Front subframe and vehicle

Abstract

The present application discloses a front subframe and a vehicle, the front subframe includes a subframe cross member, a subframe longitudinal member, a first mounting portion, and an extension portion; two of the subframe cross members are provided side by side along a first direction; two of the subframe longitudinal members are provided side by side along a second direction, and the two of the subframe cross members and the two of the subframe longitudinal members are connected head to tail, the first direction intersects with the second direction; the first mounting portion is provided at at least one end along an extending direction of the subframe cross member; and the extension portion is connected to the first mounting portion and extends along a direction away from the subframe cross member; each of the first mounting portion and the extension portion is connected and fixed to a vehicle body structure. 

Description

FRONT SUBFRAME AND VEHICLE CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is a continuation of International Application No. PCT / CN 2024 / 113556, filed on August 21, 2024, which claims priority to Chinese Patent Application No. 2023234611690, filed on December 18, 2023, Chinese Patent Application No. 2023234613361, filed on December 18, 2023, and Chinese Patent Application No. 2024215250329, filed on June 28, 2024, all of which are hereby incorporated by reference in their entireties. TECHNICAL FIELD

[0002] The present application relates to the technical field of vehicles, and particularly, to a front subframe and a vehicle. BACKGROUND

[0003] The front subframe is an important component of the vehicle chassis system. In addition to serving as a connection piece between front and rear axles, a suspension and a vehicle body for supporting the axles and the suspension, the front subframe is an important crush energy absorber in a vehicle crash. The front subframe absorbs and disperses the impact and energy generated by the crash through crush and deformation, and can provide a desired cushioning effect for a vehicle and provide a sufficient guarantee for the crash safety of the entire vehicle.

[0004] Under a condition that the vehicle crashes, since the coverage of the position of the front subframe is limited, it is difficult for the front subframe to serve the function of crush energy absorption for the crash at the edge of the vehicle, and the insufficient crush and deformation occurs, which is very difficult for the front subframe to carry out the overall performance. SUMMARY

[0005] Embodiments of the present application provide a front subframe and a vehicle, so that the coverage along the width of the vehicle can be effectively increased to improve the reliability of the vehicle.

[0006] In a first aspect, embodiments of the present application provide a front subframe including:

[0007] a subframe cross member, two of the subframe cross members being provided side by side along a first direction;

[0008] a subframe longitudinal member, two of the subframe longitudinal members being provided side by side along a second direction, and the two of the subframe cross members and the two of the subframe longitudinal members being connected head to tail, where the first direction intersects with the second direction;

[0009] a first mounting portion provided at at least one end along an extending direction of the subframe cross member; and

[0010] an extension portion connected to the first mounting portion and extending along a direction away from the subframe cross member;

[0011] where each of the first mounting portion and the extension portion is connected and fixed to a vehicle body structure.

[0012] Based on the technical solutions of the embodiments of the present application, the extension portion is provided, so that coverage of the front subframe along the width direction of the vehicle can be increased, the extension portion can effectively resist a collision and transmit impact force to the entire front subframe by overlapping the position of the obstacle under various crash scenarios, the impact force is rapidly absorbed and dispersed by the deformation of the front subframe, and the crush energy absorption function of the front subframe is fully served to reduce the impact generated by the crash on passengers in the vehicle as much as possible, and ensure the safety of the passengers in the vehicle.

[0013] According to any one of the previous embodiments of the first aspect of the present application, the front subframe further includes a second mounting portion connected to the subframe longitudinal member and spaced apart from the first mounting portion along the first direction, and the second mounting portion is connected and fixed to the vehicle body structure.

[0014] According to any one of the previous embodiments of the first aspect of the present application, along a third direction, the first mounting portion protrudes from the subframe cross member and the subframe longitudinal member; and / or along the third direction, the second mounting portion protrudes from the subframe cross member and the subframe longitudinal member; and

[0015] the third direction is perpendicular to a plane where the first direction and the second direction are located.

[0016] According to any one of the previous embodiments of the first aspect of the present application, the first mounting portion has a first side surface facing the second mounting portion along the first direction, and along a direction from the first mounting portion to the second mounting portion, the first side surface has a tendency to approach the subframe longitudinal member;

[0017] the second mounting portion has a second side surface facing the first mounting portion along the first direction, and along a direction from the second mounting portion to the first mounting portion, the second side surface has a tendency to approach the subframe longitudinal member; and

[0018] the first side surface and the second side surface enclose a first recess.

[0019] According to any one of the previous embodiments of the first aspect of the present application, the front subframe further includes a subframe reinforcement member spaced apart from the two of the subframe cross members along the first direction, two ends of the subframe reinforcement member are connected to the two of the subframe longitudinal members, respectively, and the subframe longitudinal member located at a side of the subframe reinforcement member along the first direction partially protrudes from the subframe cross member toward a side close to the first mounting portion along the third direction.

[0020] According to any one of the previous embodiments of the first aspect of the present application, the subframe longitudinal member has a first face away from the first mounting portion along the third direction, and the first face is recessed inward along the third direction to form a second recess; and

[0021] each of the second recess and the first recess is located at a same side of the subframe reinforcement member along the first direction.

[0022] According to any one of the previous embodiments of the first aspect of the present application, at least one of the subframe cross member or the subframe longitudinal member is provided with a crush hole, and the crush hole is two or more in number.

[0023] According to any one of the previous embodiments of the first aspect of the present application, the first mounting portion has a second face away from the subframe longitudinal member and a third face close to the subframe longitudinal member along a third direction, the second face is provided with a first mounting structure connected to the vehicle body structure, and the third face is provided with a crush hole; and

[0024] the third direction is perpendicular to a plane where the first direction and the second direction are located.

[0025] In a second aspect, embodiments of the present provide provide a vehicle including the front subframe and the vehicle body structure, and the front subframe is connected to the vehicle body structure at least by the first mounting portion.

[0026] According to any one of the previous embodiments of the second aspect of the present application, the vehicle body structure includes a base frame, a front bumper beam, a front longitudinal member, and a vehicle body bracket, one end of the base frame is provided with a front baffle cross member, one end of the front longitudinal member is connected to the base frame, an included angle between the front longitudinal member and the front baffle cross member is greater than 90 degrees, the front bumper beam is provided at an end of the front longitudinal member away from the base frame, and the vehicle body bracket is provided on the base frame.

[0027] According to any one of the previous embodiments of the second aspect of the present application, the included angle between the front longitudinal member and the front baffle cross member is α, and 90° < α < 95°.

[0028] According to any one of the previous embodiments of the second aspect of the present application, a vehicle body bracket includes a pillar, an upper longitudinal member, an A-pillar frame assembly, a B-pillar frame assembly, a C-pillar frame assembly, a hinge pillar, and a door ring assembly, one end of the pillar is connected to the front longitudinal member, one end of the upper longitudinal member is connected to the pillar, the other end of the upper longitudinal member is connected to the hinge pillar, the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly, and the hinge pillar are connected to the base frame, and the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly, and the hinge pillar are all connected to the door ring assembly to form a frame structure.

[0029] According to any one of the previous embodiments of the second aspect of the present application, a rocker reinforcement member is provided at a junction of the base frame and the door ring assembly, the rocker reinforcement member is a hollow structure, and several reinforcement partitions parallel with each other are provided in the rocker reinforcement member.

[0030] According to any one of the previous embodiments of the second aspect of the present application, the door ring assembly is provided with a rocker inner panel, and an outside of the rocker reinforcement member is overlaid with the rocker inner panel.

[0031] According to any one of the previous embodiments of the second aspect of the present application, the rocker reinforcement member is an aluminum profile.

[0032] According to any one of the previous embodiments of the second aspect of the present application, the rocker reinforcement member is connected to a body side sill of the vehicle, the rocker reinforcement member is provided along a length direction of the vehicle, and the rocker reinforcement member is connected to a bottom of the door ring assembly.

[0033] According to any one of the previous embodiments of the second aspect of the present application, the vehicle body structure further includes a reinforcement structure including:

[0034] an upper reinforcement plate portion mounted to the door ring assembly and connected to an upper portion of the A-pillar frame assembly; and

[0035] a lower reinforcement plate portion mounted to the door ring assembly and connected to a lower portion of the A-pillar frame assembly and a body side sill.

[0036] According to any one of the previous embodiments of the second aspect of the present application, the door ring assembly includes an upper lateral portion region, an inclined portion region, a first vertical portion region, a lower lateral portion region, and a second vertical portion region connected in sequence to form a ring shape, the second vertical portion region is connected to the upper lateral portion region, the upper lateral portion region is opposite to the lower lateral portion region, and the second vertical portion region is opposite to the inclined portion region and the first vertical portion region.

[0037] According to any one of the previous embodiments of the second aspect of the present application, the upper reinforcement plate portion includes an A-pillar upper side member reinforcement plate connected to the upper portion of the A-pillar frame assembly, and the A-pillar upper side member reinforcement plate is located in the upper lateral portion region and the inclined portion region of the door ring assembly.

[0038] According to any one of the previous embodiments of the second aspect of the present application, the upper reinforcement plate portion further includes an A-pillar upper hinge reinforcement plate connected to the upper portion of the A-pillar frame assembly, the A-pillar upper hinge reinforcement plate is located at an upper end of the first vertical portion region of the door ring assembly, and one end of the A-pillar upper hinge reinforcement plate extends to the hinge pillar.

