Vehicle body structure and vehicle

Abstract

The invention provides a vehicle body structure and a vehicle. The vehicle body structure comprises a middle channel, a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly and a second longitudinal beam. The middle energy absorption structure is located in the frame structure and connected with the front wall cross beam assembly, and in a projection plane perpendicular to the Z direction, the projection of the middle energy absorption structure and the projection of the middle channel are at least partially overlapped; at least the middle portion, located between the first longitudinal beam and the second longitudinal beam, of the front anti-collision beam is a straight section. A middle force transmission channel located between the first longitudinal beam and the second longitudinal beam is built through the middle energy absorption structure, the problem that the first longitudinal beam and the second longitudinal beam cannot directly participate in supporting can be solved under the central column collision working condition, the columnar counterguard is prevented from invading a vehicle, and the safety of passengers in the vehicle is guaranteed; and the front anti-collision beam collides with the obstacle avoidance part through the straight section, so that the situation that the front anti-collision beam invades into the obstacle due to the fact that the structural strength of the front anti-collision beam is too high can be avoided under the MPDB working condition, and it is guaranteed that fatal damage is not caused to the obstacle.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle manufacturing, and in particular to a vehicle body structure, and a vehicle provided with the vehicle body structure. Background Art

[0002] As vehicles become more and more popular, vehicle collision accidents are increasing, and safety performance requirements are constantly improving. In particular, the front center pillar collision of the vehicle, which does not involve the direct involvement of the longitudinal beam, poses a major challenge to the safety design of the vehicle. Traditional vehicle design is to reduce the intrusion of the columnar barrier by continuously strengthening the strength of the front anti-collision beam. With the introduction of the demand for various safety conditions of the vehicle, this solution will have a negative impact on other safety conditions. For example, in the MPDB (i.e. head-on collision) condition, if the strength of the front anti-collision beam exceeds the strength of the barrier by too much, it will cause the barrier to be punctured and the test to fail. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a body structure and a vehicle that can not only resist center pillar collision, but also avoid barrier puncture and test failure under MPDB conditions.

[0004] In order to achieve the above objectives, this application provides the following technical solutions:

[0005] A vehicle body structure comprises a central channel, and a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly, and a second longitudinal beam constituting a frame structure, wherein the central channel is located at the rear side of the front wall cross beam assembly and is connected to the front wall cross beam assembly;

[0006] The vehicle body structure further includes an intermediate energy absorbing structure, which is located in the frame structure and connected to the front wall cross beam assembly, and in a projection plane perpendicular to the Z direction, a projection of the intermediate energy absorbing structure at least partially overlaps with a projection of the middle channel;

[0007] At least a middle portion of the front anti-collision beam between the first longitudinal beam and the second longitudinal beam is a straight section.

[0008] Optionally, in the above-mentioned vehicle body structure, in a cross section perpendicular to the Y direction, the cross section of the front anti-collision beam includes an annular frame, and reinforcing ribs located in the annular frame and connecting the front side and the rear side of the annular frame.

[0009] Optionally, in the above-mentioned vehicle body structure, in a cross section perpendicular to the Y direction, at least a portion of the reinforcing rib is bent upward; and / or at least a portion of the reinforcing rib is bent downward.

[0010] Optionally, the above vehicle body structure,

[0011] A first energy absorbing structure is connected between the front anti-collision beam and the first longitudinal beam, and a first connection point between the first energy absorbing structure and the first longitudinal beam is closer to the front anti-collision beam than the powertrain;

[0012] and / or,

[0013] A second energy absorbing structure is connected between the front anti-collision beam and the second longitudinal beam, and a second connection point where the second energy absorbing structure is connected to the second longitudinal beam is closer to the front anti-collision beam relative to the powertrain.

[0014] Optionally, the above vehicle body structure,

[0015] A first energy absorbing structure is connected between the front anti-collision beam and the first longitudinal beam, and the first energy absorbing structure has third connection points connected to the front anti-collision beam on both sides along the Y direction;

[0016] and / or,

[0017] A second energy absorbing structure is connected between the front anti-collision beam and the second longitudinal beam, and the second energy absorbing structure has fourth connection points connected to the front anti-collision beam on both sides along the Y direction.

[0018] Optionally, the above vehicle body structure,

[0019] Two first connecting ear plate groups are formed on both sides of the first energy absorbing structure along the Y direction, and each of the first connecting ear plate groups includes a first upper ear plate and a first lower ear plate arranged at intervals in the upper and lower directions; the front anti-collision beam is located between the first upper ear plate and the first lower ear plate, and a first fastener passes through the first upper ear plate, the front anti-collision beam, and the first lower ear plate to connect the first energy absorbing structure to the front anti-collision beam, and the position of the first fastener is the third connection point;

[0020] and / or,

[0021] The second energy absorbing structure is formed with two second connecting ear plate groups on both sides along the Y direction, and each of the second connecting ear plate groups includes a second upper ear plate and a second lower ear plate which are spaced apart from each other; the front anti-collision beam is located between the second upper ear plate and the second lower ear plate, and a second fastener is passed through the second upper ear plate, the front anti-collision beam and the second lower ear plate to connect the second energy absorbing structure to the front anti-collision beam, and the position of the second fastener is the fourth connection point.

[0022] Optionally, the above vehicle body structure,

[0023] A first clamping groove is provided at the front end of the first energy absorbing structure, and the first clamping groove is limitedly clamped outside the front anti-collision beam;

[0024] and / or,

[0025] A second clamping groove is formed at the front end of the second energy absorbing structure, and the second clamping groove is limitedly clamped outside the front anti-collision beam.

