Vehicle body structure and vehicle

Abstract

The utility model provides a vehicle body structure and a vehicle. The vehicle body structure comprises a seat cross beam and a threshold structure, the seat cross beam extends in the width direction of the vehicle, the threshold structure is connected with the end of the seat cross beam, the threshold structure and the seat cross beam are directly connected to form a force transmission structure, and under the condition of side collision force, the threshold structure can transmit the collision force to the other side through the seat cross beam. The orthographic projection of the seat cross beam in the width direction of the vehicle at least partially coincides with the orthographic projection of the threshold structure in the width direction of the vehicle, that is, the seat cross beam and the threshold structure at least have a partial overlapping area in the height direction of the vehicle, so that a force transmission path during collision tends to be linearly transmitted in the width direction of the vehicle; collision force can be absorbed and transmitted more effectively, the intrusion amount of the structure and damage to a driver and passengers are reduced, and the collision performance is improved.

Description

Technical Field

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

[0002] The vehicle's door sill structure is usually connected to the crossbeam structure of the vehicle body through multiple joints, forming a high and low connection structure, which is not conducive to the effective transmission of side collision force and easily causes stress concentration, resulting in a large amount of intrusion in the event of a side collision, affecting the survival space of the occupants. Utility Model Content

[0003] The present application provides a vehicle body structure and a vehicle that are conducive to improving collision performance.

[0004] In a first aspect, an embodiment of the present application provides a vehicle body structure, comprising a seat crossbeam and a rocker structure, wherein the seat crossbeam extends in a vehicle width direction, the rocker structure is connected to an end portion of the seat crossbeam, and an orthographic projection of the seat crossbeam along the vehicle width direction at least partially coincides with an orthographic projection of the rocker structure along the vehicle width direction.

[0005] According to the first aspect, in a possible implementation, the seat crossbeam includes a top plate, the door sill structure has a mounting surface, and the height difference between the top plate and the mounting surface is within a preset range; the top plate forms a connecting portion at the end along the vehicle width direction, and the connecting portion is connected to the mounting surface.

[0006] According to the first aspect, in a possible implementation, the vehicle body structure further includes a front floor, an end portion of the front floor is connected to the rocker structure, and a lower edge of the seat cross beam is connected to the front floor to enclose an inner cavity extending along the vehicle width direction.

[0007] According to the first aspect, in a possible implementation, the door sill structure is used to connect to a battery pack of a vehicle, and the battery pack and the seat crossbeam are spaced apart in a height direction of the vehicle.

[0008] According to the first aspect, in a possible implementation, the vehicle body structure further includes a floor cross member, the floor cross member and the seat cross member are spaced apart along the length direction of the vehicle, and an end of the floor cross member is connected to the rocker structure.

[0009] According to the first aspect, in a possible implementation, the vehicle body structure further includes a rocker longitudinal beam, one side of the rocker longitudinal beam is connected to the rocker structure, and the other side of the rocker longitudinal beam is connected to an end of the floor cross member.

[0010] According to the first aspect, in a possible implementation, the sill longitudinal beam includes a sill lower longitudinal beam and a longitudinal beam outer panel, the sill lower longitudinal beam includes a connecting plate and a longitudinal beam inner panel connected to each other, the longitudinal beam outer panel is arranged opposite to the longitudinal beam inner panel, one end of the longitudinal beam outer panel is connected to the connecting plate; the end of the connecting plate away from the longitudinal beam inner panel is connected to the sill structure, and the floor crossbeam is connected to the connecting plate.

[0011] According to the first aspect, in a possible implementation manner, one end of the threshold pedal is connected to the threshold structure, and the other end of the threshold pedal is connected to the longitudinal beam outer panel.

[0012] According to the first aspect, in a possible implementation, the rocker longitudinal beam further includes a reinforcement member connecting the longitudinal beam inner panel and the longitudinal beam outer panel, and the reinforcement member is aligned with the floor cross member along the vehicle width direction.

[0013] According to the first aspect, in a possible implementation, a first opening is formed between the longitudinal beam outer panel and the longitudinal beam inner panel, and the vehicle body structure further includes a center floor, and a portion of the center floor covers the first opening.