[0039] According to any one of the previous embodiments of the second aspect of the present application, the lower reinforcement plate portion includes an A-pillar lower hinge reinforcement plate connected to the lower portion of the A-pillar frame assembly, the A-pillar lower hinge reinforcement plate is located at a lower end of the first vertical portion region of the door ring assembly, and the A-pillar lower hinge reinforcement plate is spaced apart from the A-pillar upper hinge reinforcement plate.

[0040] According to any one of the previous embodiments of the second aspect of the present application, the lower reinforcement plate portion further includes an A-pillar lower support plate assembly connected to the lower portion of the A-pillar frame assembly, and the A-pillar lower support plate assembly is located at the lower end of the first vertical portion region of the door ring assembly.

[0041] According to any one of the previous embodiments of the second aspect of the present application, the A-pillar lower support plate assembly is housed within the A-pillar lower hinge reinforcement plate.

[0042] According to any one of the previous embodiments of the second aspect of the present application, a shock tower is provided between the upper longitudinal member and the front longitudinal member.

[0043] According to any one of the previous embodiments of the second aspect of the present application, a front floor support member is provided at a junction of the hinge pillar and the base frame.

[0044] According to any one of the previous embodiments of the second aspect of the present application, the vehicle body bracket further includes a roof front cross member and a roof middle cross member provided between the door ring assemblies.

[0045] According to any one of the previous embodiments of the second aspect of the present application, the vehicle further includes a drive mechanism, and the vehicle body structure is provided on the drive mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to illustrate technical solutions of embodiments of the present application more clearly, the drawings to be used in the embodiments of the present application will be briefly described below. For a person skilled in the art, other drawings may be obtained from these drawings without any inventive effort.

[0047] Fig. 1 is an overall schematic structural view of a front subframe according to embodiments of the present application;

[0048] Fig. 2 is a schematic side view of a front subframe according to embodiments of the present application;

[0049] Fig. 3 is a schematic top view of a front subframe according to embodiments of the present application;

[0050] Fig. 4 is a schematic bottom view of a front subframe according to embodiments of the present application;

[0051] Fig. 5 is a schematic structural view of a first connection between a front subframe and a vehicle body structure in a vehicle according to embodiments of the present application;

[0052] Fig. 6 is a schematic structural view of a second connection between a front subframe and a vehicle body structure in a vehicle according to embodiments of the present application;

[0053] Fig. 7 is a schematic structural view of a third connection between a front subframe and a vehicle body structure in a vehicle according to embodiments of the present application;

[0054] Fig. 8 is a schematic top view of a vehicle body structure according to embodiments of the present application;

[0055] Fig. 9 is an overall schematic structural view of a vehicle body structure according to embodiments of the present application;

[0056] Fig. 10 is a schematic side view of a vehicle body structure according to embodiments of the present application;

[0057] Fig. 11 is a cross-sectional view along the direction A-A in Fig. 10;

[0058] Fig. 12 is a cross-sectional view along the direction B-B in Fig. 10;

[0059] Fig. 13 is a first overall schematic structural view of a reinforcement structure in a vehicle body structure according to some embodiments of the present application; and

[0060] Fig. 14 is a second overall schematic structural view of a reinforcement structure in a vehicle body structure according to some embodiments of the present application.

[0061] Reference signs:

[0062] 10: Front subframe;

[0063] 11: Subframe cross member;

[0064] 12: Subframe longitudinal member; 121: First face; 122: Second recess; 123: Fourth mounting structure;

[0065] 13: First mounting portion; 131: First side surface; 132: First mounting structure; 133: Second face; 134: Third side;

[0066] 14: Extension portion; 141: Third mounting structure;

[0067] 15: Second mounting portion; 151: Second side surface; 152: Second mounting structure;

[0068] 16: First recess;

[0069] 17: Subframe reinforcement member;

[0070] 18: Crush hole;

[0071] 19: Third recess;

[0072] 20: Vehicle body structure;

[0073] 21: Base frame; 211: Front baffle cross member;

[0074] 22: Front bumper beam;

[0075] 23: Front longitudinal member;

[0076] 24: Vehicle body bracket; 241: Pillar; 242: Upper longitudinal member; 243: A-pillar frame assembly; 244: B-pillar frame assembly; 245: Hinge pillar; 246: Door ring assembly; 2461: Upper lateral portion region; 2462: Inclined portion region; 2463: First vertical portion region; 2464: Lower lateral portion region; 2465: Second vertical portion region; 247: Roof front cross member; 248: Roof middle cross member;

[0077] 25: Rocker reinforcement member;

[0078] 26: Rocker inner panel;

[0079] 27: Reinforcement structure; 271: Upper reinforcement plate portion; 2711: A-pillar upper side member reinforcement plate; 2712: A-pillar upper hinge reinforcement plate; 272: Lower reinforcement plate portion; 2721: A-pillar lower hinge reinforcement plate; 2722: A-pillar lower support plate assembly;

[0080] 28: Shock tower;

[0081] 29: Front floor support member;

[0082] X: First direction; Y: Second direction; Z: Third direction;

[0083] In the drawings, the drawings are not necessarily drawn according to actual scale. DETAILED DESCRIPTION

[0084] Features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the objects, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain, rather than to limit, the present application. For those skilled in the art, the present application may be implemented without some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating examples of the present application.

[0085] It should be noted that, in the present application, the relational terms, such as first and second, are used merely to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual such relationship or order among these entities or operations. Moreover, the terms “comprise”, “include”, or any other variants thereof, are intended to represent a non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements that are not explicitly listed or elements inherent to such a process, method, article or device. Without more constraints, the elements following an expression “comprise / include…” do not exclude the existence of additional identical elements in the process, method, article or device that includes the elements.

[0086] It should be understood that the term “and / or” used herein refers to only an association relationship for describing associated objects, and means that there may be three kinds of relationships. For example, “A and / or B” may represent three cases including: “A exists alone”, “A and B exist simultaneously”, and “B exists alone”. In addition, the character “ / ” in the present application generally indicates that the associated objects have an “or” relationship.

[0087] In embodiments of the present application, the term “electrically connected” may mean that two components are electrically connected directly, or may mean that two components are electrically connected by one or more other components.

[0088] It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the gist or scope of the present application. Thus, the present application is intended to cover modifications and variations of the present application that fall within the scope of the corresponding claims (claimed technical solutions) and equivalents thereof. It should be noted that the embodiments of the present application may be combined with each other without conflict.

[0089] Before the technical solutions provided by the embodiments of the present application are described, the problems in the related art are first described in the present application to facilitate the understanding of the embodiments of the present application.

[0090] As various complex traffic accident scenarios are occurring one after another, vehicle safety regulations and standards are being updated more and more frequently, and corresponding crash safety metrics is becoming more and more stringent. The traditional vehicle safety design is mainly to ensure the safety of passengers in terms of the feature design, the cross-sectional dimension, and the material property of the vehicle body structure 20, but with the addition of various new crash scenarios, it is very difficult to meet requirements of the safety regulations by simply relying on the design of the vehicle body structure 20. In order to improve the safety of the passengers in different crashes, those skilled in the art gradually pay attention to the design of an energy absorber based on the traditional arrangement relying on the vehicle body structure 20, so that the crush energy absorber better protects the safety of the passengers working together with the design of the vehicle body structure 20.

[0091] The principle of crush energy absorption is to absorb and disperse energy through controlled deformation and destruction of specially designed materials and structures under the action of external force. Under the action of external force, the materials and structures will plastically deform, break or fracture, so that the energy is lost and the impact on other parts is reduced. Serving as an important component in the vehicle chassis system, the front subframe 10 is an important crush energy absorber in a vehicle crash in addition to being connected to the vehicle body, the axles, and the suspension. The front subframe absorbs and disperses the impact and energy generated by the crash through crush and deformation, and can provide a desired cushioning effect for a vehicle and provide a sufficient guarantee for the crash safety of the entire vehicle.

[0092] However, under a condition that the vehicle crashes, the coverage of the position of the front subframe 10 is limited, so that it is difficult for the front subframe 10 to serve the function of crush energy absorption for the crash at the edge of the vehicle, and the insufficient crush and deformation occurs, which is difficult for the front subframe 10 to carry out the overall performance.

[0093] Therefore, in order for the front subframe 10 to serve a desired energy absorption function under different crash scenarios and effectively reduce the impact on the passengers to effectively protect the passengers, embodiments of the present application provide the front subframe 10, and the front subframe 10 according to the present application is described in detail below with reference to Fig. 1 to Fig. 4.

[0094] Fig. 1 is an overall schematic structural view of the front subframe 10 according to some embodiments of the present application. Fig. 2 is a schematic side view of the front subframe 10 according to some embodiments of the present application. Fig. 3 is a schematic top view of the front subframe 10 according to some embodiments of the present application. Fig. 4 is a schematic bottom view of the front subframe 10 according to some embodiments of the present application.

[0095] As shown in Fig. 1 to Fig. 4, embodiments of the present application provide the front subframe 10 including the subframe cross member 11, the subframe longitudinal member 12, the first mounting portion 13, and the extension portion 14, two subframe cross members 11 are provided side by side along the first direction X, two subframe longitudinal members 12 are provided side by side along the second direction Y, the two subframe cross members 11 and the two subframe longitudinal members 12 are connected head to tail, and the first direction X intersects with the second direction Y. The first mounting portion 13 is provided at at least one end along the extending direction of the subframe cross member 11, the extension portion 14 is provided on the first mounting portion 13 and extends along the direction away from the subframe cross member 11, and each of the first mounting portion 13 and the extension portion 14 is connected and fixed to the vehicle body structure 20.