[0026] Optionally, in the above vehicle body structure, the first clamping groove includes a first upper groove wall and a first lower groove wall arranged vertically; the second clamping groove includes a second upper groove wall and a second lower groove wall arranged vertically; wherein:

[0027] The front side surface of the front anti-collision beam is provided with a first upper baffle plate extending upward, and the first upper baffle plate abuts against the front side surface of the first upper groove wall;

[0028] and / or,

[0029] The front side surface of the front anti-collision beam is provided with a first lower baffle plate extending downward, and the first lower baffle plate abuts against the front side surface of the first lower groove wall;

[0030] and / or,

[0031] The front side surface of the front anti-collision beam is provided with a second upper baffle plate extending upward, and the second upper baffle plate abuts against the front side surface of the second upper groove wall;

[0032] and / or,

[0033] A second lower baffle plate extending downward is disposed on the front side surface of the front anti-collision beam, and the second lower baffle plate abuts against the front side surface of the second lower groove wall.

[0034] Optionally, in the above vehicle body structure, the front wall cross beam assembly includes a front wall cross beam body, the front wall cross beam body includes a recessed section, and the front side surface of the recessed section is recessed rearward; the intermediate energy absorption structure is arranged below the recessed section; wherein:

[0035] The front side surface of the intermediate energy absorbing structure is closer to the front anti-collision beam than the front side surface of the recessed section;

[0036] and / or,

[0037] Along the Y direction, the front enclosure cross beam body includes a first section, the recessed section and a second section in sequence, and the front side surface of the first section and the front side surface of the second section are flush with the front side surface of the intermediate energy absorbing structure.

[0038] A vehicle comprises the vehicle body structure as described above.

[0039] In the vehicle body structure and vehicle of the present application, an intermediate energy absorbing structure is connected to the front crossbeam assembly so that during a collision of the front end of the vehicle, the intermediate energy absorbing structure can resist the rearward movement of the power assembly, thereby building an intermediate force transmission channel between the first longitudinal beam and the second longitudinal beam; the intermediate energy absorbing structure is combined with the front anti-collision beam having a straight section, and the two interact with each other, which can not only compensate for the problem that the first longitudinal beam and the second longitudinal beam cannot directly participate in the X-direction support under the center column collision condition, avoid the columnar barrier from invading the vehicle, and ensure the safety of the occupants in the vehicle; and because the front anti-collision beam collides with the obstacle through the straight section, it can avoid invading the barrier due to the excessive structural strength of the front anti-collision beam under the MPDB condition, thereby ensuring that no fatal damage is caused to the barrier. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0041] Figure 1 A schematic structural diagram of a vehicle body structure according to an embodiment of the present application;

[0042] Figure 2 A top view of the vehicle body structure of an embodiment of the present application;

[0043] Figure 3 A force transmission path diagram of the front anti-collision beam implemented in this application under the impact force of a barrier;

[0044] Figure 4 A cross-sectional view of the anti-collision beam implemented for this application;

[0045] Figure 5 This is a schematic diagram of the structure of the vehicle body structure of the embodiment of the present application without a heat dissipation assembly and a power assembly;

[0046] Figure 6 A schematic diagram of the structure of the front anti-collision beam and the first energy absorbing structure connected to each other in an embodiment of the present application;

[0047] Figure 7 A schematic structural diagram of another angle of connection between the front anti-collision beam and the first energy absorbing structure in an embodiment of the present application;

[0048] Figure 8 This is a structural schematic diagram of the connection between the front anti-collision beam and the second energy absorbing structure in an embodiment of the present application;

[0049] Fig. 9 A schematic structural diagram of another angle of connection between the front anti-collision beam and the second energy absorbing structure in an embodiment of the present application;

[0050] Fig.10 This is a schematic diagram of the structure in which the intermediate energy absorbing structure of an embodiment of the present application is connected to the front wall cross beam assembly;

[0051] Fig.11 This is a structural schematic diagram of another angle of the middle energy absorbing structure of the embodiment of the present application connected to the front enclosure beam assembly;

[0052] Fig.12 An exploded view of the front wall cross beam assembly of an embodiment of the present application;

[0053] Fig.13 It is a structural schematic diagram of a vehicle body structure in the prior art;

[0054] Fig.14 It is a cross-sectional view of a front anti-collision beam of the prior art.

[0055] Figure 1-Figure 12 middle:

[0056] 1. Front anti-collision beam; 2. First longitudinal beam; 3. Second longitudinal beam; 4. Front wall cross beam assembly; 5. Middle channel; 6. Middle energy absorption structure; 7. First energy absorption structure; 8. Second energy absorption structure; 9. Power assembly; 10. Heat dissipation assembly;

[0057] 11. straight section; 12. annular frame; 13. reinforcing ribs; 14. first upper baffle; 15. first lower baffle; 16. second upper baffle; 17. second lower baffle;

[0058] 41. front wall cross beam body; 42. front wall panel; 43. front wall lower panel;

[0059] 71. First clamping groove; 72. First connecting ear plate group;

[0060] 81. Second clamping groove; 82. Second connecting ear plate group;

[0061] 411, recessed section; 412, first section; 413, second section;

[0062] 711, first upper groove wall; 712, first lower groove wall;

[0063] 721, first upper ear plate; 722, first lower ear plate;

[0064] 811, second upper groove wall; 812, second lower groove wall;

[0065] 821. The second upper ear plate; 822. The second lower ear plate.

[0066] Figure 13-14 middle:

[0067] 1 ， -Front anti-collision beam. DETAILED DESCRIPTION

[0068] The present application provides a vehicle body structure and a vehicle.