[0014] According to the first aspect, in a possible implementation, the sill structure includes a sill shell, a first sill beam and a second sill beam, the sill shell having a first cavity and a second cavity connected along the length direction of the vehicle body, the first sill beam passing through the first cavity and the second cavity, the second sill beam being arranged in the first cavity, and the first sill beam and the second sill beam being stacked along the height direction of the vehicle body; the portion of the sill shell having the first cavity is connected to the seat crossbeam; the portion of the sill shell having the second cavity is connected to the floor crossbeam.

[0015] According to the first aspect, in a possible implementation, one of the first threshold beam and the second threshold beam is provided with a limiting protrusion, and the other forms a limiting groove; the limiting protrusion is snapped into the limiting groove to limit the first threshold beam and the second threshold beam.

[0016] According to the first aspect, in a possible implementation, the rocker shell includes a rocker outer panel, a first rocker inner panel, and a second rocker inner panel, the first rocker inner panel including a first rocker section and a second rocker section connected along the length direction of the vehicle body, the first rocker section and the rocker outer panel together enclosing the first cavity; one end of the second rocker section is connected to the rocker outer panel, and a second opening is formed between the other end and the rocker outer panel, and the second rocker inner panel cover is arranged at the second opening to enclose the second cavity.

[0017] According to the first aspect, in a possible implementation, one side of the first sill beam is in contact with the first sill inner panel, and a gap exists between the other side and the sill outer panel; one side of the second sill beam is in contact with the first sill inner panel, and a gap exists between the other side and the sill outer panel.

[0018] According to the first aspect, in a possible implementation, the threshold structure further includes a mounting plate, the mounting plate is connected to the first threshold beam, and the mounting plate is used to be connected to the battery pack via a fastener.

[0019] According to the first aspect, in a possible implementation, the first rocker beam has at least two adjacent collapse cavities along the vehicle width direction; the second rocker beam has at least two adjacent collapse cavities along the vehicle width direction.

[0020] This application provides a vehicle body structure and vehicle in which a rocker structure is directly connected to a seat crossbeam to form a force transmission structure. In the event of a side impact, the rocker structure can transmit the impact force to the other side via the seat crossbeam. Because the seat crossbeam and the rocker structure have at least a partial overlap in the vehicle height direction, the force transmission path during a collision tends to be straight along the vehicle width direction, effectively absorbing and transmitting the impact force, reducing structural intrusion and damage to the driver and passengers, and improving collision performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the implementation methods of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the implementation methods or the description of the prior art. Obviously, the drawings described below are only some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 This is a schematic diagram of the connection relationship between the floor assembly and the door sill structure in one embodiment of the present application;

[0023] Figure 2 This is a schematic diagram of the connection relationship between the crossbeam and the door sill structure in one embodiment of the present application;

[0024] Figure 3 yes Figure 1 Schematic diagram of the cross section in the AA direction;

[0025] Figure 4 yes Figure 1 Schematic cross-section along the middle BB direction.

[0026] Figure 5 is a schematic diagram of a threshold structure in one embodiment of the present application;

[0027] Figure 6 yes Figure 5 Schematic cross-section in the CC direction;

[0028] Figure 7 yes Figure 5 Schematic cross-section in the middle DD direction;

[0029] Figure 8 yes Figure 5 Schematic diagram of the disassembled structure of the middle threshold structure;

[0030] Reference numerals:

[0031] 100 - Body structure; 11 - Seat cross member; 11a - Seat front cross member; 11b - Seat rear cross member; 13 - Floor cross member; 13a - Floor front cross member; 13b - Floor rear cross member; 15 - Front floor; 151 - Folding edge; 16 - Door sill longitudinal member; 161 - Door sill lower longitudinal member; 1611 - Connecting plate; 1612 - Longitudinal member inner plate; 162 - Longitudinal member outer plate; 164 - Reinforcement; 17 - Center floor; 20 - Door sill structure; 21 - Door sill shell; 211-first cavity; 212-second cavity; 213-threshold outer panel; 214-first sill inner panel; 2141-first sill section; 2142-second sill section; 215-second sill inner panel; 22-first sill beam; 23-second sill beam; 241-limiting protrusion; 242-limiting groove; 243-collapse chamber; 251-mounting plate; 252-nut; 30-battery pack; 31-housing; 33-pad; 40-threshold pedal. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0033] It should be noted that when a component is referred to as being "fixed to" another component, it may be directly on the other component or there may be an intermediate component. When a component is referred to as being "connected to" another component, it may be directly connected to the other component or there may be an intermediate component.