[0096] The two subframe cross members 11 are provided side by side along the first direction X, the two subframe longitudinal members 12 are provided side by side along the second direction Y, the two subframe cross members 11 and the two subframe longitudinal members 12 are connected head to tail, and the first direction X intersects with the second direction Y. The head to tail mentioned herein refers to two ends of the subframe cross member 11 or the subframe longitudinal member 12 along the extending direction thereof, and each subframe longitudinal member 12 and each subframe cross member 11 have a head end and a tail end along the extending direction thereof; the head intersects with the tail, that is, the two ends of the subframe cross member 11 are connected to one end of each of the two subframe longitudinal members 12, respectively, the two ends of the subframe longitudinal member 12 are connected to one end of each of the two subframe cross members 11, respectively, and the subframe cross members 11 and the subframe longitudinal members 12 are provided in a loop to form a frame structure; as the basic skeleton of the front subframe 10, the frame structure can ensure the stability, the firmness, and the shock resistance of the front subframe 10 very well. The subframe cross members 11 and the subframe longitudinal members 12 are connected in various manners. Optionally, the subframe cross members 11 and the subframe longitudinal members 12 are integrally formed, or the subframe cross members 11 are welded to the subframe longitudinal members 12.

[0097] The above frame structure has various shapes. Optionally, the lengths of the two subframe longitudinal members 12 may be the same or different from each other, and the lengths of the two subframe cross members 11 may be the same or different from each other, depending on the shape and the dimension of the vehicle body structure 20. Optionally, the two subframe longitudinal members 12 are symmetrically provided along the first direction X, so that the force applied to the two subframe longitudinal members 12 is the same, which is helpful to improve the stability of the connection between the subframe cross members 11 and the subframe longitudinal members 12, increase the service life of the front subframe 10, and may reduce the difficulty in mold design and manufacturing to a great extent. It should be noted that “symmetry” mentioned in the present application does not refer to absolute symmetry, and allows for certain errors. It should also be noted that the specific orientations of the first direction X and the second direction Y are not limited in the present application as long as the first direction X intersects with the second direction Y.

[0098] The first mounting portion 13 is provided at at least one end along the extending direction of the subframe cross member 11, and the first mounting portion 13 is mainly to be connected and fixed to the vehicle body structure 20. The first mounting portion 13 is provided with the first mounting structure 132 connected and fixed to the vehicle body structure 20, and the first mounting structure 132 is one or more in number. Optionally, the first mounting structure 132 may be provided at one end of the subframe cross member 11, or the first mounting structures 132 may be provided at two ends of the subframe cross member 11. Two first mounting portions 13 are provided, so that the firmness and the reliability of the connection between the front subframe 10 and the vehicle body structure 20 can be improved. Optionally, the first mounting structure 132 may be symmetrically provided, so that the design and the manufacturing are facilitated, the weight of the front subframe 10 may be better balanced and dispersed, the lateral deflection and sway of the front subframe 10 may be reduced, and the driving stability and maneuverability of the vehicle may be improved. The first mounting portion 13 and the subframe cross member 11 are connected in various manners. Optionally, the first mounting portion 13 and the subframe cross member 11 are integrally formed, or the first mounting portion 13 is welded to the subframe cross member 11.

[0099] The extension portion 14 is mainly to be connected and fixed to the vehicle body structure 20, and the extension portion 14 is provided with the third mounting structure 141 connected to the vehicle body structure 20, and the third mounting structure 141 may be one or more in number.

[00100] The extension portion 14 is connected to the first mounting portion 13 and extends along the direction away from the subframe cross member 11. The extension portion 14 is connected to various positions. Preferably, the extension portion 14 is connected to the end of the first mounting portion 13 along the second direction Y to increase the coverage of the front subframe 10 along the width direction of the vehicle to the greatest extent. The extending direction of the extension portion 14 is not limited herein as long as the extension portion 14 extends along the direction away from the cross member. Optionally, the extension portion 14 extends along the second direction Y to further increase the coverage of the front subframe 10 along the width direction of the vehicle, or the extension portion 14 may extend along other directions inclined with respect to the second direction Y. The extension portion 14 and the first mounting portion 13 are connected in various manners. Optionally, the extension portion 14 and the first mounting portion 13 are integrally formed, or the extension portion 14 is welded to the first mounting portion 13. The length and the shape of the extension portion 14 are not limited herein, and may be determined based on actual needs of the vehicle crash. Preferably, the extension portions 14 are symmetrically provided to facilitate the design and the manufacturing.

[00101] The extension portion 14 is provided, so that the coverage of the front subframe 10 along the length direction and the width direction of the vehicle can be increased, the possibility that the extension portion 14 overlaps the position of the obstacle along the width direction of the vehicle can be increased, and the crush energy absorption function of the front subframe 10 can be fully served. The extension portion 14 can effectively resist a collision and transmit impact force to the entire front subframe 10 under different crash scenarios, rapidly absorb and disperse the impact force through the deformation of the front subframe 10, reduce the impact generated by the crash on the passengers in the vehicle as much as possible, and ensure the life safety of the passengers in the vehicle.

[00102] Further, providing the extension portion 14 can effectively resist the impact force generated by the vehicle crash, particularly during a 25% frontal offset crash of the vehicle. Specifically, under a condition that the front subframe 10 is connected and fixed to the vehicle body structure 20, the first direction X is parallel to the width direction of the vehicle, and the second direction Y is parallel to the length direction of the vehicle. That is, the extending direction of the subframe cross member 11 in the front subframe 10 is the same as the width direction of the vehicle, the first mounting portion 13 is provided at at least one end along the extending direction of the subframe cross member 11, and the extension portion 14 is provided on the first mounting portion 13 and extends along the direction away from the subframe cross member 11; this means that the extension portion 14 is located within 25% of the dimension of two ends of the width direction of the vehicle; during the 25% frontal offset crash of the vehicle, the extension portion 14 contacts with a crashing object, and the extension portion 14 bears the main impact force, transmits the impact force to the entire front subframe 10, rapidly absorbs and disperses the impact force by the deformation of the front subframe 10, reduces the possibility that the vehicle body structure 20 presses the space of the driving cabin due to the deformation caused by the impact force of the crash, so that the impact generated by the crash on the passengers in the vehicle is reduced as much as possible, and the life safety of the safety of the passengers in the vehicle is ensured.

[00103] As shown in Fig. 2, in some embodiments, the first mounting portion 13 has the second face 133 away from the subframe longitudinal member 12 and the third face 134 close to the subframe longitudinal member 12 along the third direction Z, the second face 133 is provided with the first mounting structure 132 connected to the vehicle body structure 20, and the third face 134 is provided with the crush hole 18; the third direction Z is perpendicular to the plane where the first direction X and the second direction Y are located.

[00104] The crush hole 18 is provided in the first mounting portion 13, so that the first mounting portion 13 can be more easily crushed and deformed by the crash and crush of the external force and help absorb the energy generated by the impact. Preferably, the crush hole 18 may be provided at the interface of the first mounting portion 13 and the subframe cross member 11 on the third face 134; at the interface of the first mounting portion 13 and the subframe cross member 11, the stress is concentrated, and the deformation occurs more easily under the guidance of the crush hole 18. The crush hole 18 and the first mounting structure 132 are provided on two opposite faces of the first mounting portion 13, so that the first mounting structure 132 can be prevented from being affected by the crush hole 18, and the strength of the first mounting structure 13 can be increased. Meanwhile, the first mounting portion 13 is also located within 25% of the dimension of two ends of the width direction of the vehicle. Providing the crush hole 18 accelerates the absorption of the impact force by the first mounting portion 13 generated during the 25% frontal offset crash of the vehicle and absorbs the energy generated by the impact of the crash as much as possible.

[00105] As shown in Fig. 1, in some embodiments, the third recess 19 is provided between the first mounting portion 13 and the extension portion 14 along the third direction Z; the third direction Z is perpendicular to the plane where the first direction X and the second direction Y are located.

[00106] The third recess 19 is provided between the first mounting portion 13 and the extension portion 14 along the third direction Z. Optionally, the third recess 19 may be provided on any one of two faces between the first mounting portion 13 and the extension portion 14 along the third direction Z. The stress of the third recess 19 is concentrated, so that it is helpful for the third recess 19 to bend and deform during the crash, and the third recess 19 also provides a movable space for bending and deformation of the extension portion 14 and the first mounting portion 13, facilitating sufficient compression and absorption of the energy by the third recess 19. During the 25% frontal offset crash of the vehicle, after the crashing object contacts with the extension portion 14, acting force urging the extension portion 14 to press against the first mounting portion 13 is generated; the third recess 19 is provided, so that the extension portion 14 and the first mounting portion 13 are easily bent, and the acting force can reduce the energy generated by the crash in the form of work, achieving an effect of compression and absorption of the energy by the first mounting portion 13 and the extension portion 14.

[00107] As shown in Fig. 1 and Fig. 3, in some embodiments, the front subframe 10 further includes the second mounting portion 15, the second mounting portion 15 is connected to the subframe longitudinal member 12 and is spaced apart from the first mounting portion 13 along the first direction X, and the second mounting portion 15 is connected and fixed to the vehicle body structure 20.