[0069] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0070] like Figure 1-Figure 12 As shown, the embodiment of the present application provides a vehicle body structure, which includes a central channel 5, and a front anti-collision beam 1, a first longitudinal beam 2, a front wall cross beam assembly 4, and a second longitudinal beam 3 constituting a frame structure. The central channel 5 is located at the rear side of the front wall cross beam assembly 4 (that is, the central channel 5 is located at the side of the front wall cross beam assembly 4 away from the front anti-collision beam 1), and the central channel 5 is connected to the front wall cross beam assembly 4.

[0071] In addition, the vehicle body structure also includes an intermediate energy absorbing structure 6, which is located in the frame structure and connected to the front wall cross beam assembly 4; in the projection plane perpendicular to the Z direction, the projection of the intermediate energy absorbing structure 6 at least partially overlaps with the projection of the middle channel 5. At least the middle portion of the front anti-collision beam 1 between the first longitudinal beam 2 and the second longitudinal beam 3 is a straight section 11.

[0072] It should be noted that the X direction is the length direction of the vehicle, that is, the front and rear direction of the vehicle. Figure 1 The direction indicated by the arrow in the figure; the front and the rear are relative, the front is closer to the front of the vehicle than the rear. The Y direction is the width direction of the vehicle, that is, the left and right direction of the vehicle. For details, please refer to the attached Figure 1 The Z direction is the height direction of the vehicle, that is, the up and down direction of the vehicle. For details, please refer to the attached Figure 1 The direction indicated by the middle arrow; the top and the bottom are relative, and the top is closer to the roof than the bottom. The frame structure composed of the front anti-collision beam 1, the first longitudinal beam 2, the front enclosure crossbeam assembly 4, and the second longitudinal beam 3 is a "mouth"-shaped frame structure. "In the projection plane perpendicular to the Z direction, the projection of the middle energy absorbing structure 6 at least partially overlaps with the projection of the middle channel 5" specifically means that the projection of the area where the middle energy absorbing structure 6 is connected to the front enclosure crossbeam assembly 4 at least partially overlaps with the projection of the area where the middle channel 5 is connected to the front enclosure crossbeam assembly 4; as above, the connection between the middle energy absorbing structure 6 and the middle channel 5 along the X direction can be achieved through the front enclosure crossbeam assembly 4, so as to directly transfer the force of the middle energy absorbing structure 6 to the middle channel 5 along the X direction. The front side surface of the straight section 11 is perpendicular to the X direction.

[0073] The front-end collision of a vehicle includes a center pillar collision, which is a columnar collision at the middle position of the front end of the vehicle; and also includes an MPDB collision, which is a head-on collision, which is a surface collision at the front end of the vehicle.

[0074] By connecting the intermediate energy absorbing structure 6 to the front wall cross beam assembly 4, during the front end collision of the vehicle, the intermediate energy absorbing structure 6 resists the rearward movement of the power assembly 9 to build an intermediate force transmission channel between the first longitudinal beam 2 and the second longitudinal beam 3. When the front end of the vehicle collides, the front end of the vehicle is subjected to the impact force from the barrier. Please refer to the attached Figure 3 , which is a force transmission path diagram of the front anti-collision beam 1 under the barrier impact force: the barrier impact force is transmitted along the intermediate force transmission channel toward the intermediate energy absorbing structure 6, the intermediate energy absorbing structure 6 collapses and deforms under the action of the barrier impact force, and generates an intermediate supporting force opposite to the barrier impact force along the intermediate force transmission channel, as well as a first longitudinal beam supporting force opposite to the barrier impact force along the first longitudinal beam 2, and a second longitudinal beam supporting force opposite to the barrier impact force along the second longitudinal beam 3.

[0075] As mentioned above, ① under the MPDB working condition, there are not only two support lines located on both sides of the first longitudinal beam 2 and the second longitudinal beam 3, but also an additional intermediate support line built by the intermediate energy absorption structure 6 and located between the first longitudinal beam 2 and the second longitudinal beam 3. The above three support lines work together to effectively improve the stability problem of the traditional "mouth"-shaped design, and can directly resist the impact force of the vehicle MPDB barrier, with good support effect and high load-bearing efficiency. ② Under the central column collision working condition, the problem that the first longitudinal beam 2 and the second longitudinal beam 3 cannot directly participate in the X-direction support is compensated. Under the action of the intermediate force transmission channel built by the intermediate energy absorption structure 6, an X-direction intermediate support line is added at the middle position or near the middle position of the vehicle in the Y direction to resist the columnar collision from the middle of the front end of the vehicle; at the same time, the intermediate energy absorption structure 6 absorbs and disperses the collision energy better through its own collapse deformation, thereby reliably resisting the invasion of the columnar barrier.

[0076] Furthermore, the intermediate energy absorbing structure 6 at least partially overlaps with the middle channel 5, so that the force of the intermediate energy absorbing structure 6 can be directly transmitted to the middle channel 5. As described above, the intermediate energy absorbing structure 6 can absorb part of the energy from the powertrain 9 when the front end of the high-speed vehicle collides, and directly transmit the force to the middle channel 5 through the intermediate force transmission channel constructed by the intermediate energy absorbing structure 6, thereby improving the force transmission efficiency; the middle channel 5 transmits force to the rear, and part of the collision energy received by the front of the vehicle is transmitted to the rear of the vehicle body along the middle channel 5, so the collision energy at the front wall cross beam assembly 4 is reduced accordingly, avoiding the problem of the front wall of the cabin being invaded by the barrier due to the concentration of collision energy, thereby better protecting the safety of the occupants in the vehicle.