[0034] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those commonly understood by those skilled in the art to which this application belongs. The terms used in this specification are for the purpose of describing specific embodiments only and are not intended to limit this application. The term "and / or" as used in this application includes any and all combinations of one or more of the relevant listed items.

[0035] The following describes some embodiments of the present application in detail with reference to the accompanying drawings. In the absence of conflict, the following embodiments and features therein may be combined with each other.

[0036] Figure 1 The X, Y, and Z directions shown in the figure are three directions with the vehicle as a reference, the vehicle length direction is the X direction, the height direction is the Z direction, and the width direction is the Y direction.

[0037] This application provides a vehicle. In one embodiment, the vehicle includes a body structure. The body structure is the vehicle's basic skeleton, providing the necessary strength and rigidity to support all vehicle components, including the engine, chassis, seats, and interior, and to resist various external shocks and vibrations during driving. In the event of a collision, the body structure is capable of absorbing and dissipating collision energy, maximizing occupant safety.

[0038] See also Figure 1 and Figure 2 The vehicle body structure 100 may include a cross member and a rocker structure 20. The cross member includes a front seat cross member 11a, a rear seat cross member 11b, a front floor cross member 13a, and a rear floor cross member 13b spaced apart in the X direction. For the convenience of description, the front seat cross member 11a and the rear seat cross member 11b are collectively referred to as the seat cross member 11 below. Figure 3 The front floor beam 13a and the rear floor beam 13b are collectively referred to as the floor beam, as shown Figure 4 As shown. The ends of the seat crossbeam 11 and the floor crossbeam can be connected to the sill structure 20. The sill structure 20 is located on the side of the vehicle. The sill structure 20 is usually used to absorb and disperse the energy of side impact and reduce damage to the occupants. The number of sill structures 20 can be two, and the seat crossbeam 11 and the floor crossbeam are connected between the two sill structures 20, thereby forming a frame structure for transmitting and absorbing side impact forces. When the rear row of the vehicle has a sliding door on only one side, the number of sill structures 20 can be one, and the sill structure 20 is provided at one end of the seat crossbeam 11 and the floor crossbeam, and a reinforcement structure is provided at the other end of the floor assembly to resist side impact. This application does not limit this.

[0039] In one embodiment, see Figure 1 、 Figure 2 and Figure 3The vehicle body structure 100 includes a seat cross member 11 and a rocker structure 20. The seat cross member 11 extends along the vehicle width, and the rocker structure 20 is connected to the end of the seat cross member 11. The rocker structure 20 and the seat cross member 11 are directly connected to form a force transmission structure. In the event of a side impact, the rocker structure 20 can transmit the impact force to the other side through the seat cross member 11. The orthographic projection of the seat cross member 11 along the vehicle width at least partially overlaps with the orthographic projection of the rocker structure 20 along the vehicle width. In other words, the seat cross member 11 and the rocker structure 20 have at least a partial overlapping area in the vehicle height direction. This facilitates the force transmission path in a collision to be transmitted in a straight line along the vehicle width, effectively absorbing and transmitting the impact force, reducing structural intrusion and damage to the driver and passengers, and improving collision performance.

[0040] Based on the above embodiments, please refer to Figure 4 The vehicle body structure 100 may include a seat crossbeam 11, a floor crossbeam 13, and a rocker structure 20. The seat crossbeam 11 and the floor crossbeam 13 both extend in the Y direction. The seat crossbeam 11 and the floor crossbeam 13 are spaced apart in the X direction, and the end of the floor crossbeam 13 is connected to the rocker structure 20. In this embodiment, the floor crossbeam 13 is added to the seat crossbeam 11 to further strengthen the force transmission path on the side of the vehicle body. In the event of a side collision, the rocker structure 20, as the first component to bear the brunt of the collision, can quickly transmit the collision force to the floor crossbeam 13. Since the floor crossbeam 13 extends in the Y direction, the floor crossbeam 13 has a high strength in the Y direction, and can therefore effectively disperse and absorb the collision energy, reducing deformation of the vehicle body structure 100 and damage to the driver and passengers.