[00108] The second mounting portion 15 is connected to the subframe longitudinal member 12 and is spaced apart from the first mounting portion 13 along the first direction X, and each of the second mounting portion 15 and the first mounting portion 13 is connected to the front subframe 10 and the vehicle body structure 20 to improve the reliability and the stability of the connection between the front subframe 10 and the vehicle body structure 20 along the first direction X. The second mounting portion 15 is provided with the second mounting structure 152 connected to the vehicle body structure 20, and the second mounting structure 152 may be one or more in number.

[00109] It should be noted that, in some embodiments, the first mounting structure 132, the second mounting structure 152, and the third mounting structure 141 are mounting holes, the connection between the front subframe 10 and the vehicle body structure 20 is achieved by a connection piece going through the mounting holes, and the connection piece includes standard pieces such as bolts. In some other embodiments, the first mounting structure 132, the second mounting structure 152, and the third mounting structure 141 are welding joints, and the vehicle body structure 20 is welded to the front subframe 10.

[00110] As shown in Fig. 1 and Fig. 2, in some embodiments, along the third direction Z, the first mounting portion 13 protrudes from the subframe cross member 11 and the subframe longitudinal member 12; and / or, along the third direction Z, the second mounting portion 15 protrudes from the subframe cross member 11 and the subframe longitudinal member 12, and the third direction Z is perpendicular to the plane where the first direction X and the second direction Y are located.

[00111] In order to adapt to the shape of the vehicle chassis or to leave an accommodation space for other fittings, at least one of the first mounting portion 13 or the second mounting portion 15 protrudes from the subframe longitudinal member 12 and the subframe cross member 11 along the third direction Z. Heights of the first mounting portion 13, the second mounting portion 15, and the longitudinal member are different from each other, so that each of the first mounting portion 13, the second mounting portion 15, and the longitudinal member can be connected to the vehicle body structure 20, improving the firmness and the reliability of the connection.

[00112] Preferably, the first mounting portion 13 and the second mounting portion 15 include a curved surface smoothly transitioning between the subframe longitudinal members 12, that is, the projection areas of the first mounting portion 13 and the second mounting portion 15 along the second direction Y are gradually increased, and the closer to the longitudinal member, the more stable the connection between the first mounting portion 13, the second mounting portion 15 and the longitudinal member. The curved surface smoothly transitions, so that the connection strength between the first mounting portion 13, the second mounting portion 15 and the subframe longitudinal member 12 can be improved, the stress concentration can be avoided, and the connection strength can be improved. In addition, the curved surface that smoothly transitions can also effectively cushion the impact force generated by the crash.

[00113] As shown in Fig. 1 to Fig. 4, in some embodiments, the first mounting portion 13 has the first side surface 131 facing the second mounting portion 15 along first direction X, and along the direction from the first mounting portion 13 to the second mounting portion 15, the first side surface 131 has a tendency to approach the subframe longitudinal member 12; the second mounting portion 15 has the second side surface 151 facing the first mounting portion 13 along the first direction X, and along the direction from the second mounting portion 15 to the first mounting portion 13, the second side surface 151 has a tendency to approach the subframe longitudinal member 12; and the first side surface 131 and the second side surface 151 enclose the first recess 16.

[00114] The first side surface 131 of the first mounting portion 13 gradually extends along the direction from the first mounting portion 13 to the second mounting portion 15, the second side surface 151 of the second mounting portion 15 gradually extends along the direction from the second mounting portion 15 to the first mounting portion 13, and two side surfaces smoothly transition to the subframe longitudinal member 12 and enclose the first recess 16. The force imbalance at the first recess 16 can guide the subframe longitudinal member 12 to bend and crush or even break, and provide the movable space for bending or breaking of the subframe longitudinal member 12, so that the front subframe 10 can sufficiently absorb the energy generated by the crash. During the 25% frontal offset crash of the vehicle, after the crashing object contacts with the extension portion 14, the acting force generated by the crash has a force component along the width direction of the vehicle, that is, the second direction Y of the front subframe 10, and a force component along the length direction of the vehicle, that is, the first direction X of the front subframe 10. The force component along the width direction of the vehicle, that is, the second direction Y of the front subframe 10, is compressed and absorbed by the third recess 19, the force component along the length direction of the vehicle, that is, the first direction X of the front subframe 10, reduces the energy generated by the crash by the way that the subframe longitudinal member 12 is guided by the first recess 16 to bend or break, achieving the effect of compression and absorption of the energy.

[00115] As shown in Fig. 1 to Fig. 4, in some embodiments, the front subframe 10 further includes the subframe reinforcement member 17 spaced apart from the two subframe cross members 11 along the first direction X, two ends of the subframe reinforcement member 17 are connected to the two subframe longitudinal members 12, respectively, and the subframe longitudinal member 12 located at a side of the subframe reinforcement member 17 along the first direction X partially protrudes from the subframe cross member 11 toward a side close to the first mounting portion 13 along the third direction Z.

[00116] The front subframe 10 further includes the subframe reinforcement member 17 spaced apart from the two cross members along the first direction X, and the two ends of the subframe reinforcement member 17 are connected to the two subframe longitudinal members 12, respectively. Optionally, the subframe reinforcement member 17 is parallel to the subframe cross member 11; or the length direction of the subframe reinforcement member 17 intersects with the length direction of the subframe cross member 11. The subframe reinforcement member 17 is provided, so that the structural strength and rigidity of the front subframe 10 can be improved, and the overall compression resistance and support performance can be improved. Meanwhile, the subframe reinforcement member 17 can also provide support points for other fittings to ensure the reliability and the stability of the connection between the front subframe 10 and the fittings.

[00117] As shown in Fig. 2, the subframe longitudinal member 12 located at a side of the subframe reinforcement member 17 along the first direction X partially protrudes from the subframe cross member 11 toward a side close to the first mounting portion 13 along the third direction Z, so as to facilitate the accommodation of other fittings; meanwhile, since the subframe longitudinal member 12 partially protrudes with respect to the subframe cross member 11, the subframe longitudinal member 12 is bent at the subframe reinforcement member 17, so that a groove recessed along the third direction Z is indirectly provided, and the groove can guide the entire subframe longitudinal member12 to be crushed and deformed along the first direction X during the crash, improving the crush energy absorption performance of the front subframe 10.

[00118] As shown in Fig. 2, in some embodiments, the subframe longitudinal member 12 has the first face 121 away from the first mounting portion 13 along the third direction Z, the first face 121 is recessed inward along the third direction Z to form the second recess 122; and each of the second recess 122 and the first recess 16 is located at the same side of the subframe reinforcement member 17 along the first direction X.

[00119] The subframe longitudinal member 12 has the first face 121 away from the first mounting portion 13 along the third direction Z, the first face 121 is recessed inward along the third direction Z to form the second recess 122, and the second recess 122 may be provided at any position on the first face 121. Preferably, the second recess 122 is provided at the interface of the subframe longitudinal member 12 and the subframe reinforcement member 17. The subframe longitudinal member 12 protrudes from the plane where the subframe reinforcement member 17 is located to increase the depth of the second recess 122, so that the subframe longitudinal member 12 guides the front subframe 10 more easily to bend and deform, achieving sufficient crush energy absorption.

[00120] Each of the second recess 122 and the first recess 16 is located at the same side of the subframe reinforcement member 17 along the first direction X, so that a part of positions that can be crushed and deformed are more concentrated, improving the effect of the crush energy absorption of the front subframe 10. Specifically, during the 25% frontal offset crash of the vehicle, after the crashing object contacts with the extension portion 14, the force component of the acting force generated by the crash along the length direction of the vehicle, that is, the first direction X of the front subframe 10, acts on the subframe longitudinal member 12 along the extending direction of the subframe longitudinal member 12. Since the part of the subframe longitudinal member 12 located at the front end of the vehicle along the extending direction of the subframe longitudinal member 12, that is, the part of the subframe longitudinal member 12 located at a side of the subframe reinforcement member 17 along the first direction X, first bears the acting force generated by the crash, each of the second recess 122 and the first recess 16 is concentrated in this part, and during the crash, the deformation first occurs at the first recess 16 and the second recess 122 to absorb the acting force generated by the crash, so that the crash force transmitted to the part of the subframe longitudinal member 12 at the rear end of the vehicle along the extending direction of the subframe longitudinal member 12 is reduced to reduce the effect of the impact force generated by the crash on the space of the driving cabin, protecting the safety of the personnel in the vehicle.

[00121] As shown in Fig. 1 to Fig. 4, in some embodiments, at least one of the subframe cross member 11 or the subframe longitudinal member 12 is provided with a crush hole 18, and the crush hole 18 is two or more in number.

[00122] The crush hole 18 may be provided at any position on the subframe cross member 11 and the subframe longitudinal member 12. Exemplarily, as shown in Fig. 1 to Fig. 4, each of two faces of the subframe longitudinal member 12 along the second direction Y is provided with the crush hole 18; each of two faces of the subframe cross member 11 along the third direction Z is provided with the crush hole 18, and the face of the subframe cross member 11 along the first direction X and at a side close to the subframe reinforcement member 17 is provided with the crush hole 18. Optionally, the crush hole 18 is provided at a position where the stress is concentrated to ensure that the crush hole 18 does not affect the overall connection strength of the front subframe 10 and can sufficiently deform to absorb energy during the crash, reducing the losses caused by the crash. Preferably, the crush holes 18 are symmetrically provided in the subframe cross member 11 and the subframe longitudinal member 12 to facilitate batch processing and mass production of the subframe longitudinal member 12 and the subframe cross member 11. The crush hole 18 is two or more in number, and the specific number of the crush holes 18 is not limited herein. Under a condition that the overall strength of the front subframe 10 is not affected, the more the number of the crush holes 18, the better the crush and deformation effect of the front subframe 10.