[0077] Furthermore, on the basis of setting the intermediate energy absorption structure 6, the present application also improves the shape of the front anti-collision beam 1, reduces the support strength (ie, structural strength) requirement of the front anti-collision beam 1, and thus reduces the corresponding design difficulty, and changes the arch structure of the front anti-collision beam 1 (see the attached Fig.13 ), a straight line design is adopted to set at least the middle part of the front anti-collision beam 1 between the first longitudinal beam 2 and the second longitudinal beam 3 into a straight section 11; the front anti-collision beam 1 no longer has the frontmost protrusion where the structural strength is concentrated (the front anti-collision beam 1 in the prior art ， For the most forward point protrusion, please refer to the attached Fig.13 The position indicated by the mark e) makes the front anti-collision beam 1 no longer have a point of small area contact with the barrier, avoiding the local excessive impact on the barrier under the MPDB condition, resulting in the barrier being invaded (i.e. punctured) and the test failure. At the same time, the two ends of the straight section 11 are tightened by the first longitudinal beam 2 and the second longitudinal beam 3, which can reduce the torsional deformation of the straight section 11 under the center column collision condition.

[0078] It can be seen from the above that the middle energy absorbing structure 6 is combined with the front anti-collision beam 1 having the straight section 11. The two interact with each other, which can not only prevent the columnar barrier from invading the vehicle under the center column collision condition and ensure the safety of the occupants in the vehicle; but also prevent the front anti-collision beam 1 from invading the barrier due to excessive structural strength under the MPDB condition, ensuring that no fatal damage is caused to the barrier.

[0079] For details, please refer to the attached Fig.12 In some embodiments, the front wall cross beam assembly 4 includes a front wall panel 42, a front wall cross beam body 41, and a front wall lower panel 43 connected in sequence from top to bottom; the upper end of the front wall lower panel 43 is connected to the front wall cross beam body 41, and the lower end of the front wall lower panel 43 extends obliquely backward and downward relative to its upper end. Correspondingly, the rear end of the top surface of the intermediate energy absorbing structure 6 is connected to the front side surface of the front wall lower panel 43, and the rear end of the bottom surface of the intermediate energy absorbing structure 6 extends backward relative to the rear end of the top surface of the intermediate energy absorbing structure 6; the front end bottom of the middle channel 5 is an inclined structure adapted to the inclined rear side surface of the front wall lower panel 43. As described above, the at least partial overlapping arrangement of the intermediate energy absorbing structure 6 and the middle channel 5 is achieved.

[0080] As mentioned above, the middle channel 5 is located at the bottom of the cabin. When the powertrain invades the front panel 42, the impact force can be transmitted to the middle channel 5 located at the bottom of the cabin through the intermediate energy-absorbing structure 6, and then the collision energy can be absorbed and dispersed through the middle channel 5, thereby avoiding damage to the lower body of the occupant and avoiding damage to the occupant's feet.

[0081] In some embodiments, the intermediate energy absorbing structure 6 may be an energy absorbing box structure, or any other structure having energy absorbing effect. The intermediate energy absorbing structure 6 includes a sheet metal structure.

[0082] Please refer to the appendix Figure 4 , in some embodiments of the present application, in a cross-section perpendicular to the Y direction, the cross-section of the front anti-collision beam 1 includes an annular frame 12, and a reinforcing rib 13 located inside the annular frame 12 and connecting the front side and the rear side of the annular frame 12.

[0083] Optionally, the annular frame 12 can be a circular frame or a rectangular frame; preferably, the annular frame 12 is a rectangular frame. Along the Z direction, the reinforcing rib 13 is located at or near the middle position of the annular frame 12.

[0084] As above, on the basis of setting the middle energy absorption structure 6, the present application can further reduce the requirement for the support strength of the front anti-collision beam 1, which changes the "eye" shape or similar "eye" shape cross-section of the front anti-collision beam 1 (the front anti-collision beam 1 in the prior art ， 's similar "eye" shape cross-section, please refer to the appendix Fig.14 ), reduce the number of reinforcing ribs 13 inside the annular frame 12, and make the annular frame 12 and the reinforcing ribs 13 enclose a "day" shape or similar "day" shape cross-section, thereby weakening the overall strength and bending resistance of the front anti-collision beam 1 to a certain extent, weakening the impact force on the barrier under the MPDB working condition to a certain extent, avoiding the barrier being punctured, and making the collision test qualified.

[0085] Please refer to the appendix Figure 4 , in some embodiments of the present application, in a cross-section perpendicular to the Y direction, at least part of the region of the reinforcing rib 13 bends upward; and / or, at least part of the region of the reinforcing rib 13 bends downward.

[0086] Optionally, along the X direction, only the middle region of the reinforcing rib 13 bends upward; or, along the X direction, only the middle region of the reinforcing rib 13 bends downward; or, along the X direction, the regions of the reinforcing rib 13 from front to back bend upward and downward alternately.

[0087] As above, a wavy induction design that facilitates the compression deformation of the reinforcing rib 13 along the X direction is achieved. This design can weaken the impact on the MPDB barrier and at the same time can also have a corresponding support and resistance effect on the central column collision.

[0088] Please refer to the appendix Figure 2 , 5 , in some embodiments of the present application, a first energy absorption structure 7 is connected between the front anti-collision beam 1 and the first longitudinal beam 2, and the first connection point a where the first energy absorption structure 7 is connected to the first longitudinal beam 2 is closer to the front anti-collision beam 1 relative to the power assembly 9.

[0089] It should be noted that the first energy absorption structure 7 can be selected as an energy absorption box structure or any other structure with an energy absorption effect. The first energy absorption structure 7 includes a sheet metal structural member.

[0090] Please refer to the appendix Figure 2 , along the X direction and from front to back, the heat dissipation assembly 10 and the power assembly 9 are sequentially installed in the frame structure. The first connection point a is located in front of the power assembly 9. Specifically: in the cross section perpendicular to the Y direction, the projection of the first connection point a can be located between the projection of the heat dissipation assembly 10 and the projection of the power assembly 9, and can also fall within the projection of the heat dissipation assembly 10.

