 extending in the front-rear direction may be connected between the front deck cross member 220 and the front deck middle cross member 270, and the front end of the connection beam 800 overlaps the front deck cross member 220 and the rear end overlaps the front deck middle cross member 270. Specifically, as shown in fig. 23, the coupling beam 800 is formed in an upwardly open n-shaped structure, an upper edge of an opening of the n-shaped structure is folded outward to form a first coupling beam flange 800a extending in the front-rear direction, an end of the n-shaped structure is folded to form a second coupling beam flange 800b extending in the up-down direction and the left-right direction, respectively, and the coupling beam 800 is overlapped with the front deck cross beam 220 and the front deck middle cross beam 270 through the first coupling beam flange 800a and the second coupling beam flange 800b, respectively.

The body structure may also include a front cross member 280 to increase the force path and to increase the strength of the front of the vehicle, thereby reducing the impact deformation of the body and protecting the occupants and the battery pack. In the embodiment shown in fig. 24 and 25, the front cross member 280 is connected to the left and right front longitudinal members and spaced forward of the front cross member 220, a support beam 830 is further connected between the front cross member 220 and the front cross member 280, and the two support beams 830 are arranged at an angle and form a triangular reinforcing structure with the front cross member 280 or the front cross member 220; alternatively, the support beams 830 are formed as X-shaped beams, and four ends of the X-shaped beams overlap four corners of the closed-loop frame surrounded by the front cross member 280, the left front side member, the front cross member 220, and the right front side member, respectively.

In order to be able to disperse the collision impact rearward of the vehicle and reduce the amount of deformation of the vehicle body front portion, the vehicle body structure may further include a rocker inner panel 500 and/or a floor side member 110, and the front cross member 210 may overlap with one or both of the rocker inner panel 500 and the floor side member 110 to increase the strength of the vehicle body structure and be able to transmit the collision impact rearward of the vehicle body structure and reduce deformation of the vehicle body front portion.

As a first possible embodiment of the force transmission path, as shown in fig. 26 to 30, the threshold inner panel 500 is two pieces spaced apart in the left-right direction, and the threshold inner panels 500 are respectively located outside the corresponding floor panels 300, as shown in fig. 29 and 30, in this embodiment, both ends of the front cross member 210 are respectively connected to the threshold inner panels 500, specifically, the threshold inner panel 500 is formed in a U-shaped groove structure with an opening facing outward and includes an inner panel top wall 501 and an inner panel bottom wall 502 disposed oppositely, and an inner panel side wall 503 connected between the inner panel top wall 501 and the inner panel bottom wall 502, an end portion of the beam side wall 202 of the front cross member 210 is turned inward to form a beam end flange 200b, an end portion of the beam bottom wall 201 extends outward to form a beam bottom wall overlap edge 200c, wherein the beam end flange 200b overlaps the inner panel side wall 503, the beam overlap edge 200c overlaps the inner panel bottom wall 502, so as to ensure that the connection between the front cross beam 210 and the rocker inner panel 500 is not easy to fail, thereby better dispersing the collision impact force and avoiding the occurrence of large-amplitude deformation of the vehicle body structure.

In order to reinforce the floor panel, the vehicle body structure may further include a floor side member 110 located inside the rocker inner panel 500, and specifically, the floor side member 110 is fixedly connected to a lower surface of the floor panel 300 and overlaps the rocker inner panel 500, thereby allowing the floor panel 300 to be respectively provided with vehicle body members in the left-right direction and the front-rear direction of the vehicle, which functions to reinforce the floor panel 300 and prevent the floor panel 300 from being excessively deformed in a collision (including a frontal collision and a side collision). As shown in fig. 27 and 28, the front end of the floor stringer 110 overlaps with the cross beam bottom wall 201, the cross beam side wall 202 and the cross beam opening flange 200a, respectively, and specifically, the end portion of the floor stringer 110 is formed into an upwardly open channel-like structure and includes a floor stringer inner side wall 112A and a floor stringer outer side wall 112B and a floor stringer bottom wall 111 connecting the floor stringer inner side wall 112A and the floor stringer outer side wall 112B, the upper edge of the opening of the channel-like structure of the floor stringer 110 is folded over outwardly to form a floor stringer inner side wall top flange 110a and a floor stringer outer side wall flange 110B extending in the front-rear direction, respectively, the floor stringer 110 is fixed to the lower surface of the floor panel 300 by the floor stringer inner side wall top flange 110a, the end portion of the floor stringer inner side wall 112A is folded over inwardly to form a floor stringer inner side, the end of the floor stringer bottom wall 111 extends outwardly to form a floor stringer bottom wall lap 110d extending in the left-right direction, wherein the floor stringer inside wall top flange 110a overlaps the cross beam opening flange 200a, the floor stringer inside wall end flange 110c overlaps the cross beam side wall 202, the floor stringer bottom wall lap 110d overlaps the cross beam bottom wall 201, and the floor stringer 110 also overlaps the inner panel bottom wall 502 via the floor stringer outer wall flange 110 b. In the present embodiment, any two of the front cross member 210, the floor side member 110 and the rocker inner panel 500 are connected, so that when a vehicle collides, for example, in a frontal collision, the collision impact force applied to the front side member 100 is transmitted to the front cross member 210, and is transmitted to the floor side member 110 and the rocker inner panel 500 by the front cross member 210, respectively, and the floor side member 110 overlaps with the rocker inner panel 500, so that the collision impact force can be more uniformly dispersed at the connection position of the three, and the collision resistance of the connection position is improved.

In order to ensure that the front cross beam 210 is connected with the floor longitudinal beam 110 more firmly and improve the durability of the vehicle body structure, a reinforcing beam is connected at the intersection of the front cross beam 210 and the floor longitudinal beam 110 to form a triangular reinforcing structure, namely the reinforcing beam and the corner formed by the front cross beam 210 and the floor longitudinal beam 110 jointly enclose a triangle, so that the vehicle body structure has higher anti-collision capacity. Alternatively, the reinforcement beam may be an L-shaped beam to form a substantially rectangular frame structure with the corners formed by the front cross member 210 and the floor side members 110 to increase the strength of the body structure corner connections and increase the force transmission path.

The connection mode provided by the embodiment has the advantage that when the vehicle collides in front, the end part of the floor longitudinal beam 110 can abut against the front cross beam 210, so that the front cross beam 210 moves backwards to press other elements of the vehicle body structure or drive the floor panel 300 to invade the passenger compartment. Similarly, when the vehicle is in a side collision, the front cross beam 210 can stop the rocker inner panel 500, so as to prevent the rocker inner panel 500 from being pressed inward to drive the floor side rail 110 to move toward the inner side of the vehicle body structure, so as to protect other elements and the passenger compartment located on the inner side of the floor side rail 110, and improve the collision safety performance of the vehicle.

When the front cross beam 210, the floor longitudinal beam 110 and the rocker inner panel 500 are used as part of a force transmission structure of the vehicle body structure, the connection mode of the front cross beam 210, the floor longitudinal beam 110 and the rocker inner panel 500 can improve the corner connection strength of the vehicle body structure, ensure that the vehicle body structure is not easy to deform in collision, and improve the collision resistance of a vehicle.