[00123] During the crash, since the stress at the crush hole 18 is relatively small, the the front subframe 10 is more likely to deform or even break at the position where the crush hole 18 is provided, so as to absorb and unload a part of the energy generated by the impact of the crash, provide cushioning and shock absorbing effects for the vehicle, and reduce the damage to the vehicle and the passengers in the vehicle caused by the crash.

[00124] Fig. 5 to Fig. 7 are schematic structural views of connections between the front subframe 10 and the vehicle body structure 20 in the vehicle according to some embodiments of the present application. Fig. 5 is a schematic structural view of the first connection between the front subframe 10 and the vehicle body structure 20 in a vehicle according to embodiments of the present application, Fig. 6 is a schematic structural view of the second connection between the front subframe 10 and the vehicle body structure 20 in a vehicle according to embodiments of the present application, and Fig. 7 is a schematic structural view of the third connection between the front subframe 10 and the vehicle body structure 20 in a vehicle according to embodiments of the present application.

[00125] As shown in Fig. 5 to Fig. 7, the embodiments of the present application further provide a vehicle including the front subframe 10 and the vehicle body structure 20, and the front subframe 10 is connected to the vehicle body structure 20 at least by the first mounting portion 13. Specifically, the front subframe 10 is mounted at the bottom of the vehicle body structure 20, that is, in the whole vehicle, the vehicle body structure 20 is taken as a whole support point, and the front subframe 10 is mounted under the vehicle body structure 20. The form that the front subframe 10 is mounted under the vehicle body structure 20 can prevent the interference with the mounting structure above the vehicle body structure 20 while the crash strength of the vehicle is improved.

[00126] Exemplarily, the front subframe 10 is connected to the vehicle body structure 20 by the first mounting structure 132 provided on the first mounting portion 13, the second mounting structure 152 provided on the second mounting portion, the third mounting structure 141 of the extension portion 14, and the fourth mounting structure 123 located on the subframe longitudinal member 12. In some embodiments, the first mounting structure 132, the second mounting structure 152, the third mounting structure 141, and the fourth mounting structure 123 may be mounting holes, the connection between the front subframe 10 and the vehicle body structure 20 is achieved a connection piece going through the mounting holes, and the connection piece includes standard pieces such as bolts. In some other embodiments, the first mounting structure 132, the second mounting structure 152, the third mounting structure 141, and the fourth mounting structure 123 are welding joints, and the vehicle body structure 20 is welded to the front subframe 10. A vehicle is provided with the front subframe 10 according to the present application, so that the coverage of the energy absorption effect of the front subframe 10 can be effectively expanded, improving the reliability of the vehicle.

[00127] In the actual crash process, the front subframe 10 and the vehicle body structure 20 interact with and influence each other, therefore, the configuration of the vehicle body structure 20 has a non-negligible effect on various crash scenarios of the vehicle. Also, with the emergence of various new energy vehicle models and a large number of reports about battery pack collision and fire accidents, the safety of battery cells in the battery pack is more and more concerned in corresponding collision safety design. Since the battery pack is conventionally arranged at the bottom of the passenger cabin in the middle of the vehicle, and since the distance between the front and the rear of the vehicle and the battery pack is great, and two sides of the vehicle are close to the battery pack, the risk of damage to the battery pack by the front end crash and the rear end crash is relatively small, and the risk of crush of the battery pack by the side end crash is relatively great.

[00128] During the crash, since the driver’s instinctive reaction is to steer the wheel for avoidance, the possibility of the offset crash of the vehicle is significantly greater than the possibility of the frontal crash of the vehicle in reality, so that a new energy vehicle is highly susceptible to the situation of leakage and combustion of substances in the battery in the crash. The safety problem of a large-area battery pack does not need to be considered for the vehicle body structure 20 of a traditional internal combustion engine vehicle, so that under a condition that the vehicle body structure 20 of the traditional internal combustion engine vehicle is applied to the new energy vehicles, the protection for the battery is relatively small, and there is a certain potential risk. Therefore, in order to improve the safety of the new energy vehicles in the offset crash, further improvement is made on the vehicle body structure 20 in the embodiments of the present application. The vehicle body structure 20 in the vehicle according to embodiments of the present application will be described in detail below with reference to Fig. 8 to Fig. 14.

[00129] Fig. 8 is a schematic top view of the vehicle body structure 20 according to some embodiments of the present application, Fig. 9 is an overall schematic structural view of the vehicle body structure 20 according to some embodiments of the present application, Fig. 10 is a schematic side view of the vehicle body structure 20 according to some embodiments of the present application, Fig. 11 is a cross-sectional view along the direction A-A in Fig. 10, Fig. 12 is a cross-sectional view along the direction B-B in Fig. 10, and Fig. 13 is a first overall schematic structural view of the reinforcement structure 27 in the vehicle body structure 20 according to some embodiments of the present application, and Fig. 14 is a second overall schematic structural view of the reinforcement structure 27 in the vehicle body structure 20 according to some embodiments of the present application.

[00130] As shown in Fig. 8, the vehicle body structure 20 according to the embodiments of the present application includes the base frame 21, the front bumper beam 22, the front longitudinal member 23, and the vehicle body bracket 24, one end of the base frame 21 is provided with the front baffle cross member 211, one end of the front longitudinal member 23 is connected to the base frame 21, the included angle between the front longitudinal member 23 and the front baffle cross member 211 is greater than 90 degrees, the front bumper beam 22 is provided at an end of the front longitudinal member 23 away from the base frame 21, and the vehicle body bracket 24 is provided on the base frame 21.

[00131] In this embodiment, the base frame 21 is the chassis of the vehicle, and the front bumper beam 22 is mounted to the front end of the base frame 21 by the front longitudinal member 23. The front longitudinal member 23 is two in number, one end of each of the front longitudinal members 23 is connected to the base frame 21, and the other end of each of two front longitudinal members 23 is inclined to a corresponding side of the base frame 21 to form a structure in shape of eight in the Chinese character, so that the included angle between the front longitudinal member 23 and the front baffle cross member 211 on the base frame 21 is greater than 90 degrees. The front bumper beam 22 is provided at an end of the front longitudinal member 23 away from the base frame 21 and serves as a crash cushion. In this embodiment, the ends of the front longitudinal members 23 connected to the front bumper beam 22 are inclined to two sides, so that the contact area of the front bumper beam 22 can be effectively increased. Compared with the solution that the front longitudinal member 23 is perpendicular to the front baffle cross member 211 in the traditional vehicle frame structure, the vehicle body structure 20 according to this embodiment more easily transmits the impact force during the offset crash of the vehicle to the front longitudinal member 23, and transmits and disperses the impact force to the base frame 21 and the vehicle body bracket 24 by the front longitudinal member 23, ensuring the impact resistance of the vehicle. It may be understood that, in order to ensure the mounting and the support strength of the front longitudinal members 23 and to fit the overall structure of the vehicle (for example, a structure such as a tire needs to be avoided), the front longitudinal members 23 are not completely provided at the extreme positions on two sides of the vehicle, but have a certain distance from two sides of the vehicle. This results in the side crash between the side portion of the front end of the vehicle and other objects during the offset crash of the vehicle, so that the acting force in the crash may directly act on a part between the side portion of the vehicle and the front longitudinal member 23. Under this condition, the impact force cannot be transmitted by the front longitudinal member 23 and directly acts on the vehicle body bracket 24, resulting in relatively great damage to the side portion of the vehicle; especially for the present new energy vehicles, the battery pack is highly susceptible to leakage and combustion under the acting force of these impact and crush, resulting in the occurrence of a secondary accident. In this embodiment, the front longitudinal member 23 is inclined, in conjunction with the structure of the super-wide front bumper beam 22, under a condition that other structures are not affected, the contact area of the front bumper beam 22 is increased, the impact force two sides of the front bumper beam 22 bear can be transmitted to the front longitudinal member 23, and dispersed to the base frame 21 and the vehicle body bracket 24 by the front longitudinal member 23, greatly improving the safety during the offset crash of the vehicle.

[00132] It should be noted that, the specific structure and the mounting of the base frame 21, the front bumper beam 22, and the front longitudinal member 23 in this embodiment are the same as that of the base frame 21, the front bumper beam 22, and the front longitudinal member 23 of existing vehicles, which is not limited or explained herein.