[0091] As mentioned above, under the MPDB working condition, the first energy absorbing structure 7 is crushed along the X direction due to the impact force. Even if the first energy absorbing structure 7 is crushed to the extreme position (i.e., the position where the first connection point a is located), it will not invade the space where the power assembly 9 is located, thereby reducing the impact on the power assembly 9 and avoiding irreversible damage to the power assembly 9.

[0092] Please refer to the attached Figure 2 , 5 In some embodiments, a second energy absorbing structure 8 is connected between the front anti-collision beam 1 and the second longitudinal beam 3 , and a second connection point b where the second energy absorbing structure 8 is connected to the second longitudinal beam 3 is closer to the front anti-collision beam 1 relative to the powertrain 9 .

[0093] It should be noted that the second energy absorbing structure 8 may be an energy absorbing box structure or any other structure with energy absorbing effect. The second energy absorbing structure 8 includes a sheet metal structure.

[0094] The second connection point b is located on the front side of the power assembly 9. Specifically, in the cross section perpendicular to the Y direction, the projection of the second connection point b can be located between the projection of the heat dissipation assembly 10 and the projection of the power assembly 9, or can fall within the projection of the heat dissipation assembly 10.

[0095] As mentioned above, under the MPDB working condition, the second energy absorbing structure 8 is crushed along the X direction due to the impact force. Even if the second energy absorbing structure 8 is crushed to the extreme position (i.e., the position where the second connection point b is located), it will not invade the space where the power assembly 9 is located, thereby reducing the impact on the power assembly 9 and avoiding irreversible damage to the power assembly 9.

[0096] Please refer to the attached Figure 2 , 5 In certain embodiments of the present application, a first energy absorbing structure 7 is connected between the front anti-collision beam 1 and the first longitudinal beam 2, and the first energy absorbing structure 7 has third connection points c connected to the front anti-collision beam 1 on both sides along the Y direction.

[0097] It should be noted that one, two or more third connection points c may be provided on any side of the first energy absorbing structure 7 along the Y direction.

[0098] As described above, the front anti-collision beam 1 and the first energy absorbing structure 7 are connected on both sides along the Y direction through a plurality of third connection points c, realizing a reinforced connection between the first energy absorbing structure 7 and the front anti-collision beam 1, and avoiding the failure of the connection between the first energy absorbing structure 7 and the front anti-collision beam 1 when the front anti-collision beam 1 is hit. Furthermore, the third connection points c on both sides of the first energy absorbing structure 7 along the Y direction influence each other, which can ensure that the connection between the first energy absorbing structure 7 and the front anti-collision beam 1 is stable and does not fall over or rotate relative to each other, thereby suppressing the rotational deformation of the straight section 11, improving the bending resistance of the front anti-collision beam 1, and reducing the intrusion displacement of the columnar barrier.

[0099] Please refer to the attached Figure 2 , 5 In certain embodiments of the present application, a second energy absorbing structure 8 is connected between the front anti-collision beam 1 and the second longitudinal beam 3, and the second energy absorbing structure 8 has fourth connection points d connected to the front anti-collision beam 1 on both sides along the Y direction.

[0100] It should be noted that one, two or more fourth connection points d may be provided on any side of the second energy absorbing structure 8 along the Y direction.

[0101] As described above, the front anti-collision beam 1 and the second energy absorbing structure 8 are connected on both sides along the Y direction through a plurality of fourth connection points d, realizing a reinforced connection between the second energy absorbing structure 8 and the front anti-collision beam 1, and avoiding failure of the connection between the second energy absorbing structure 8 and the front anti-collision beam 1 when the front anti-collision beam 1 is hit. Furthermore, the fourth connection points d on both sides of the second energy absorbing structure 8 along the Y direction influence each other, which can ensure that the connection between the second energy absorbing structure 8 and the front anti-collision beam 1 is stable and does not fall over or rotate relative to each other, thereby suppressing the rotational deformation of the straight section 11, improving the bending resistance of the front anti-collision beam 1, and reducing the intrusion displacement of the columnar barrier.

[0102] Please refer to the attached Figure 6-7 In some embodiments of the present application, two first connecting ear plate groups 72 are formed on both sides of the first energy absorbing structure 7 along the Y direction, and each first connecting ear plate group 72 includes a first upper ear plate 721 and a first lower ear plate 722 arranged in an upper and lower interval. The front anti-collision beam 1 is located between the first upper ear plate 721 and the first lower ear plate 722, and a plurality of first fasteners pass through the first upper ear plate 721, the front anti-collision beam 1, and the first lower ear plate 722 to connect the first energy absorbing structure 7 to the front anti-collision beam 1. The location of the first fastener is the third connection point c.

[0103] It should be noted that each first connecting ear plate group 72 may be provided with one, two or more first fasteners to form one, two or more third connecting points c. The first fasteners may be fastening bolts to achieve a detachable connection between the first energy absorbing structure 7 and the front anti-collision beam 1, so as to facilitate the installation, replacement and maintenance of the two components.

[0104] By providing the first upper ear plate 721 and the first lower ear plate 722, reliable contact areas with the upper side and lower side of the front anti-collision beam 1 are respectively ensured, and insertion points are provided for the locking and fixing of the first fastener, which not only ensures the reliable and stable connection effect between the first energy absorption structure 7 and the front anti-collision beam 1, but also has a simple structure, is easy to install and operate, and saves time and effort.