As a second possible embodiment of the force transmission path, as shown in fig. 31 and 32, the front cross member 210, the floor side member 110, and the rocker inner panel 500 may be connected by an intermediate connecting plate 440 to reduce the difficulty of connecting the three. Specifically, the intermediate connecting plate 440 includes an intermediate connecting bottom wall 441 formed in a substantially rectangular shape, the intermediate connecting bottom wall 441 having a first edge, a second edge, a third edge, and a fourth edge connected end to end, the first edge, the second edge, and the fourth edge being connected with a first connecting sidewall 442, a second connecting sidewall 443, and a fourth connecting sidewall 444 extending upward, respectively, the upper edges of the connecting sidewalls being folded outward to form a first sidewall flap 442a extending in the front-rear direction, a second sidewall flap 443a extending in the left-right direction, and a fourth sidewall flap 444a extending in the left-right direction, respectively, the intermediate connecting plate 440 being connected to the floor panel 300 by the sidewall flaps, so that the intermediate connecting plate 440 can be well fixed on the lower surface of the floor panel 300. In detail, the cross member opening flange 200a of the front cross member 210 is overlapped with the first side wall flange 442a, the cross member end flange 200b is overlapped with the first connecting side wall 442, and the cross member bottom wall overlapping edge 200c is overlapped with the intermediate connecting bottom wall 441; the floor longitudinal beam inner side wall top flange 110a of the floor longitudinal beam 110 is overlapped with the second side wall flange 443a, the floor longitudinal beam inner side wall end flange 110c is overlapped with the second connecting side wall 443, and the floor longitudinal beam bottom wall overlapping edge 110d is overlapped with the middle connecting bottom wall 441; the ends of the second connecting side wall 443 and the fourth connecting side wall 444 near the third edge are respectively folded outward to form a second side wall end flange 443b and a fourth side wall end flange 444b extending in the up-down direction, and an intermediate connecting bottom wall overlapping edge 441a extending in the front-rear direction is formed on the third edge, wherein the second side wall end flange 444b and the fourth side wall end flange 444b are respectively overlapped with the inner panel side wall 503 of the sill inner panel 500, and the intermediate connecting bottom wall overlapping edge 441a is overlapped with the inner panel bottom wall 502. In the present embodiment, at the time of a vehicle collision such as a frontal collision, the collision impact force received by the front side member 100 is transmitted to the front cross member 210, then transmitted from the front cross member 210 to the intermediate connecting plate 440, and dispersed by the intermediate connecting plate 440 to the floor side member 110 and the rocker inner panel 500.

As a third possible embodiment of the force transmission path, as shown in fig. 33 and 34, both ends of the front cross member 210 are lapped over the floor side members 110, and the rocker inner panel 500 is connected to the outer sides of the floor side members 110 and is disposed apart from the front cross member 210, that is, the front cross member 210 and the rocker inner panel 500 are connected to both sides of the floor side members 110, respectively. Specifically, the cross beam opening flange 200a is overlapped with the top flange 110a of the inner side wall of the floor longitudinal beam, the cross beam end flange 200b is overlapped with the inner side wall 112A of the floor longitudinal beam, and the cross beam bottom wall overlapping edge 200c is overlapped with the bottom wall 111 of the floor longitudinal beam; the floor rail outer sidewall flange 110b overlaps the inner panel bottom wall 502. In the present embodiment, at the time of a vehicle collision such as a frontal collision, the collision impact force received by the front side member 100 is transmitted to the front cross member 210 and, in turn, to the floor side member 110 and the rocker inner panel 500, and a stopper protrusion 114 (fig. 34) for stopping the rear movement of the front cross member 210 at the time of the frontal collision may be further formed on the floor side member 110.

In other possible embodiments, the overlapping manner of the floor longitudinal beams 110 and the front cross beam 210 can also be formed in such a way that the front end of one floor longitudinal beam 110 overlaps the front cross beam 210, and one end of the front cross beam 210 is connected to the other floor longitudinal beam 110, or the front cross beam 210 is connected to two floor longitudinal beams 110 in a crossed manner, and all of these modifications are within the scope of the present disclosure.

As a fourth possible embodiment of the force transmission path, as shown in fig. 35 to 37, in which the front cross member 210 is not in direct contact with the floor side member 110 and the rocker inner panel 500, specifically, there is a first gap G1 between the front cross member 210 and the floor side member 110, the first gap G1 being configured such that one of the front cross members 210 can contact the other after the crash deformation. Therefore, during a frontal collision or a side collision, one of the front cross beam 210 and the floor longitudinal beam 110 is in contact with the other due to collision deformation, so that collision energy is dispersed through the contact force transmission, and the phenomenon that one of the front cross beam and the floor longitudinal beam is subjected to a large impact to cause the floor panel 300 to be greatly deformed, intrude into a passenger compartment or press other elements, such as a battery pack, below the floor panel 300 is avoided. Specifically, the first gap G1 may be sized between 2cm and 30cm to enable a reasonable amount of collapse of the vehicle body structure upon impact.

Both ends of the front cross member 210 and the floor side member 110 may be provided with reinforcing structures, respectively, for receiving collision impact. Referring to fig. 35 to 37, the end portion of the floor side member 110 is connected with an end connection plate 113, and the end connection plate 113 can serve to reinforce the floor side member 110, reduce deformation of the side member in a collision, and also can serve to overlap with the rocker inner panel 500, so that the rocker inner panel 500 can disperse a collision impact acting on the floor side member 110. In the present embodiment, the rocker inner panel 500 and the end portion of the front cross member 210 also have a second gap G2 in the left-right direction, and this second gap G2 is configured to enable the rocker inner panel 500 to contact the front cross member 210 by deforming inward in the left-right direction (e.g., at the time of a vehicle side collision), thereby transmitting a collision impact rearward of the vehicle structure. Specifically, the size of the second gap G2 may be 2cm to 53 cm.

The first gap G1 may be formed in various ways, for example, in the embodiment shown in fig. 35, the end portion of the front cross member 210 is located directly in front of the end portion of the floor side member 110 in the front-rear direction and forms the first gap G1, so that, upon a frontal collision of the vehicle, the front cross member 210 is moved rearward by the collision impact and is brought into contact with the end portion of the floor side member 110, whereby the collision impact force is transmitted to the floor side member 110 and the rocker inner panel 500, thereby reducing the deformation of the front cross member 210, and stopping the front cross member 210 from continuing to move rearward, thereby protecting the passenger compartment and the battery pack.

In an alternative embodiment, as shown in fig. 36, the end of the front cross member 210 is located at the inner side of the floor side member 110 in the left-right direction and forms the first gap G1, when the first gap G1 coincides with the second gap G2, in this embodiment, when a vehicle side collision occurs, the floor side member 110 can be moved toward the inner side of the vehicle in the left-right direction by the rocker inner panel 500 after the collision impact and is contacted with the end of the front cross member 210, so that the collision impact is transmitted to the front cross member 210 to reduce the deformation of the rocker inner panel 500 and the floor side member 110, and the floor side member 110 can be stopped from moving further inward to protect the battery pack.

In another alternative embodiment, as shown in fig. 37, an impact member 211 extends rearward from the front cross member 210, the impact member 211 is located inside the floor side member 110 in the left-right direction, a first gap G1 is formed between the impact member 211 and the floor side member 110, and a second gap G2 is formed between an end of the front cross member 210 and the rocker inner panel 500, so that the impact member 211 and at least one of the floor side member 110, the end of the front cross member 210, and the rocker inner panel 500 can transmit force in a contact manner during a side collision of the vehicle, and the impact member 211 can serve to reinforce the front cross member 210 and prevent the floor side member 110 from moving inward of the vehicle body structure, thereby increasing a contact position of a collision force transmission path and improving the collision resistance of the vehicle body structure. The collision member 211 may have any suitable structure, for example, in the embodiment shown in fig. 37, the collision member 211 is formed as a collision reinforcement plate formed as a hat-shaped structure including a convex hat plate 211A and a visor 211B surrounding the hat plate 211A such that the collision member 211 has at least two cross-sectional shapes perpendicular to each other, thereby increasing the strength of the collision member 211, enabling the collision member 211 to withstand a large impact to better stop the floor rail 110, and the collision member 211 is overlapped on the front cross member 210 by the visor 211B.