[00133] In the present application, the subframe longitudinal member 12 in the front subframe 10 is connected to the front longitudinal member 23 in the vehicle body structure 20, and the subframe cross member 11 in the front subframe 10 is connected to the base frame 21. Referring to Fig. 7 and Fig. 8, the frame structure formed by rows of front subframes 10 and the frame structure formed by the front longitudinal member 23, the front bumper beam 22, and the front floor cross member form an integral whole, and the two are deformed synchronously. During the 25% frontal offset crash of the vehicle, in an aspect, since the included angle between the front longitudinal member 23 and the front baffle cross member 211 is greater than 90 degrees, the connection strength between the front longitudinal member 23 and the front baffle cross member 211 and the connection strength between the front longitudinal member 23 and the front bumper beam 22 can be improved, which is more suitable for the transmission of the impact force generated by the offset crash, ensures that the frame structure formed by the front longitudinal member 23, the front baffle cross member 211, and the front bumper beam 22 is less likely to be damaged, and improves the strength of the vehicle body structure 20. In another aspect, in the process that the acting force generated by the crash is transmitted along the extending direction of the front longitudinal member 23, a part of the acting force is borne by the front subframe 10, the front subframe 10 compresses and absorbs the energy under the action of the part of the acting force, and the whole process of the compression and absorption of the energy has been analyzed above and is not described in detail herein. Under a condition that the front longitudinal member 23 is deformed, the front subframe 10 is deformed accordingly. Using arrangement of the front longitudinal member 23 and the structure of the front subframe 10 provided in the present application application can effectively improve the maximum crash strength that can be borne by the vehicle during the crash to provide effective protection for the personnel in the vehicle.

[00134] As shown in Fig. 8, in some embodiments, the included angle between the front longitudinal member 23 and the front baffle cross member 211 is α, and 90° < α < 95°.

[00135] Specifically, the included angle between the front longitudinal member 23 and the front baffle cross member 211 is 93 degrees. It may be understood that under a condition that the inclination angle of the front longitudinal member 23 is excessively great, the overall structure of the vehicle body is affected, and the interference with other components occurs; meanwhile, the connection may not be stable, and the front longitudinal member 23 and the base frame 21 may break, failing to serve the function of transmitting and dispersing the impact force. Therefore, the front longitudinal member 23 is inclined by 93 degrees, so that the vehicle body structure 20 is not excessively changed while the effect of the force transmission and the energy absorption during a small offset crash is improved, ensuring the support effect of the front longitudinal member 23.

[00136] As shown in Fig. 9 and Fig. 10, in some embodiments, the vehicle body bracket 24 includes the pillar 241, the upper longitudinal member 242, the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, the hinge pillar 245, and the door ring assembly 246, one end of the pillar 241 is connected to the front longitudinal member 23, the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge pillar 245 are connected to the base frame 21, and the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge pillar 245 are all connected to the door ring assembly 246 to form the frame structure.

[00137] Specifically, the A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge pillar 245 are all provided on the base frame 21 and are connected to the door ring assembly 246 to form the frame structure. The A-pillar frame assembly 243, the B-pillar frame assembly 244, the C-pillar frame assembly, and the hinge pillar 245 are the same as the structure of the existing vehicle body bracket 24. The pillar 241 is provided along the vertical direction, the lower end of the pillar 241 is connected to the front longitudinal member 23, the upper end of the pillar 241 is connected to the upper longitudinal member 242, and the upper longitudinal member 242 is connected to the hinge pillar 245 of the vehicle. The front longitudinal member 23 is connected to the upper longitudinal member 242 and the hinge pillar 245 by the pillar 241, and after the front longitudinal member 23 is subjected to the impact force, in addition to transmitting the acting force to the base frame 21 of the vehicle, the front longitudinal member 23 transmits the impact force to the entire vehicle body bracket 24 by the pillar 241 and the upper longitudinal member 242 to disperse the impact force and reduce damage the caused by the crash and the impact.

[00138] As shown in Fig. 9 and Fig. 10, in some embodiments, the vehicle body bracket 24 further includes the roof front cross member 247 and the roof middle cross member 248 provided between the door ring assemblies 246.

[00139] Specifically, the vehicle body bracket 24 includes two groups of door ring assemblies 246, A-pillar frame assemblies 243, B-pillar frame assemblies 244, C-pillar frame assemblies, and hinge pillars 245, and the two groups of door ring assemblies 246, A-pillar frame assemblies 243, B-pillar frame assemblies 244, C-pillar frame assemblies, and hinge pillars 245 are symmetrically provided on two sides of the base frame 21 to form the frame structure of the vehicle. The roof front cross member 247, the roof middle cross member 248, and the roof rear cross member are provided between two groups of door ring assemblies 246. Three cross members can connect the structures of the vehicle body brackets 24 on the left and right sides to form a vehicle roof support structure and can ensure the integrity of the vehicle body brackets 24, improving the crash resistance of the vehicle body brackets 24.

[00140] As shown in Fig. 11 to Fig. 14, in some embodiments of the present application, a hollow cavity is defined and formed at the junction of the door ring assembly 246 and the A-pillar frame assembly 243, so that the support strength is improved under a condition that the weight of the vehicle body bracket 24 is not increased. Since the curb weight of the new energy vehicles is often relatively great, the kinetic energy is excessively high during the crash, so that the passenger cabin is often damaged and broken during the 25% frontal offset crash, threatening the safety of the passengers. Therefore, in the vehicle body structure 20 according to some embodiments of the present application, the reinforcement structure 27 is provided at the junction of the door ring assembly 246 and the A-pillar frame assembly 243, one end of the reinforcement structure 27 extends to the junction of the door ring assembly 246 and the hinge pillar 245, and the other end extends to the roof middle cross member 248, so that the ring-shaped reinforcement structure 27 is formed at the driver’s position, ensuring the stability of the passenger cabin and improving the safety of the vehicle. The reinforcement structure 27 may be made of a thermoforming material, so that the cost is low, the weight is small, the support strength is great, and the processing and the mounting are simple.

[00141] Specifically, the reinforcement structure 27 includes the upper reinforcement plate portion 271 and the lower reinforcement plate portion 272, the upper reinforcement plate portion 271 is mounted on the door ring assembly 246 of the vehicle, the upper reinforcement plate portion 271 is connected to the upper portion of the A-pillar frame assembly 243 of the vehicle, and the upper reinforcement plate portion 271 is for supporting the upper portion of the A-pillar frame assembly 243 to prevent deformation of the upper portion of the A-pillar frame assembly 243 to ensure that the space over the head of the driver of the vehicle is not intruded. The lower reinforcement plate portion 272 is mounted on the door ring assembly 246 of the vehicle, the lower reinforcement plate portion 272 is connected to the lower portion of the A-pillar frame assembly 243 of the vehicle and the body side sill of the vehicle, and the lower reinforcement plate portion 272 is for supporting the front longitudinal member 23 and the rim of the vehicle to prevent the excessive intrusion to the passenger cabin due to the crush and deformation of the lower portion of the A-pillar frame assembly 243 caused by the front longitudinal member 23 and the rim. The structure in which the upper reinforcement plate portion 271 and the lower reinforcement plate portion 272 are combined with the door ring assembly 246 is provided, so that the risk caused by a single-side crash of the vehicle can be effectively prevented.

[00142] As shown in Fig. 13 and Fig. 14, in some embodiments of the present application, the door ring assembly 246 includes the upper lateral portion region 2461, the inclined portion region 2462, the first vertical portion region 2463, the lower lateral portion region 2464, and the second vertical portion region 2465 connected in sequence, and the second vertical portion region 2465 is connected to the upper lateral portion region 2461 to form a ring shape. Specifically, the upper lateral portion region is laterally provided at the upper portion of the door ring assembly 246, and the right end of the upper lateral portion region 2461 is connected to the upper end of the inclined portion region 2462. The inclined portion region 2462 is inclined along the direction away from the upper lateral portion region 2461 from top to bottom, and the bottom end of the inclined portion region 2462 is connected to the top end of the first vertical portion region 2463. The first vertical portion region 2463 is vertically provided at the right side portion of the door ring assembly 246, and the bottom end of the first vertical portion region 2463 is connected to the right end of the lower lateral portion region 2464. The lower lateral portion region 2464 is laterally provided at the lower portion of the door ring assembly 246, and the left end of the lower lateral portion region 2464 is connected to the bottom end of the second vertical portion region 2465. The second vertical portion region 2465 is vertically provided at the left side portion of the door ring assembly 246, and the top end of the second vertical portion region 2465 is connected to the left end of the upper lateral portion region 2461, so that the ring shape is formed. The upper lateral portion region 2461 is opposite to the lower lateral portion region 2464, and the second vertical portion region 2465 is opposite to the inclined portion region 2462 and the first vertical portion region 2463.

[00143] As shown in Fig. 13 and Fig. 14, in some embodiments of the present application, the upper reinforcement plate portion 271 includes the A-pillar upper side member reinforcement plate 2711, the A-pillar upper side member reinforcement plate 2711 is welded to the upper side member of the A-pillar frame assembly 243. Specifically, the A-pillar upper side member reinforcement plate 2711 may be welded to the upper lateral portion region 2461 and the inclined portion region 2462 of the door ring assembly 246, so that the deformation of the upper portion of the A-pillar is prevented to protect the driver’s head.

[00144] Preferably, in some embodiments, the upper reinforcement plate portion 271 further includes the A-pillar upper hinge reinforcement plate 2712, and the A-pillar upper hinge reinforcement plate 2712 may be welded to the position of the upper hinge of the A-pillar frame assembly 243. The shape of the A-pillar upper hinge reinforcement plate 2712 may be approximately rectangular. Specifically, the A-pillar upper hinge reinforcement plate 2712 may be welded to the upper end of the first vertical portion region 2463 of the door ring assembly 246, one end of the A-pillar upper hinge reinforcement plate 2712 extends to the hinge pillar 245, and the A-pillar upper hinge reinforcement plate 2712 may be connected to the bottom end of the A-pillar upper side member reinforcement plate 2711 and works together with the A-pillar upper side member reinforcement plate 2711 to support and reinforce the A-pillar frame assembly 243, preventing the survival space of the driver from being affected due to bending of the A-pillar frame assembly 243.