[0105] Please refer to the attached Figure 8-9 In some embodiments of the present application, two second connecting ear plate groups 82 are formed on both sides of the second energy absorbing structure 8 along the Y direction, and each second connecting ear plate group 82 includes a second upper ear plate 821 and a second lower ear plate 822 arranged in an upper and lower interval. The front anti-collision beam 1 is located between the second upper ear plate 821 and the second lower ear plate 822, and a plurality of second fasteners pass through the second upper ear plate 821, the front anti-collision beam 1, and the second lower ear plate 822 to connect the second energy absorbing structure 8 to the front anti-collision beam 1. The location of the second fastener is the fourth connection point d.

[0106] It should be noted that each second connecting ear plate group 82 may be provided with one, two or more second fasteners to form one, two or more fourth connecting points d. The second fasteners may be fastening bolts to achieve a detachable connection between the second energy absorbing structure 8 and the front anti-collision beam 1, which is convenient for installation, replacement and maintenance of the two components.

[0107] By providing the second upper ear plate 821 and the second lower ear plate 822, reliable contact areas with the upper side and lower side of the front anti-collision beam 1 are respectively ensured, and insertion points are provided for the locking and fixing of the second fastener, which not only ensures the reliable and stable connection effect between the second energy absorption structure 8 and the front anti-collision beam 1, but also has a simple structure, is easy to install and operate, and saves time and effort.

[0108] Please refer to the attached Figure 6 In certain embodiments of the present application, a first snap-in groove 71 is provided at the front end of the first energy absorbing structure 7 , and the first snap-in groove 71 is limitedly snap-connected to the outside of the front anti-collision beam 1 .

[0109] It should be noted that the first clamping groove 71 is a U-shaped groove, the front side of the first clamping groove 71 is its notch, and the rear side of the first clamping groove 71 is its groove bottom. The front anti-collision beam 1 can enter from the notch of the first clamping groove 71 to the rear side of the front anti-collision beam 1 and abut against the groove bottom of the first clamping groove 71, thereby realizing the limited clamping of the front anti-collision beam 1 and the first clamping groove 71.

[0110] As described above, the embedded connection setting between the front end of the first energy absorbing structure 7 and the front anti-collision beam 1 is realized, further ensuring that the connection between the first energy absorbing structure 7 and the front anti-collision beam 1 is stable, does not fall over, and does not rotate relative to each other, thereby further suppressing the rotational deformation of the straight section 11. At the same time, by setting the first clamping groove 71, the front end of the first energy absorbing structure 7 is extended as far as possible to the front side of the front anti-collision beam 1. When the rear end of the first energy absorbing structure 7 is not adjusted, the overall length of the first energy absorbing structure 7 is extended, so that the first energy absorbing structure 7 absorbs and disperses the collision energy as much as possible.

[0111] Please refer to the attached Figure 8 In certain embodiments of the present application, a second snap-in groove 81 is provided at the front end of the second energy absorbing structure 8 , and the second snap-in groove 81 is limitedly snap-connected to the outside of the front anti-collision beam 1 .

[0112] It should be noted that the second clamping groove 81 is a U-shaped groove, the front side of the second clamping groove 81 is its notch, and the rear side of the second clamping groove 81 is its groove bottom. The front anti-collision beam 1 can enter from the notch of the second clamping groove 81 to the rear side of the front anti-collision beam 1 and abut against the groove bottom of the second clamping groove 81, thereby realizing the limited clamping of the front anti-collision beam 1 and the second clamping groove 81.

[0113] As described above, the embedded connection setting between the front end of the second energy absorbing structure 8 and the front anti-collision beam 1 is realized, which further ensures that the connection between the second energy absorbing structure 8 and the front anti-collision beam 1 is stable, does not fall over, and does not rotate relative to each other, thereby further suppressing the rotation deformation of the straight section 11. At the same time, by setting the second clamping groove 81, the front end of the second energy absorbing structure 8 is extended as far as possible to the front side of the front anti-collision beam 1. When the rear end of the second energy absorbing structure 8 is not adjusted, the overall length of the second energy absorbing structure 8 is extended, so that the second energy absorbing structure 8 absorbs and disperses the collision energy as much as possible.

[0114] Please refer to the attached Figure 6 , 8 In some embodiments of the present application, the first clamping slot 71 includes a first upper slot wall 711 and a first lower slot wall 712 arranged vertically. The second clamping slot 81 includes a second upper slot wall 811 and a second lower slot wall 812 arranged vertically.

[0115] Please refer to the attached Figure 7The front side surface of the front anti-collision beam 1 is provided with a first upper baffle plate 14 extending upward, and the first upper baffle plate 14 abuts against the front side surface of the first upper groove wall 711. It should be noted that the first upper baffle plate 14 is an upper flange formed on the front side surface of the front anti-collision beam 1. As above, it is ensured that the front end of the first energy absorbing structure 7 forms an abutment limit with the first upper baffle plate 14. When a collision occurs at the front part of the front anti-collision beam 1, the first upper baffle plate 14 can disperse the impact force transmitted to the first energy absorbing structure 7, further enhance the energy absorption effect, effectively suppress the rotational deformation of the front anti-collision beam 1, enhance the bending resistance of the front anti-collision beam 1, and reduce the intrusion displacement of the columnar barrier.

[0116] Please refer to the attached Figure 6 In some embodiments, a first lower baffle plate 15 extending downward is provided on the front side of the front anti-collision beam 1, and the first lower baffle plate 15 abuts against the front side of the first lower groove wall 712. It should be noted that the first lower baffle plate 15 is a lower flange formed on the front side of the front anti-collision beam 1. As above, it is ensured that the front end of the first energy absorbing structure 7 forms an abutment limit with the first lower baffle plate 15. When a collision occurs at the front of the front anti-collision beam 1, the first lower baffle plate 15 can disperse the impact force transmitted to the first energy absorbing structure 7, further improve the energy absorption effect, effectively suppress the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the intrusion displacement of the columnar barrier.