In some embodiments of the force transmission path, the impact force is mainly concentrated at the rear end of the front side member 100 and is dispersed to the vehicle body structures located at both sides of the vehicle body structure, such as the rocker inner panel 500, the floor side member 110, and the like, through the front cross member 210 during a frontal collision. In other embodiments provided by the present disclosure, the collision force may also be transmitted from the rear end of the front side member 100 to the front cross member 220, and dispersed to the rear of the vehicle body structure by the front cross member 220.

Specifically, as shown in fig. 38 to 42, a fifth embodiment of the vehicle body structure that disperses the collision force is provided. The front cross member 220 is mounted at the rear ends of the left and right front longitudinal members, that is, the front longitudinal member 100 is stopped at the front cross member 220, and a force transmission structure is connected between the front cross member 220 and the front cross member 210, so that the collision impact force is transmitted from the front longitudinal member 100 to the load-bearing frame 700 through the force transmission structure. Specifically, the force transmission structure may be formed as a connection plate 430, a front end of the connection plate 430 is overlapped on the front deck cross member 220, a rear end is overlapped on the front cross member 210 to transmit the collision force from the front deck cross member 220 to the front cross member 210 through the connection plate 430, and a top surface (i.e., the surface having the highest height) of the connection plate 430 may be further connected to the floor panel 300 to increase the connection strength of the force transmission structure.

In order to be respectively overlapped with the front longitudinal beam 100 and the connecting plate 430 conveniently, the two ends of the front cabin cross beam 220 are provided with connecting parts respectively overlapped with the front longitudinal beam 100 and the connecting plate 430, and the specific structure of the connecting parts and the connection relation between the connecting parts and the front longitudinal beam 100 and the connecting plate 430 can select any appropriate design method according to actual needs.

In the present embodiment, the connecting portion is formed in a groove-like structure which opens upward and includes a connecting bottom wall 221 and a front side wall 222 and a rear side wall 223 which are disposed opposite to each other in the front-rear direction, an upper edge of the opening of the groove-like structure of the connecting portion is folded outward to form a front side wall flange 222a and a rear side wall flange 223a which extend in the left-right direction, respectively, a rear end of the front side member 100 overlaps the front side wall 222, the front side wall flange 222a, and the connecting bottom wall 221, respectively, and the connecting plate 430 overlaps the rear side wall 223, the rear side wall flange 223a, and the connecting bottom wall 221.

Accordingly, referring to fig. 39 and 40, the rear end of the front side member 100 is formed in an upwardly open channel-like structure and includes a side member inner side wall 104A, a side member bottom wall 103 and a side member outer side wall 104B, the upper edge of the side member inner side wall 104A is folded outwardly to form a first side member inner side wall flange 104A extending in the front-rear direction, the end of the side member inner side wall 104A is folded outwardly to form a second side member inner side wall flange 104B extending in the up-down direction, the end of the side member bottom wall 103 is extended outwardly to form a side member bottom wall overlapping edge 100c extending in the left-right direction, the end of the side member outer side wall 104B is extended outwardly to form a side member outer side wall overlapping edge 104c, wherein the first side member inner side wall flange 104A overlaps with the front side wall flange 222a, the second side member inner side wall flange 104B overlaps with the front side wall 222, and the side member bottom wall, specifically, to facilitate overlapping with the front side member 100, the end portion of the connecting bottom wall 221 may be folded upward to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 being connected between the front side wall 222 and the rear side wall 223, and the side member outer side wall overlapping edge 104c overlapping with the outer end wall 224 (refer to fig. 40).

As shown in fig. 40 and 41, the front end of the connecting plate 430 is formed in an upwardly open channel-like structure including a first inner sidewall 432A, a first bottom wall 431 and a first outer sidewall 432B, an upper edge of the first inner sidewall 432A is outwardly turned to form a first inner sidewall first flange 430a extending in a front-rear direction, an end of the first inner sidewall 432A is outwardly turned to form a first inner sidewall second flange 430B extending in a top-bottom direction, an end of the first bottom wall 431 is outwardly extended to form a first bottom wall overlapping edge 430c extending in a left-right direction, an end of the first outer sidewall 432B is outwardly extended to form a first outer sidewall overlapping edge 430d extending in a top-bottom direction, wherein the first inner sidewall first flange 430a overlaps with the rear sidewall flange 223a, the first inner sidewall second flange 430B overlaps with the rear sidewall 223, the first bottom wall overlapping edge 430c and the first outer sidewall overlapping edge 430d overlap with the connecting bottom wall 221, specifically, in order to facilitate overlapping with the gusset 430, the end portion of the connecting bottom wall 221 may be folded upward to form an outer end wall 224 extending in the front-rear direction, the outer end wall 224 being connected between the front side wall 222 and the rear side wall 223, and the first outer side wall overlapping edge 430d overlapping with the outer end wall 224 (refer to fig. 40).

As shown in fig. 42, the rear ends of the link plates 430 overlap the beam bottom wall 201, the beam side wall 202, and the beam opening flanges 200a, respectively. The rear end of the connecting plate 430 is formed into a groove-shaped structure with an upward opening, and comprises a second bottom wall 433 and two second side walls 434 which are oppositely arranged, the upper edge of the opening of the groove-shaped structure at the rear end of the connecting plate 430 is outwards turned to form a first second side wall turned edge 430e extending along the front-rear direction, the end of the second side wall 434 is outwards turned to form a second side wall second turned edge 430f extending along the up-down direction, the end of the second bottom wall 433 is outwards extended to form a second bottom wall overlapping edge 430g extending along the left-right direction, wherein the first second side wall turned edge 430e is overlapped with the beam opening turned edge 200a, the second side wall second turned edge 430f is overlapped with the beam side wall 202, and the second bottom wall overlapping edge 430g is overlapped with the beam bottom wall 201.

The number of the connection plates 430 between the front deck beam 220 and the front beam 210 may be arbitrarily set, for example, in the embodiment shown in fig. 38 to 42, the force transmission structure between the front deck beam 220 and the front beam 210 is constituted by a plurality of connection plates 430, and the connection plates 430 are two and are symmetrically arranged about a perpendicular bisector of the front beam 210;

alternatively, referring to fig. 43, there may be three connecting plates 430, wherein the connecting plate 430 located in the middle is located on the vertical bisector of the front cross member 210, and the connecting plates 430 on the left and right sides are symmetrically arranged with respect to the connecting plate 430 located in the middle;

alternatively, referring to fig. 44 to 46, the two connection plates 430 are provided symmetrically about a vertical bisector of the front cross member 210, and a chevron (fig. 44) or chevron (fig. 45) or X-shaped connection beam (fig. 46) having a front end connected to the front cabin cross member 220 and a rear end connected to the front cross member 210 is provided between the two connection plates 430.

In order to ensure that the connection plate 430 has sufficient strength, in various embodiments provided by the present disclosure, the connection plate 430 is formed in a continuous groove-like structure from the front end to the rear end, and in other alternative embodiments, for example, in the case that the connection plate 430 has sufficient strength, the front end and the rear end of the connection plate 430 may be groove-like structures formed at both ends of the connection plate 430 at intervals so as to facilitate the processing of the hems and the overlapping with other body rails or rocker inner panels.

Through this technical scheme, the impact energy of frontal impact transmits to connecting plate 430 through front deck crossbeam 220 to continue to disperse to front crossbeam 210 and other roof beams behind the body structure on, thereby can promote the collision security performance of vehicle.