[00145] As shown in Fig. 13 and Fig. 14, in some embodiments of the present application, the lower reinforcement plate portion 272 includes the A-pillar lower hinge reinforcement plate 2721, the A-pillar lower hinge reinforcement plate 2721 is welded to the position of the lower hinge of the A-pillar frame assembly 243 of the vehicle, and the shape of the A-pillar lower hinge reinforcement plate 2721 may be approximately rectangular. Specifically, the A-pillar lower hinge reinforcement plate 2721 may be welded to the lower end of the first vertical portion region 2463 of the door ring assembly 246. The A-pillar lower hinge reinforcement plate 2721 is vertically spaced apart from the A-pillar upper hinge reinforcement plate 2712.

[00146] In some embodiments, the lower reinforcement plate portion 272 further includes the A-pillar lower support plate assembly 2722, and the A-pillar lower support plate assembly 2722 is welded to the position where the A-pillar lower hinge reinforcement plate 2721 is located. Preferably, the dimension of the A-pillar lower support plate assembly 2722 may be greater than the dimension of the A-pillar lower hinge reinforcement plate 2721, and the A-pillar lower support plate assembly 2722 may be housed outside the A-pillar lower hinge reinforcement plate 2721 (that is, the A-pillar lower hinge reinforcement plate 2721 is sandwiched between the A-pillar lower support plate assembly 2722 and the door ring assembly 246). The A-pillar lower support plate assembly 2722 is welded to the lower portion of the A-pillar frame assembly 243. Specifically, the A-pillar lower support plate assembly 2722 may be welded to the lower end of the first vertical portion region 2463 of the door ring assembly 246. The A-pillar lower support plate assembly 2722 can support the lower portion region of the A-pillar frame assembly 243 together with the A-pillar lower hinge reinforcement plate 2721 to prevent the excessive intrusion to the passenger cabin due to the crush and deformation of the A-pillar frame assembly 243 caused by the front longitudinal member 23 and the rim during the single-side crash of the vehicle.

[00147] In the operation, the door ring assembly 246 is supported and reinforced by the A-pillar upper side member reinforcement plate 2711 and the A-pillar upper hinge reinforcement plate 2712, so that the deformation of the position of the upper portion of the A-pillar frame assembly 243 during the single-side crash of the vehicle is prevented to ensure that the space over the driver’s head is not intruded. The door ring assembly 246 supports the position of the front longitudinal member 23 and the rim of the vehicle by the A-pillar lower hinge reinforcement plate 2721, the A-pillar lower support plate assembly 2722, and the rocker reinforcement member 25 to prevent the excessive intrusion to the passenger cabin due to the crush and deformation of the position of the lower portion of the A-pillar frame assembly 243 caused by the front longitudinal member 23 and the rim during the single-side crash of the vehicle.

[00148] As shown in Fig. 9, Fig. 10, Fig. 11, and Fig. 12, in some embodiments, the rocker reinforcement member 25 is provided at the junction of the base frame 21 and the door ring assembly 246. Specifically, the lower lateral portion region 2464 of the door ring assembly 246 is provided with the rocker reinforcement member 25, and the front end of the rocker reinforcement member 25 extends to the extreme position of the front end of the base frame 21 to bear and disperse the impact force during the crash earlier, effectively preventing the A-pillar from being bent and broken after the crash.

[00149] Optionally, the rocker reinforcement member 25 is fixedly connected to the lower lateral portion region 2464 of the door ring assembly 246 by a plurality of flow drill screws (FDS). The door ring assembly 246 and the rocker reinforcement member 25 may be produced and manufactured separately to reduce the difficulty of production. Alternatively, the rocker reinforcement member 25 and the door ring assembly 246 may be may be connected by the way of bolts, welding, integral forming, or the like.

[00150] Optionally, the rocker reinforcement member 25 may be made of an alloy material. Preferably, the rocker reinforcement member 25 may be made of an aluminum alloy material. The aluminum alloy material is light in weight and has great support strength.

[00151] Further, the rocker reinforcement member 25 is a hollow tubular structure, and the vertical reinforcement partition is provided in the rocker reinforcement member 25, so that the overall structure is simple, the manufacturing is convenient, and under a condition that the bending resistance is met, the weight of the rocker reinforcement member 25 is reduced, improving the performance of the vehicle after assembly of the vehicle body structure 20.

[00152] As shown in Fig. 9, Fig. 10, Fig. 11, and Fig. 12, in some embodiments, the lower lateral portion region 2464 of the door ring assembly 246 is provided with the rocker inner panel 26, and the outside of the rocker reinforcement member 25 is overlaid with the rocker inner panel 26. The rocker inner panel 26 has the protection effect, preventing the rocker reinforcement member 25 from being exposed by wrapping the rocker reinforcement member 25 around. In an aspect, the exposure of components of the rocker reinforcement member 25 such as fixing bolts and rivets can be prevented from harming the passengers or scratching other components of the vehicle, and external liquids can be prevented from contacting with and corroding the rocker reinforcement member 25. In another aspect, the rocker inner panel 26 can shield the rocker reinforcement member 25, prevent the exposure of the rocker reinforcement member 25 from affecting the mounting of other vehicle interiors, and improve the aesthetic appearance of the door ring assembly 246.

[00153] In some embodiments, the rocker reinforcement member 25 may be formed in shape of a bar. The rocker reinforcement member 25 may be welded to the body side sill of the vehicle. The rocker reinforcement member 25 may be provided along the length direction of the vehicle. Specifically, the rocker reinforcement member 25 may be welded to the lower lateral portion region 2464 of the door ring assembly 246. The rocker reinforcement member 25 may be a squeezed aluminum profile. The rocker reinforcement member 25 is for supporting the position of the lower portion of the A-pillar together with the A-pillar lower support plate assembly 2722 and the A-pillar lower hinge reinforcement plate 2721 to reduce the crush and deformation caused by the front longitudinal member 23 and the rim.

[00154] As shown in Fig. 9 and Fig. 10, in some embodiments, the front floor support member 29 is provided at the junction of the hinge pillar 245 and the base frame 21. The front floor support member 29, together with the roof front cross member 247, the roof middle cross member 248, and the rocker reinforcement member 25, forms the entire frame support structure to effectively share the impact force at the later stage of the crash, protect the integrity of the structure of the passenger cabin, and improve the safety of the passengers in the crash.

[00155] As shown in Fig. 9 and Fig. 10, in some embodiments, the shock tower 28 is provided between the upper longitudinal member 242 and the front longitudinal member 23. The shock tower 28 is a metal structural member mounted on the shock absorber of the vehicle, and the shock absorber and the shock absorbing spring of the suspension system are mounted on the shock tower 28. In general, the structure of the shock tower 28 is relatively complex, and the shock tower 28 plays a vital role in the comfort and handling stability of the vehicle. As a key loading component, the shock tower 28 is mainly used for absorbing the impact from the top portion and bearing the acting force from the spring of the shock absorber. In this embodiment, in addition to bearing the acting force of the spring of the shock absorber, during the special situation such as the crash, the shock tower 28 assists in transmitting and dispersing the impact force during the crash, so that the impact force of the front bumper beam 22 and the front longitudinal member 23 is dispersed and transmitted to the structures such as the upper longitudinal member 242 and the hinge pillar 245 to disperse the impact force. Under a condition that the impact force is excessively great, the shock tower 28 absorbs the impact force by self-damage, reducing the injury to the passengers.

[00156] Optionally, in some embodiments of the present application, the structures such as the door ring assembly 246, the roof front cross member 247, the roof middle cross member 248, and the front baffle cross member 211 may all be made of a high strength thermoforming material to ensure the support strength, the bending resistance, and the breaking resistance of the door ring assembly 246, the roof front cross member 247, the roof middle cross member 248, and the front baffle cross member 211.

[00157] In some embodiments of the present application, the vehicle further includes the drive mechanism, and the vehicle body structure 20 is provided on the drive mechanism. With the vehicle body structure 20, the safety during the offset crash of the vehicle may be improved to ensure the life safety of the passengers.

[00158] In summary, the vehicle body structure 20 according to the embodiments of the present application includes the base frame 21, the front bumper beam 22, the front longitudinal member 23, and the vehicle body bracket 24, one end of the base frame 21 is provided with the front baffle cross member 211, one end of the front longitudinal member 23 is connected to the base frame 21, the included angle between the front longitudinal member 23 and the front baffle cross member 211 is greater than 90 degrees, the front bumper beam 22 is provided at an end of the front longitudinal member 23 away from the base frame 21, and the vehicle body bracket 24 is provided on the base frame 21. The angle of the front longitudinal member 23 is adjusted, so that the front longitudinal member 23 is offset outward, the contact area in the initial stage of the crash is increased by the front bumper beam 22, the crash force is transmitted to the front longitudinal member 23 by the front bumper beam 22 as much as possible. Therefore, the support strength of the front longitudinal member 23 can be ensured during the offset crash, and safety accidents such as battery combustion caused by crushing the battery pack can be prevented, and the life safety of the passengers can be ensured.