[0117] Please refer to the attached Fig. 9 In some embodiments, the front side surface of the front anti-collision beam 1 is provided with a second upper baffle plate 16 extending upward, and the second upper baffle plate 16 abuts against the front side surface of the second upper groove wall 811. It should be noted that the second upper baffle plate 16 is an upper flange formed on the front side surface of the front anti-collision beam 1. As above, it is ensured that the front end of the second energy absorbing structure 8 forms an abutment limit with the second upper baffle plate 16. When a collision occurs at the front part of the front anti-collision beam 1, the second upper baffle plate 16 can disperse the impact force transmitted to the second energy absorbing structure 8, further enhance the energy absorption effect, effectively suppress the rotational deformation of the front anti-collision beam 1, enhance the bending resistance of the front anti-collision beam 1, and reduce the intrusion displacement of the columnar barrier.

[0118] Please refer to the attached Figure 8 In some embodiments, the front end of the front anti-collision beam 1 is provided with a second lower baffle plate 17 extending downward, and the second lower baffle plate 17 abuts against the front side surface of the second lower groove wall 812. It should be noted that the second lower baffle plate 17 is a lower flange formed on the front side surface of the front anti-collision beam 1. As above, it is ensured that the front end of the second energy absorbing structure 8 forms an abutment limit with the second lower baffle plate 17. When a collision occurs at the front part of the front anti-collision beam 1, the second lower baffle plate 17 can disperse the impact force transmitted to the second energy absorbing structure 8, further improve the energy absorption effect, effectively suppress the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the intrusion displacement of the columnar barrier.

[0119] For further information, please see the attached Figure 6 The lower side of the first upper groove wall 711 is connected to a first upper ear plate 721 on both sides along the Y direction; the upper side of the first lower groove wall 712 is connected to a first lower ear plate 722 on both sides along the Y direction. Figure 8 The lower side surface of the second upper groove wall 721 is connected to a second upper ear plate 821 on both sides along the Y direction; the upper side surface of the second lower groove wall 812 is connected to a second lower ear plate 822 on both sides along the Y direction.

[0120] Please refer to the attached Figure 5 , 11 In some embodiments of the present application, the front wall cross beam assembly 4 includes a front wall cross beam body 41, the front wall cross beam body 41 includes a recessed section 411, the front side of the recessed section 411 is recessed rearward relative to the front side of other areas of the front wall cross beam body 41; the intermediate energy absorbing structure 6 is arranged below the recessed section 411. The front side of the intermediate energy absorbing structure 6 is closer to the front bumper beam 1 than the front side of the recessed section 411.

[0121] It should be noted that, since the front wall cross beam body 41 is affected by the cabin layout, the cross section of the middle section of the front wall cross beam body 41 along the Y direction will be compressed (the compressed size is the size of the attached Fig.11 The cross-sectional reduction section is obtained by adjusting the size indicated by the arrow in the middle, and the cross-sectional reduction section is the above-mentioned recessed section 411 , which is the stress-weakened area of ​​the front enclosure cross beam body 41 .

[0122] The intermediate energy absorbing structure 6 is disposed below the recessed section 411 , and can maximize the reinforcement of the weak stress area of ​​the front enclosure cross beam body 41 , thereby improving the adverse support effect caused by the reduction in the cross section of the front enclosure cross beam body 41 .

[0123] Please refer to the attached Figure 5 , 10 In some embodiments, along the Y direction, the front wall cross beam body 41 includes a first section 412, a recessed section 411, and a second section 413 in sequence, and the front side surface of the first section 412 and the front side surface of the second section 413 are flush with the front side surface of the intermediate energy absorbing structure 6 (the flush position is the attached Fig.10 where the dashed line is located).

[0124] As described above, while compensating for the supporting effect of the front panel cross beam body 41, it ensures that the force of the entire front panel cross beam assembly 4 at the impact point is balanced, so as to improve the energy absorption efficiency, reduce local deformation, improve the safety performance of the vehicle in a collision, and protect the lives of the occupants.

[0125] In summary, the present application also provides a vehicle, which includes the vehicle body structure as described above.

[0126] Since the vehicle of the present application includes the vehicle body structure described above, the beneficial effects of the vehicle brought about by the vehicle body structure can be found above and will not be repeated here.

[0127] The basic principles of the present application are described above in conjunction with specific embodiments. However, it should be pointed out that the advantages, strengths, effects, etc. mentioned in the present application are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. must be possessed by each embodiment of the present application. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, not for limitation. The above details do not limit the present application to the use of the above specific details to be implemented.

[0128] The block diagrams of the devices, apparatuses, equipment, and systems involved in this application are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagram. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including", "comprising", "having", etc. are open words, referring to "including but not limited to", and can be used interchangeably with them. The words "or" and "and" used here refer to the words "and / or" and can be used interchangeably with them, unless the context clearly indicates otherwise. The words "such as" used here refer to the phrase "such as but not limited to", and can be used interchangeably with them.

[0129] It should also be noted that in the apparatus, device and method of the present application, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present application.

[0130] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present application. Therefore, the present application is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0131] It should be understood that the qualifiers "first", "second", "third", "fourth", "fifth" and "sixth" used in the description of the embodiments of the present application are only used to more clearly explain the technical solutions and cannot be used to limit the scope of protection of the present application.