As shown in fig. 47 and 48, a sixth embodiment of the vehicle body structure for dispersing the collision acting force is provided, wherein the front side member 100 is stopped by the front cross member 220, and a force transmission structure is connected between the front cross member 220 and the rocker inner panel 500, in this embodiment, the connection manner of the front cross member 220, the front side member 100 and the front end of the connecting plate 430 is the same as that of the second embodiment, and specific reference is made to fig. 38 to 41, and the detailed description thereof is omitted. To accommodate the design of the vehicle overall structure, the attachment plate 430 is bent outward from the front deck rail 220 such that the rear end thereof overlaps the inner panel bottom wall 502 and the inner panel side wall 503 of the rocker inner panel 500, and the top surface of the attachment plate 430 is also attached below the floor panel 300. Specifically, the connection plate 430 is bent outward from the front deck rail 220 and connected to the rocker inner panel 500, and the connection plate 430 is a n-shaped structure that opens upward, and the top surface of the n-shaped structure is connected to the lower surface of the floor panel 300.

As shown in fig. 48, the rear end of the linking plate 430 is formed in an upwardly open groove-like structure including a second inner side wall 434A, a second bottom wall 433, and a second outer side wall 434B, the end of the second inner side wall 434A is turned over outward to form a second inner side wall burring 430f extending in the up-down direction, the end of the second bottom wall 433 is extended outward to form a second bottom wall overlapping edge 430g extending in the front-rear direction, the second inner side wall burring 430f overlaps the inner panel side wall 503, the second bottom wall overlapping edge 430g overlaps the inner panel bottom wall 502, and the end of the second outer side wall 434B is extended outward to overlap the end of the rocker inner panel 500. The front cross member 210 is connected to the rocker inner panel 500 rearward of the reinforcement panel 430 to provide support to the rocker inner panel 500 and distribute force.

In this embodiment, the front end of the connection plate 430 is rounded off to the rear end to avoid the wheel.

As shown in fig. 49 and 50, a seventh embodiment of the vehicle body structure for distributing the collision force is provided, in which the front side member 100 is terminated by a front cross member 220, and a force transmission structure is connected between the front cross member 220 and the floor side member 110. In this embodiment, the connection manner between the front cross member 220 and the front end of the front longitudinal member 100 and the front end of the connecting plate 430 is the same as that in the second embodiment, and specific reference is made to the connection manner in fig. 38 to 41, which is not described herein again. The connection plate 430 is bent outward from the front deck cross member 220 and connected at the rear end to the floor side member 110. Specifically, the connecting plate 430 is an upwardly opening inverted-letter-shaped structure, and the top surface of the inverted-letter-shaped structure is attached to the lower surface of the floor panel 300, and the rear end of the connecting plate 430 is formed as an upwardly opening groove-shaped structure, the inner wall profile of which is identical to the outer wall profile of the end of the floor stringer 110 and is nested with each other, alternatively, the outer wall profile of the groove-shaped structure of the rear end of the connecting plate 430 may be identical to the inner wall profile of the end of the floor stringer 110 and is nested with each other. In order to optimize the use of space below the floor panel 300, for example for installing a battery pack.

The vehicle body structure may further include a bearing frame 700, the bearing frame 700 is used for mounting a battery tray 600 for bearing a battery pack, specifically, as shown in fig. 51 and 52, the bearing frame 700 may include at least a battery pack front mounting cross beam 210, a vehicle body longitudinal beam and a battery pack rear mounting cross beam 230, wherein the battery pack front mounting cross beam 210 and the battery pack rear mounting cross beam 230 are both fixed on the lower surface of the floor panel 300, and the vehicle body longitudinal beam is connected to the floor panel 300, wherein the battery pack front mounting cross beam 210 is arranged behind the front cabin cross beam 220 and mounted close to the front coaming 320, and it should be noted that "close" herein means that the battery pack front mounting cross beam 210 is closest to the front coaming 320 in the front-rear direction among all cross beams mounted below the floor panel 300. The rear battery pack mounting cross member 230 is spaced rearward of the front battery pack mounting cross member 210, and two longitudinal vehicle body members are spaced in the left-right direction and are at least partially located between the front battery pack mounting cross member 210 and the rear battery pack mounting cross member 230, thereby defining a mounting space of the battery tray 600. Specifically, the longitudinal vehicle body beam may include a battery pack mounting longitudinal beam 110 fixed to the lower surface of the floor panel 300 and/or a sill inner plate 500 fixed to the side edge of the floor panel 300, that is, the battery tray 600 may be fixed to the battery pack mounting longitudinal beam 110, or may be fixed to the sill inner plate 500, or both, so as to arrange mounting points according to different structures of the battery tray 600, where the battery pack mounting longitudinal beam may be a newly added component of the present disclosure, and the sill inner plate may be an original component of the vehicle body structure. In other embodiments, the front battery pack mounting cross member 210, the longitudinal battery pack mounting members 110, and the rear battery pack mounting cross member 230 are also referred to as the front cross member 210, the longitudinal floor member 110, and the rear floor cross member 230 in this order.

The bearing frame 700 may be a frame structure formed by matching a battery pack front mounting cross beam 210, two battery pack mounting longitudinal beams 110 and a battery pack rear mounting cross beam 230, or may adopt the embodiment shown in fig. 51 and 52, that is, the battery pack mounting longitudinal beams 110 include a first battery pack mounting longitudinal beam 110A and a second battery pack mounting longitudinal beam 110A connected to two ends of the battery pack front mounting cross beam 210, respectively, the vehicle body structure further includes a rear longitudinal beam 120, the rear longitudinal beam 120 includes a first rear longitudinal beam and a second rear longitudinal beam connected to the rear end of the corresponding battery pack mounting longitudinal beam 110, the battery pack rear mounting cross beam 230 is connected between the rear longitudinal beams 120, so that the rear longitudinal beam 120 has a rear longitudinal beam front section 121 and a rear longitudinal beam rear section 122 located at the front and rear sides of the battery pack rear mounting cross beam 230, and the bearing frame 700 is formed as a battery pack front mounting cross beam 210, a first battery pack mounting longitudinal beam 110A sequentially connected end to end, and end to, The first rear longitudinal beam front section 121A, the battery pack rear mounting cross beam 230, the second rear longitudinal beam front section 121B and the second battery pack mounting longitudinal beam 110B are arranged in the front of the first rear longitudinal beam, so that the lower space of the floor panel 300 is fully utilized. Specifically, the cross beams and the longitudinal beams of the load-bearing frame 700 may be connected by overlapping, welding, screwing, or the like, or may be connected by adding a connecting member or other technical means known in the art, which is not limited in this disclosure. Through the structural design of the bearing frame 700, the battery packs can be arranged below the floor panel 300 as much as possible, which is beneficial to ensuring that the vehicle has a cruising distance as long as possible. In addition, the battery pack mounting longitudinal beam is connected with the rear longitudinal beam, so that the strength of the vehicle body structure can be improved.

As shown in fig. 53 and 68, the load-bearing frame 700 may further include a sill inner panel 500 connected to the left and right sides of the floor panel 300, and the sill inner panel 500 is located outside the battery pack mounting longitudinal beam 110 and overlaps the battery pack mounting longitudinal beam 110 and the battery pack front mounting cross beam 210, respectively, so as to improve the load-bearing capacity of the load-bearing frame 700 and also to facilitate reinforcement of the corner connection position of the load-bearing frame 700. It should be noted that the vehicle body cross beam 200 provided in the present disclosure may also be applied to the battery pack front mounting cross beam 210 and the battery pack rear mounting cross beam, further, the structures and the connection modes of the battery pack front mounting cross beam 210, the battery pack mounting longitudinal beam 110, and the threshold inner plate 500 may be set by referring to the structures, i.e., the connection modes, of the front cross beam, the floor longitudinal beam, and the threshold inner plate in the vehicle body force transmission structure, and are not described herein again to avoid unnecessary repetition. In some embodiments, in order to facilitate the arrangement of the beams in the vehicle body structure and facilitate the light weight of the vehicle body structure, the front cross beam can be used as a battery pack front mounting cross beam, and the floor longitudinal beam can be used as a battery pack mounting longitudinal beam.