[00159] The present application further provides a vehicle using the vehicle body structure 20 and the front subframe 10. During the offset crash, in an aspect, the impact force of the crash may be transmitted and dispersed to other parts of the vehicle body structure 20 by the front longitudinal member 23 that is inclined; in another aspect, the damage caused by the crash can be reduced by the compression and absorption of the energy by the front subframe 10 to improve the safety during the offset crash of the vehicle and ensure the life safety of the passengers.

[00160] It should be understood that the specific structures of the circuit according to the drawings of the embodiments of the present application are merely some examples and are not intended to limit the present application. In addition, the embodiments of the present application may be combined without conflict.

[00161] It should be noted that, the embodiments in the description are described in a progressive manner, the same and similar parts of the embodiments may be referred to each other, and each embodiment focuses on differences from other embodiments. The above embodiments according to the present application do not exhaustively describe all the details or do not limit the present application to the specific embodiments as described. Obviously, many modifications and variations may be made based on the above description. These embodiments are selected and specifically described in the description to better explain the principles and practical applications of the present application, so that those skilled in the art can make good use of the present application and make modifications based on the present application. The present application is limited only by the claims along with their full scope and equivalents.

[00162] Those skilled in the art can understand that all the above embodiments are exemplary and not restrictive. Different technical features appearing in different embodiments may be combined to achieve beneficial effects. Other variations of the disclosed embodiments can be understood and implemented by those skilled in the art based on the drawings, the description, and the claims. In the claims, the term “comprise” does not exclude other structures; the number relates to “one” but does not exclude more than one; and the terms “first”, “second” are used to designate names rather than to indicate any particular order. Any reference numeral in the claims should not be construed as limiting the scope of protection. The presence of certain technical features in different dependent claims does not mean that these technical features cannot be combined to achieve beneficial effects.

Claims

1. A front subframe comprising:a subframe cross member, two of the subframe cross members being provided side by side along a first direction;a subframe longitudinal member, two of the subframe longitudinal members being provided side by side along a second direction, and the two of the subframe cross members and the two of the subframe longitudinal members being connected head to tail, where the first direction intersects with the second direction;a first mounting portion provided at at least one end along an extending direction of the subframe cross member; andan extension portion connected to the first mounting portion and extending along a direction away from the subframe cross member;where each of the first mounting portion and the extension portion is connected and fixed to a vehicle body structure. 2. The front subframe according to claim 1, wherein the front subframe further comprises a second mounting portion connected to the subframe longitudinal member and spaced apart from the first mounting portion along the first direction, and the second mounting portion is connected and fixed to the vehicle body structure. 3. The front subframe according to claim 2, wherein along a third direction, the first mounting portion protrudes from the subframe cross member and the subframe longitudinal member; and / or along the third direction, the second mounting portion protrudes from the subframe cross member and the subframe longitudinal member; andthe third direction is perpendicular to a plane where the first direction and the second direction are located. 4. The front subframe according to claim 3, wherein the first mounting portion has a first side surface facing the second mounting portion along the first direction, and along a direction from the first mounting portion to the second mounting portion, the first side surface has a tendency to approach the subframe longitudinal member; the second mounting portion has a second side surface facing the first mounting portion along the first direction, and along a direction from the second mounting portion to the first mounting portion, the second side surface has a tendency to approach the subframe longitudinal member; andthe first side surface and the second side surface enclose a first recess. 5. The front subframe according to claim 4, wherein the front subframe further comprises a subframe reinforcement member spaced apart from the two of the subframe cross members along the first direction, two ends of the subframe reinforcement member are connected to the two of the subframe longitudinal members, respectively, and the subframe longitudinal member located at a side of the subframe reinforcement member along the first direction partially protrudes from the subframe cross member toward a side close to the first mounting portion along the third direction. 6. The front subframe according to claim 5, wherein the subframe longitudinal member has a first face away from the first mounting portion along the third direction, and the first face is recessed inward along the third direction to form a second recess; andeach of the second recess and the first recess is located at a same side of the subframe reinforcement member along the first direction. 7. The front subframe according to claim 6, wherein at least one of the subframe cross member or the subframe longitudinal member is provided with a crush hole, and the crush hole is two or more in number. 8. The front subframe according to claim 1, wherein the first mounting portion has a second face away from the subframe longitudinal member and a third face close to the subframe longitudinal member along a third direction, the second face is provided with a first mounting structure connected to the vehicle body structure, and the third face is provided with a crush hole; andthe third direction is perpendicular to a plane where the first direction and the second direction are located. 9. The front subframe according to claim 1, wherein a third recess is provided between the first mounting portion and the extension portion along a third direction; andthe third direction is perpendicular to a plane where the first direction and the second direction are located. 10. A vehicle, wherein the vehicle comprises the front subframe and the vehicle body structure according to any one of claims 1 to 9, and the front subframe is connected to the vehicle body structure at least by the first mounting portion. 11. The vehicle according to claim 10, wherein the vehicle body structure comprises a base frame, a front bumper beam, a front longitudinal member, and a vehicle body bracket, one end of the base frame is provided with a front baffle cross member, one end of the front longitudinal member is connected to the base frame, an included angle between the front longitudinal member and the front baffle cross member is greater than 90 degrees, the front bumper beam is provided at an end of the front longitudinal member away from the base frame, and the vehicle body bracket is provided on the base frame. 12. The vehicle according to claim 10, wherein the included angle between the front longitudinal member and the front baffle cross member is α, and 90° <α < 95°. 13. The vehicle according to claim 10, wherein the vehicle body bracket comprises a pillar, an upper longitudinal member, an A-pillar frame assembly, a B-pillar frame assembly, a C-pillar frame assembly, a hinge pillar, and a door ring assembly, one end of the pillar is connected to the front longitudinal member, one end of the upper longitudinal member is connected to the pillar, the other end of the upper longitudinal member is connected to the hinge pillar, the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly, and the hinge pillar are connected to the base frame, and the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly, and the hinge pillar are all connected to the door ring assembly to form a frame structure. 14. The vehicle according to claim 13, wherein a rocker reinforcement member is provided at a junction of the base frame and the door ring assembly, the rocker reinforcement member is a hollow structure, and several reinforcement partitions parallel with each other are provided in the rocker reinforcement member. 15. The vehicle according to claim 14, wherein the door ring assembly is provided with a rocker inner panel, and an outside of the rocker reinforcement member is overlaid with the rocker inner panel. 16. The vehicle according to claim 14, wherein the rocker reinforcement member is an aluminum profile. 17. The vehicle according to claim 14, wherein the rocker reinforcement member is connected to a body side sill of the vehicle, the rocker reinforcement member is provided along a length direction of the vehicle, and the rocker reinforcement member is connected to a bottom of the door ring assembly. 18. The vehicle according to claim 13, wherein the vehicle body structure further comprises a reinforcement structure comprising:an upper reinforcement plate portion mounted to the door ring assembly and connected to an upper portion of the A-pillar frame assembly; anda lower reinforcement plate portion mounted to the door ring assembly and connected to a lower portion of the A-pillar frame assembly and a body side sill. 19. The vehicle according to claim 18, wherein the door ring assembly comprises an upper lateral portion region, an inclined portion region, a first vertical portion region, a lower lateral portion region, and a second vertical portion region connected in sequence to form a ring shape, the second vertical portion region is connected to the upper lateral portion region, the upper lateral portion region is opposite to the lower lateral portion region, and the second vertical portion region is opposite to the inclined portion region and the first vertical portion region. 20. The vehicle according to claim 19, wherein the upper reinforcement plate portion comprises an A-pillar upper side member reinforcement plate connected to the upper portion of the A-pillar frame assembly, and the A-pillar upper side member reinforcement plate is located in the upper lateral portion region and the inclined portion region of the door ring assembly. 21. The vehicle according to claim 20, wherein the upper reinforcement plate portion further comprises an A-pillar upper hinge reinforcement plate connected to the upper portion of the A-pillar frame assembly, the A-pillar upper hinge reinforcement plate is located at an upper end of the first vertical portion region of the door ring assembly, and one end of the A-pillar upper hinge reinforcement plate extends to the hinge pillar. 22. The vehicle according to claim 21, wherein the lower reinforcement plate portion comprises an A-pillar lower hinge reinforcement plate connected to the lower portion of the A-pillar frame assembly, the A-pillar lower hinge reinforcement plate is located at a lower end of the first vertical portion region of the door ring assembly, and the A-pillar lower hinge reinforcement plate is spaced apart from the A-pillar upper hinge reinforcement plate. 23. The vehicle according to claim 22, wherein the lower reinforcement plate portion further comprises an A-pillar lower support plate assembly connected to the lower portion of the A-pillar frame assembly, and the A-pillar lower support plate assembly is located at the lower end of the first vertical portion region of the door ring assembly. 24. The vehicle according to claim 23, wherein the A-pillar lower support plate assembly is housed within the A-pillar lower hinge reinforcement plate. 25. The vehicle according to claim 13, wherein a shock tower is provided between the upper longitudinal member and the front longitudinal member. 26. The vehicle according to claim 13, wherein a front floor support member is provided at a junction of the hinge pillar and the base frame. 27. The vehicle according to claim 13, wherein the vehicle body bracket further comprises a roof front cross member and a roof middle cross member provided between the door ring assemblies. 28. The vehicle according to claim 11, wherein the vehicle further comprises a drive mechanism, and the vehicle body structure is provided on the drive mechanism. 

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