[0132] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A vehicle body structure, comprising a central channel (5), and a front anti-collision beam (1), a first longitudinal beam (2), a front wall cross beam assembly (4), and a second longitudinal beam (3) constituting a frame structure, wherein the central channel (5) is located at the rear side of the front wall cross beam assembly (4) and is connected to the front wall cross beam assembly (4); characterized in that: The vehicle body structure further comprises an intermediate energy absorbing structure (6), the intermediate energy absorbing structure (6) being located in the frame structure and connected to the front wall cross beam assembly (4), and in a projection plane perpendicular to the Z direction, a projection of the intermediate energy absorbing structure (6) at least partially overlaps with a projection of the middle channel (5); At least the middle portion of the front anti-collision beam (1) between the first longitudinal beam (2) and the second longitudinal beam (3) is a straight section (11).

2. The vehicle body structure according to claim 1, characterized in that: In a cross section perpendicular to the Y direction, the cross section of the front anti-collision beam (1) comprises an annular frame (12), and reinforcing ribs (13) located in the annular frame (12) and connecting the front side surface and the rear side surface of the annular frame (12).

3. The vehicle body structure according to claim 2, characterized in that: In a cross section perpendicular to the Y direction, at least a portion of the reinforcing rib (13) is bent upward; and / or at least a portion of the reinforcing rib (13) is bent downward.

4. The vehicle body structure according to claim 1, characterized in that: A first energy absorbing structure (7) is connected between the front anti-collision beam (1) and the first longitudinal beam (2), and a first connection point between the first energy absorbing structure (7) and the first longitudinal beam (2) is closer to the front anti-collision beam (1) relative to the powertrain (9); and / or, A second energy absorbing structure (8) is connected between the front anti-collision beam (1) and the second longitudinal beam (3), and a second connection point where the second energy absorbing structure (8) is connected to the second longitudinal beam (3) is closer to the front anti-collision beam (1) relative to the powertrain (9).

5. The vehicle body structure according to claim 1, characterized in that: A first energy absorbing structure (7) is connected between the front anti-collision beam (1) and the first longitudinal beam (2), and the first energy absorbing structure (7) has third connection points connected to the front anti-collision beam (1) on both sides along the Y direction; and / or, A second energy absorbing structure (8) is connected between the front anti-collision beam (1) and the second longitudinal beam (3), and the second energy absorbing structure (8) has fourth connection points connected to the front anti-collision beam (1) on both sides along the Y direction.

6. The vehicle body structure according to claim 5, characterized in that: The first energy absorbing structure (7) is formed with two first connecting ear plate groups (72) on both sides along the Y direction, and each of the first connecting ear plate groups (72) includes a first upper ear plate (721) and a first lower ear plate (722) arranged in an upper and lower interval; the front anti-collision beam (1) is located between the first upper ear plate (721) and the first lower ear plate (722), and a first fastener passes through the first upper ear plate (721), the front anti-collision beam (1), and the first lower ear plate (722) to connect the first energy absorbing structure (7) to the front anti-collision beam (1), and the position of the first fastener is the third connection point; and / or, The second energy absorbing structure (8) is formed with two second connecting ear plate groups (82) on both sides along the Y direction, and each of the second connecting ear plate groups (82) includes a second upper ear plate (821) and a second lower ear plate (822) which are spaced apart from each other. The front anti-collision beam (1) is located between the second upper ear plate (821) and the second lower ear plate (822), and a second fastener passes through the second upper ear plate (821), the front anti-collision beam (1), and the second lower ear plate (822) to connect the second energy absorbing structure (8) to the front anti-collision beam (1). The location of the second fastener is the fourth connection point.

7. The vehicle body structure according to claim 5, characterized in that: A first clamping groove (71) is provided at the front end of the first energy absorbing structure (7), and the first clamping groove (71) is limitedly clamped to the outside of the front anti-collision beam (1); and / or, A second clamping groove (81) is formed at the front end of the second energy absorbing structure (8), and the second clamping groove (81) is limitedly clamped outside the front anti-collision beam (1).

8. The vehicle body structure according to claim 7, characterized in that: The first clamping groove (71) comprises a first upper groove wall (711) and a first lower groove wall (712) arranged vertically; the second clamping groove (81) comprises a second upper groove wall (811) and a second lower groove wall (812) arranged vertically; wherein: The front side surface of the front anti-collision beam (1) is provided with a first upper baffle plate (14) extending upward, and the first upper baffle plate (14) abuts against the front side surface of the first upper groove wall (711); and / or, The front side surface of the front anti-collision beam (1) is provided with a first lower baffle plate (15) extending downward, and the first lower baffle plate (15) abuts against the front side surface of the first lower groove wall (712); and / or, The front side surface of the front anti-collision beam (1) is provided with a second upper baffle (16) extending upward, and the second upper baffle (16) abuts against the front side surface of the second upper groove wall (811); and / or, The front side surface of the front anti-collision beam (1) is provided with a second lower baffle plate (17) extending downward, and the second lower baffle plate (17) abuts against the front side surface of the second lower groove wall (812).

9. The vehicle body structure according to any one of claims 1 to 8, characterized in that: The front wall cross beam assembly (4) comprises a front wall cross beam body (41), the front wall cross beam body (41) comprises a recessed section (411), the front side surface of the recessed section (411) is recessed rearward; the intermediate energy absorption structure (6) is arranged below the recessed section (411); wherein: The front side surface of the intermediate energy absorbing structure (6) is closer to the front anti-collision beam (1) than the front side surface of the recessed section (411); and / or, Along the Y direction, the front enclosure cross beam body (41) includes a first section (412), the recessed section (411) and a second section (413) in sequence, and the front side surface of the first section (412) and the front side surface of the second section (413) are flush with the front side surface of the intermediate energy absorbing structure (6).

10. A vehicle, characterized in that: The vehicle body structure comprises the vehicle body structure as claimed in any one of claims 1 to 9.

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