The load-bearing frame 700 according to the present disclosure can be a part of the force transmission path of the vehicle body structure through some of the above embodiments, and specifically, when the rear end of the front side member 100 is overlapped with the front mounting cross member 210 of the battery pack in the load-bearing frame 700, in the event of a frontal collision of the vehicle, the front side member 100 is first subjected to an impact, the impact force is transmitted from the rear end of the front side member 100 to the front package mounting cross member 210 and is dispersed along the package mounting side member 110 and the rocker inner panel 500 to the vehicle body structure at the rear of the vehicle, so that the vehicle can absorb collision energy as a whole, reduce the deformation of the front panel of the vehicle, protect the driver and passengers in the passenger compartment, and the front mounting cross beam 210 of the battery pack, the inner sill plate 500 and the mounting longitudinal beam 110 of the battery pack are mutually overlapped, so that the strength of the bearing frame 700 can be increased, the deformation degree of the bearing frame 700 caused by collision (including front collision and side collision) is reduced, and the phenomenon that the bearing frame 700 deforms to extrude the battery pack to cause fire is avoided. The vehicle body structure may further include a rear seat mounting cross member 260 (refer to fig. 68 and 70), the rear seat mounting cross member 260 being connected between the rear side members 120 and being spaced forward of the floor rear cross member 230, the carrier frame 700 may further include the rear seat mounting cross member 260, so that the number of mounting points of the battery tray 600 to the carrier frame 700 can be increased, it is advantageous to adapt to different shapes and sizes of the battery tray 600, and to maintain mounting stability of the battery pack, and the rear seat mounting cross member 260 can also increase a force transmission path between the rear side members 120 when the carrier frame 700 according to the present disclosure is used as a part of the force transmission path of the vehicle body structure.

In some embodiments, the battery tray 600 may be formed in a unitary structure (as shown in fig. 52) or in a split structure (as shown in fig. 53). Specifically, the battery tray 600 may include a first battery tray 610 and a second battery tray 620 that are disposed at intervals in the front-rear direction, the bearing frame 700 further includes a battery pack middle mounting beam 290 that is disposed at intervals between the battery pack front mounting beam 210 and the battery pack rear mounting beam 230, wherein the first battery tray 610 is respectively overlapped with the battery pack front mounting beam 210, the vehicle body longitudinal beam, and the battery pack middle mounting beam 290, and the second battery tray 620 is respectively overlapped with the battery pack middle mounting beam 290, the vehicle body longitudinal beam, and the battery pack rear mounting beam 230. In detail, the mid-package mounting cross member 290 may overlap the longitudinal body member or may utilize an existing cross member of the vehicle body structure, such as the rear seat mounting cross member 260.

In order to fix the battery tray 600, the bearing frame 700 is provided with a battery tray fastening hole 701 for fixing the battery tray 600. Accordingly, battery tray 600 is coaxially opened with battery tray mounting holes 602, so that fasteners pass through battery tray mounting holes 602 and battery tray fastening holes 701 to mount battery tray 600 on load-bearing frame 700. Specifically, the fastener may be formed as a bolt, and the battery tray fastening hole 701 may be formed as a screw hole. In practical use, the number and positions of the connection points of the carrier frame 700 and the battery tray (i.e., the battery tray fastening holes 701 and the battery tray mounting holes 602 connected by the fasteners) may be arbitrarily set as needed, and in particular, the battery tray fastening holes 701 and the battery tray mounting holes 602 may be formed in a plurality in one-to-one correspondence. For example, two battery tray mounting holes 602 are respectively opened on the front edge and the rear edge of the battery tray 600, and the two battery tray mounting holes 602 are disposed at intervals along the corresponding edges. Alternatively, the battery tray fastening holes 701 and the battery tray mounting holes 602 may be opened on longitudinal edges of the vehicle body longitudinal beam and the battery tray, respectively, to which the present disclosure is not particularly limited.

In order to better protect the battery pack, the edge of the battery tray 600 is provided with mounting lugs 601 extending outward, so that the edge of the battery tray 600 does not directly contact with the carrying frame 700, thereby ensuring that the battery tray 600 does not directly receive impact during a collision, thereby protecting the battery pack. The positions of the mounting lugs 601 are aligned with the positions of the battery tray fastening holes 701, and the battery tray mounting holes 602 are opened in the mounting lugs 601 to mount the battery tray 600 to the carrier frame 700 by means of fasteners.

The above description describes several embodiments in which the force transmitted from the front side member 100 is mainly transmitted and dispersed below the floor panel 300, and the following description describes, but is not limited to, related embodiments in which the force is mainly transmitted and dispersed above the floor panel 300.

Based on the above technical solution, a transverse pressing plate 310 is further fixed on the upper surface of the floor panel 300, and the transverse pressing plate 310 and the front cross beam 210 at least partially overlap each other in the vertical direction and the projection of the transverse pressing plate 310 and the front cross beam 210 on the floor panel 300. Therefore, when the vehicle is in a collision (including a frontal collision and a side collision), the cross pressing plate 310 can stop the upward deformation of the front cross beam 210, and avoid the condition that the deformation of the front cross beam 210 is too large, so that the floor panel 300 protrudes upwards to compress the inner space of the passenger compartment, and the feet and the legs of the passenger are injured.

Specifically, as shown in fig. 54 and 55, the transverse pressing plate 310 is formed into a second groove-shaped structure which is open downwards and includes a transverse pressing plate bottom wall 311 and a transverse pressing plate side wall 312, a lower edge of an opening of the second groove-shaped structure is turned outwards to form a transverse pressing plate flange 310A, the transverse pressing plate 310 is connected to the floor panel 300 through the transverse pressing plate flange 310A, and the transverse pressing plate opening flange 200A is aligned with the transverse pressing plate flange 310A, so that the front cross beam 210 and the transverse pressing plate 310 jointly enclose a square support structure, so that the front cross beam 210, the floor panel 300 and the transverse pressing plate 310 jointly enclose a plurality of square support structures, specifically, the transverse beam opening flange 200A, the floor panel 300 and the transverse pressing plate flange 310A can be welded together in a three-layer welding manner to ensure the strength of the connection position of the three, thereby effectively reducing the phenomenon that the front cross beam 210 deforms to drive the floor panel 300 to intrude into the passenger compartment, moreover, when the floor panel 300 in front of the front cross beam 210 turns up due to a large collision force, the clamping structure formed by the front cross beam 210 and the transverse pressing plate 310 can stop the tendency of the floor panel 300 to turn up continuously, so that the risk of injury to passengers by the deformed floor panel 300 is reduced.

In the vehicle body structure provided by the present disclosure, in order to facilitate the arrangement of cables or pipes, for example, in an electric vehicle for the purpose of providing cooling water pipes or for the purpose of electrically connecting a battery pack to electrical controls in the front of the vehicle, a gap for passing at least one of the cables and pipes is provided between the middle section of the front cross member 210 and the floor panel 300, and the gap is provided in various ways, for example, as shown in fig. 56, the middle section of the floor panel 300 is raised upward to form a central passage 301 extending in the front-rear direction, and the front cross member 210 extends in the left-right direction from one end of the floor panel 300 to the other end of the floor panel 300 over the central passage 301, so that the front cross member 210 and the central passage. Wherein the height of the gap is not more than 60mm, and further not more than 50mm, so as to reasonably utilize the space in the vehicle. .

In an alternative embodiment, the gap may be formed by the center tunnel 301, the front cross member 210 may include a first front cross member 210A and a second front cross member 210B provided at both sides of the center tunnel 301 at an interval in the left-right direction, referring to fig. 57, each of the first front cross member 210A and the second front cross member 210B is formed in a channel structure that opens upward and includes a cross member bottom wall 201, a cross member side wall 202, and a cross member inner end wall 209 connected between the cross member bottom wall 201 and the cross member side wall 202, and an upper edge of the opening of the channel structure is turned over outward to form a cross member opening flange 200A, and the front cross member 210 is connected to the floor panel 300 through the cross member opening flange 200A. Adaptively, the left front side member is connected to a center position of the first front cross member 210A in the left-right direction, and the right front cross member is connected to a center position of the second front cross member 210B in the left-right direction, so that the respective front cross members 210 can better receive collision force transmitted from the left front side member and the right front side member.

In order to further reinforce the connection structure of the corresponding front cross member 210 and the front side member 100, an inner connection plate 410 is provided on the inner side of the front side member 100, an outer connection plate 420 is provided on the outer side, the front side of the inner connection plate 410 is connected to the front deck cross member 220, the rear side is connected to the front cross member 210, the outer side is connected to the front side member 100, the inner side of the outer connection plate 420 is connected to the front side member 100, and the rear side is connected to the front cross member 210.

In the embodiment provided by the present disclosure, as shown in fig. 54, in order to accommodate the structure of the central passage 301, the lateral pressing plates 310 are formed as a first lateral pressing plate 310A and a second lateral pressing plate 310B which are respectively located at both sides of the central passage 301. A center tunnel cover 302 is also provided on the center tunnel 301 to reinforce the structure of the center tunnel 301 so as to be able to prevent the center tunnel 301 from being deformed in a collision, thereby protecting the occupant and the cables disposed under the floor panel 300.

In order to better optimize the force transmission path of the vehicle body structure as a whole, as shown in fig. 56, 58, and 59, the front cross member 220 is attached to the front surface of the dash panel 320 and coincides with the front end of the floor panel 300, the center tunnel cover 302 includes a front tunnel cover 302A, the front end of the front tunnel cover 302A is attached to the front end of the floor panel 300 and coincides with the position of the front cross member 220, the rear end extends rearward in the extending direction of the center tunnel 301 to be aligned with the front cross member 210, and the front cross member 210 is mounted on the lower surface of the floor panel 300 near the dash panel 320. Therefore, the front collision energy of the vehicle can be transmitted to the front cross member 210 through the front side member 100 and dispersed to other components of the carrier frame 700, and can also be transmitted to the center tunnel cover 302 and the center tunnel 301 through the front cross member 220, so that the crush deformation of the dash panel 320 due to the collision is minimized to protect the occupant in the passenger compartment.

Specifically, the height of the protrusion of the center tunnel 301 gradually increases from the front and rear ends of the floor panel 300 toward the middle, and the height of the center tunnel protrusion is not more than 60mm, and further not more than 50mm, to make reasonable use of the vehicle interior space. In some embodiments, the upper surface of the floor panel 300 is provided with the cross press plate 310 and the longitudinal press plate 330 for inhibiting the floor panel 300 from being turned up, and optionally, the central passage 301 may have a lower height to be flush with the upper surfaces of the cross press plate 310 and the longitudinal press plate 330, thereby ensuring that the floor panel 300 has a smoother top surface to facilitate the arrangement of vehicle interior components, and to enhance the aesthetic appearance and ride comfort of the vehicle interior. The front-stage channel cover plate 302A is formed into a groove-like structure which is matched with the outer contour of the central channel 301 and at least partially covers the central channel 301, and by means of the technical scheme, the front-stage channel cover plate 302A covers the front end of the central channel 301, so that the central channel 301 can bear large impact at the moment of collision.

The front section channel cover 302A can be fixed on the floor panel 300 in any suitable manner, for example, the lower edge of the opening of the slot structure of the front section channel cover 302A is turned outward to form a front section channel cover flange 302A, the front section channel cover 302A is connected to the floor panel 300 through the front section channel cover flange 302A, and the inner ends of the first cross press plate 310A and the second cross press plate 310B can be overlapped with the front section channel cover 302A to increase the connection strength between the components on the upper surface of the floor panel 300 and the floor panel 300, and the outer ends of the first cross press plate 310A and the second cross press plate 310B can be extended outward to be overlapped with the sill inner plate 500 to strengthen the overall structure of the vehicle body structure and assist in dispersing collision energy.

Further, the center tunnel cover 302 further includes a rear tunnel cover 302B connected to a rear end of the front tunnel cover 302A, and the rear tunnel cover 302B extends rearward from the front tunnel cover 302A along a top wall of the center tunnel 301, for example, to overlap with the front seat mount cross member 240, as shown in fig. 60, to increase a collision force transmission path of the vehicle body structure.

In the present disclosure, the vehicle body structure may further include a longitudinal pressing plate 330 fixed above the floor panel 300, and referring to fig. 60 to 62, the longitudinal pressing plate 330 may be two corresponding to the left and right front side members, respectively, the two longitudinal pressing plates 330 intersect with the first and second

lateral pressing plates

310A and 310B, respectively, and the longitudinal pressing plate 330 at least partially coincides with a projection of the front side member 100 on the floor panel 300 in the up-down direction. Therefore, the vertical pressing plate 330 can stop the upward deformation of the front side frame 100 during the vehicle frontal collision, so as to prevent the floor panel 300 from being turned up due to the upward bending of the front side frame 100, and protect the legs of the passenger.

As one possibility, as shown in fig. 60 to 62, the transverse pressing plate 310 and the longitudinal pressing plate 330 may have various intersecting embodiments, and a transverse pressing plate side wall 312 of the groove-shaped structure of the transverse pressing plate 310 is formed with an escape groove 313 which is open downward, the escape groove 313 penetrates through the transverse pressing plate side wall 312, and the longitudinal pressing plate 330 passes through the escape groove 313 to intersect with the transverse pressing plate 310. Further, the depth of the avoiding groove 313 is the same as the depth of the groove-shaped structure of the transverse pressing plate 310, so that the upper surface of the longitudinal pressing plate 330 is overlapped with the lower surface of the transverse pressing plate bottom wall 311, so as to ensure that the transverse pressing plate 310 and the longitudinal pressing plate 330 have sufficient connection strength, and the effect of making the upper surface of the transverse pressing plate planar can be achieved. In an alternative embodiment, the transverse pressing plate 310 and the longitudinal pressing plate 330 may also be a cross-shaped plate structure formed integrally.

Optionally, a longitudinal pressing plate connecting plate 321 is connected to the rear surface of the front wall panel 320, referring to fig. 60 and 63, the longitudinal pressing plate 330 is connected to the front side frame 100 through the longitudinal pressing plate connecting plate 321, so as to increase a force transmission path of the vehicle body structure, when a collision occurs, an impact force applied to the front side frame 100 can be further transmitted to the longitudinal pressing plate 330 through the longitudinal pressing plate connecting plate 321, further, the longitudinal pressing plate 330 and the transverse pressing plate 310 can further extend backwards after intersecting to overlap with a seat cross beam, the seat cross beam can be a front seat mounting cross beam 240 or a rear seat mounting cross beam 260 arranged at an interval behind the front cross beam 210, so that the impact force can also be transmitted to other components of the vehicle body structure through the longitudinal pressing plate 330, so as to improve the vehicle collision safety. In addition, the transverse pressing plates and the longitudinal pressing plates also play a role in reinforcing the floor panel.

Specifically, the front side member 100, the longitudinal pressing plate connecting plate 321, and the longitudinal pressing plate 330 may be connected by any suitable means. The front side member 100 has a groove-shaped structure that opens upward, and the longitudinal gusset 321 has a groove-shaped structure that opens downward (refer to fig. 63) so that the front side member 100 and the longitudinal gusset 321 can be snap-coupled to each other in a square-shaped structure to increase the impact strength at the coupling position, and the longitudinal gusset 321, the dash panel 320, and the front side member 100 can be integrally coupled by three-layer welding in which the front end of the longitudinal gusset 330 is welded to the rear end of the longitudinal gusset 321.

In the present embodiment, as shown in fig. 61 and 62, the longitudinal pressing plate 330 may be formed into a downwardly opening groove-like structure and includes a longitudinal pressing plate bottom wall 331 and a longitudinal pressing plate side wall 332, a lower edge of the opening of the groove-like structure of the longitudinal pressing plate is turned outward to form a longitudinal pressing plate flange 330a, the longitudinal pressing plate flange 330a is connected to the floor panel 300 to keep the connection stable, and the groove-like structure of the longitudinal pressing plate 330 may also be aligned with the first side member flange 100a of the rear end of the front side member 100 with respect to the floor panel 300, so that the bending strength of the rear end of the front side member 100 is enhanced, and the floor panel 300 is prevented from being turned up due to deformation of the front side member 100.

It should be noted that the cross member related to the vehicle body structure provided by the present disclosure, such as the front cross member 210 and the rear floor cross member 230, may use the vehicle body cross member 200 provided by the present disclosure, and when the front cross member 210 and the rear floor cross member 230 are used as the battery pack mounting front cross member and the battery pack mounting rear cross member, respectively, the first mounting hole 701a and the second mounting hole 701b of the vehicle body cross member 200 are formed as the battery tray fastening hole 701 of the bearing frame 700.

Fig. 67 to 70 are overall views of the vehicle body structure provided by the present disclosure, which can be seen from the attached drawings, wherein the vehicle body structure provided by the present disclosure can form a plurality of force transmission paths for dispersing collision force during vehicle frontal collision, specifically, above the floor panel 300, the force transmission paths for collision force include but are not limited to: 1) the front longitudinal beam 100-longitudinal pressing plate connecting plate 321-longitudinal pressing plate 330-seat cross beam; 2) front deck beam 220-center channel cover plate 302-center channel 301; the two force transmission paths are communicated by the transverse pressing plate 310 and further dispersed to the inner sill plate 500, passengers are usually positioned behind the front wall plate 320 and on the side of the central channel 301 in a passenger compartment, particularly a cab, and the force transmission structure can not only avoid the floor panel 300 and the front wall plate 320 from being greatly deformed due to collision, reduce the damage to the passengers caused by the deformation of the floor panel 300 and the front wall plate 320, but also ensure that the transmission paths of collision force avoid the passengers.

Under the floor panel 300, the force transmission path of the collision force includes: front rail 100-front cross member 210-floor rail 110 and rocker inner panel 500-rear rail 120, and further includes a front deck cross member 220, a floor rear cross member 230, and a rear seat mount cross member 260 to assist in distributing crash forces, forming at least two closed-loop frames below floor panel 300, including:

1) the closed-loop framework formed by the front cabin cross beam 220, the left front longitudinal beam, the front cross beam 210 and the right front longitudinal beam has at least the following advantages: firstly, front collision load is borne, including initial collision load transmitted through a force transmission path and backward collision impact of a driving motor and the like; secondly, the closed frame-shaped structure has strong stability, and optionally in actual manufacturing, the intrusion deformation of the dash panel at the front of the passenger compartment can be better ensured to be inhibited by setting the appropriate beam wall thickness and material strength; thirdly, the frame-shaped structure and the reinforcing structure formed by the outer connecting plate 420 arranged on the outer side of the front longitudinal beam 100 can effectively adapt to the collision condition that the wheels have serious backward deformation tendency such as small offset collision and the like, and ensure that the deformation of the rear A column and the threshold inner plate 500 is restrained; fourth, the concentrated load applied from the front side member (and the small offset in-collision wheel) can be maximally dispersed and transmitted to the rocker inner panels 500 and the floor side member 110 on both sides of the passenger compartment, and further transmitted to the rear of the vehicle body, by the stable structure between the front cross member 220 and the front cross member 210. Thereby realizing normal stress and more effectively avoiding the deformation of the passenger compartment during frontal collision. And

2) the load-bearing frame 700 forms a closed-loop frame having at least the following advantages: : firstly, the arrangement area (space) of the battery pack can be provided to the maximum extent under the condition of meeting the requirement of collision safety deformation, and the performance requirement of long-distance endurance is improved; secondly, the closed-loop framework provides a simple and easy assembly mode for the battery pack, and the battery arrangement with intensive characteristics in spatial arrangement is beneficial to the electric heating management in the battery pack; third, the closed-loop frame is substantially aligned in an up-down position with respect to the geometric position of the passenger compartment, i.e., the floor panel, such that the improved impact deformation of the frame structure or passenger compartment structure will both protect the occupants and the battery pack; fourthly, the closed-loop framework is easy to design with better structural balance, and can easily meet the requirement of performance balance of different parts. In summary, the two structures can uniformly distribute the collision force on each beam, and can stop the elements arranged at the front part of the vehicle, so as to prevent the power device of the vehicle such as a motor from moving backwards to enter the passenger compartment or pressing the battery pack below the floor panel 300 due to collision impact, and causing secondary collision damage.

In order to enable the upper structure of the vehicle body to be used for collision force transmission and further reduce intrusion of a collision into the dash panel 320, as shown in fig. 64 to 66, the force transmission path of the vehicle body structure provided by the present disclosure may further include an a-pillar inner panel 340 and a side-rail outer panel 350, the a-pillar inner panel 340 is fixedly connected to the inner side of the side-rail outer panel 350 to form a vehicle body a-pillar, and a force transmission connector is connected between the front side rail 100 and the a-pillar inner panel 340, so that a collision force can be dispersed to the vehicle body a-pillar through the force transmission connector. Specifically, to ensure the force transfer effect, the force transfer connector may be attached at a location B of the a-pillar inner panel 340 corresponding to the side wall outer panel 350, immediately adjacent to the door lower hinge.

Specifically, the force transmission connector can be connected to the outer side sealing plate 106 of the front longitudinal beam 100 to adapt to the overall structure of the vehicle body, so that the connection relationship on the body of the front longitudinal beam 100 is prevented from being too complex; the strength of the connection position is insufficient, and the durability and collision resistance of the vehicle body structure are reduced. Further, be connected with wheel casing assembly 360 on the dash panel 320, pass power the connecting piece and can also connect on dash panel 320 or this wheel casing assembly 360 to increase dash panel 320's intensity, make dash panel 320 be difficult for the collision deformation.

The force transfer connector may be formed in any suitable configuration, for example, the force transfer connector may be formed as a force transfer connector plate 450, with one end of the force transfer connector plate 450 overlapping the front rail and the other end overlapping the a-pillar inner plate 340.

In this embodiment, the a-pillar inner panel 340 and the side-wall outer panel 350 are respectively formed in a groove-shaped structure with openings facing each other, and are fastened by flanges, so that the a-pillar of the vehicle is formed in a structure having a closed frame-shaped cross section, and thus higher strength is obtained, and the force transmission connecting plate 450 can be overlapped on the flanges of the a-pillar inner panel 340 and the side-wall outer panel 350, so that force can be transmitted to the a-pillar inner panel 340 and the side-wall outer panel 350 at the same time, and dispersion of collision energy is facilitated.

As shown in fig. 65, the force transfer link plate 450 may be formed as a cap-like structure including a cap body 451 and a flange 452 surrounding the cap body 451 such that the force transfer link plate 450 has at least two cross-sections perpendicular to each other, thereby ensuring that the force transfer link plate 450 has a greater strength and can withstand impacts in multiple directions without significant deformation.

Specifically, the lap edges 452 are substantially circumscribing a rectangular structure and include at least a first lap edge 450a, a second lap edge 450b, a third lap edge 450c, and a fourth lap edge 450d, the first lap edge 450a and the second lap edge 450b are oppositely disposed, the third lap edge 450c and the fourth lap edge 450d are oppositely disposed and are positioned between the first lap edge 450a and the second lap edge 450b, and the lap relationship of the force-transfer connector plate 450 to the other components of the vehicle body structure may be: the first overlapping edge 450a overlaps the front side member 100, the second overlapping edge 450b overlaps the a-pillar inner panel 340, and the third overlapping edge 450c and the fourth overlapping edge 450d overlap the front cowl 320 or the wheel house assembly 360, respectively, so that the respective components can be stably connected.

On the basis of the technical scheme, the vehicle comprises the vehicle body structure provided by the disclosure, so that the vehicle has all the advantages and beneficial effects of the vehicle body structure provided by the disclosure, and unnecessary repetition is reduced, and the description is omitted. In particular, the vehicle may be an electric car, so that the body structure is adapted to the mounting of the battery pack.

The preferred embodiments of the present disclosure are described in detail 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 may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. The vehicle body structure is characterized by comprising a front longitudinal beam (100), a front cabin cross beam (220) and a floor longitudinal beam (110), wherein the front longitudinal beam (100) comprises a left front longitudinal beam and a right front longitudinal beam which are arranged at intervals along the left-right direction, the front cabin cross beam (220) is connected with the rear ends of the left front longitudinal beam and the right front longitudinal beam, the floor longitudinal beam (110) is used for being fixed on the lower surface of a floor panel (300), the floor panel (300) is positioned behind the front cabin cross beam (220), a force transmission structure is connected between the front cabin cross beam (220) and the floor longitudinal beam (110), the force transmission structure comprises a connecting plate (430), the front end of the connecting plate (430) is lapped on the front cabin cross beam (220), the rear end of the connecting plate is lapped on the floor longitudinal beam (110), the vehicle body structure further comprises a front cross beam (210), and two ends of the front cross beam (210) are connected with the floor longitudinal beam (110), the front cross beam (210) is a battery pack mounting front cross beam, and the floor longitudinal beam (110) is a battery pack mounting longitudinal beam.

2. The vehicle body structure of claim 1, wherein a top surface of the connection plate (430) is connected to the floor panel (300).

3. The vehicle body structure of claim 2, wherein the connection plate (430) is bent outward from the front deck cross member (220) and connected to the floor side member (110).

4. The vehicle body structure according to claim 2 or 3, wherein the connecting plate (430) is a structure of a little letter type opened upward, and a top surface of the structure of a little letter type is connected to a lower surface of the floor panel (300).

5. The vehicle body structure according to claim 2, wherein both ends of the front deck lateral member (220) are provided with connecting portions that overlap with the front side member (100) and the connecting plate (430), respectively, the connecting portion is formed into a first groove-like structure that opens upward and includes a front side wall (222) and a rear side wall (223) that are disposed opposite in the front-rear direction and a connecting bottom wall (221) that connects the front side wall (222) and the rear side wall (223), the upper edge of the opening of the first groove-shaped structure is turned outwards to form a front side wall flanging (222a) and a rear side wall flanging (223a) respectively, the rear end of the front longitudinal beam (100) is respectively lapped on the front side wall (222), the front side wall flanging (222a) and the connecting bottom wall (221), the front end of the connecting plate (430) is respectively lapped on the rear side wall (223), the rear side wall flanging (223a) and the connecting bottom wall (221).

6. The vehicle body structure according to claim 5, wherein the rear end of the front side member (100) is formed into an upwardly open second groove-like structure including a side member inner side wall (104A) and a side member outer side wall (104B) and a side member bottom wall (103) connecting the side member inner side wall (104A) and the side member outer side wall (104B), an upper edge of the side member inner side wall (104A) is turned outward to form a first side member inner side wall flange (104A), an end of the side member inner side wall (104A) is turned outward to form a second side member inner side wall flange (104B), an end of the side member bottom wall (103) extends outward to form a side member bottom wall joint (100c), an end of the side member outer side wall (104B) extends outward to form a side member outer side wall joint (104c),

the first longitudinal beam inner side wall flanging (104a) is in lap joint with the front side wall flanging (222a), the second longitudinal beam inner side wall flanging (104b) is in lap joint with the front side wall (222), and the longitudinal beam bottom wall overlapping edge (100c) and the longitudinal beam outer side wall overlapping edge (104c) are in lap joint with the connecting bottom wall (221) respectively.

7. The vehicle body structure according to claim 5, wherein the front end of the web (430) is formed as a third channel-like structure that is open upward, including a first inner side wall (432A) and a first outer side wall (432B) and a first bottom wall (431) that connects the first inner side wall (432A) and the first outer side wall (432B), an upper edge of the first inner side wall (432A) being turned outward to form a first inner side wall first flange (430a), an end of the first inner side wall (432A) being turned outward to form a first inner side wall second flange (430B), an end of the first bottom wall (431) extending outward to form a first bottom wall overlapping edge (430c), an end of the first outer side wall (432B) extending outward to form a first outer side wall overlapping edge (430d),

the first inner side wall first flanging (430a) is in lap joint with the rear side wall flanging (223a), the first inner side wall second flanging (430b) is in lap joint with the rear side wall (223), and the first bottom wall overlapping edge (430c) and the first outer side wall overlapping edge (430d) are in lap joint with the connecting bottom wall (221) respectively.

8. The vehicle body structure according to claim 2, wherein the end portion of the floor side member (110) is formed into a fourth groove-like structure that is open upward and includes a floor side member inner side wall (112A) and a floor side member outer side wall (112B) and a floor side member bottom wall (111) that connects the floor side member inner side wall (112A) and the floor side member outer side wall (112B), and an edge of an opening of the fourth groove-like structure is turned outward to form a floor side member inner side wall top flange (110a) and a floor side member outer side wall flange (110B), respectively, and the floor side member (110) is connected below the floor panel (300) by the floor side member inner side wall top flange (110 a).

9. The vehicle body structure according to claim 8, characterized in that the rear end of the connecting plate (430) is formed as an upwardly open fifth trough-like structure having an inner wall profile identical to and nested with an outer wall profile of the fourth trough-like structure.

10. The vehicle body structure according to claim 1, further comprising rocker inner panels (500) provided on both left and right sides of the floor panel (300), the floor side members (110) overlapping the rocker inner panels (500).

11. The vehicle body structure according to claim 1, wherein an inner concave portion (105) for avoiding a wheel is formed on the front side member (100) along a wheel envelope, the front deck cross member (220) is disposed at the inner concave portion (105), and a reinforcing plate is connected to an inner wall of the front side member (100) at a position corresponding to the inner concave portion (105).

12. The vehicle body structure according to claim 1, wherein the front cross member (220) is disposed forward of a dash panel (320) and is attached to the dash panel (320), and the dash panel (320) is attached to a front end of the floor panel (300).

13. The vehicle body structure according to claim 1, wherein the front cross member is mounted to a lower surface of the floor panel (300) near a dash panel (320).

14. A vehicle characterized by comprising a vehicle body structure according to any one of claims 1-13.