[0041] It is understood that the seat cross member 11 is used for the seat, corresponding to the front area of ​​the vehicle, and the floor cross member can correspond to the rear area of ​​the vehicle. The seat cross member 11 improves the structural strength of the front area, and the floor cross member 13 improves the structural strength of the rear area.

[0042] See also Figure 2 and Figure 3The connection between the seat cross member 11 and the rocker structure 20 is further described below. The seat cross member 11 includes a top plate, and the rocker structure 20 has a mounting surface. The height difference between the top plate and the mounting surface is within a predetermined range. Specifically, the top plate of the seat cross member 11 and the top surface of one side of the rocker structure 20 tend to be on the same horizontal plane. This maximizes the overlap between the seat cross member 11 and the rocker structure 20 in the Z direction, while maintaining the structure of the seat cross member 11. This increased overlap not only strengthens the connection but also improves the force transmission path during a collision, distributing the collision force more evenly across the entire connection area, thereby enhancing the overall crashworthiness of the vehicle body structure 100. Furthermore, a connection portion is formed at the end of the top plate along the vehicle width direction. This connection portion is connected to the mounting surface, which is directly connected to the mounting surface of the rocker structure 20. This increases the connection area to disperse stress and improve the stability of the connection.

[0043] Based on the above embodiment, the vehicle body structure 100 further includes a front floor panel 15, the ends of which are connected to the rocker structure 20. The top plate of the seat cross member 11 is spaced apart from the front floor panel 15 along the Z direction, and the lower edge of the seat cross member 11 is connected to the front floor panel 15 to form an inner cavity extending along the Y direction. Collision forces are transmitted to the front floor panel 15 via the seat cross member 11 or the rocker structure 20, and then dispersed throughout the vehicle body structure 100. The presence of the inner cavity increases the rigidity and stability of this connection area, allowing collision forces to be more evenly distributed across the entire vehicle body side, reducing the risk of localized stress concentration and damage.

[0044] See also Figure 3 The front floor 15 is provided with hems 151 on both sides along the width direction of the vehicle body, and the hems 151 are in contact with the rocker structure 20. The hems 151 can ensure the Z-direction connection area between the front floor 15 and the rocker assembly, and ensure the connection strength between the front floor 15 and the rocker structure 20.

[0045] The seat crossbar 11, the door sill structure 20 and the front floor 15 can be fixed by welding. In other embodiments, they can also be fixed by other means, which is not limited by the present application.

[0046] The rocker structure 20 is used to connect to the battery pack 30 of the vehicle, and the battery pack 30 is spaced apart from the seat crossbar 11 along the vehicle height direction. The battery pack 30 spans the front row area and the rear row area along the X direction.

[0047] In the front row area, see Figure 3 The connection structure formed by the rocker structure 20, the seat crossbeam 11 and the battery pack 30 forms a multi-cavity force transmission and energy absorption structure in the Y and Z directions. The first force transmission path transmits the force to the other side of the vehicle through the rocker structure 20 and the seat crossbeam 11, and the second force transmission path transmits the force to the battery pack 30 through the rocker structure 20, greatly improving the side collision performance.

[0048] In the rear area, see Figure 2 and Figure 4 The connection structure formed by the rocker structure 20, the floor crossbeam 13 and the battery pack 30 forms a multi-cavity force transmission and energy absorption structure in the Y and Z directions. The first force transmission path transmits the force to the other side of the vehicle through the rocker structure 20 and the floor crossbeam 13, and the second force transmission path transmits the force to the battery pack 30 through the rocker structure 20, greatly improving the side collision performance.

[0049] In one example, the battery pack 30 is connected at both ends to the two rocker structures 20, allowing it to be located in the area between the two rocker structures and the front floor 15. This eliminates the left and right lower side rails of the front floor 15, freeing up Z-direction space at the bottom of the front floor 15 and better meeting the spatial requirements for the battery pack 30. Furthermore, the Z-direction position of the entire front floor 15 can be lowered, increasing the Z-direction cross-sectional dimensions of the two seat cross beams 11. This allows for a greater overlap between the cavity formed by the two seat cross beams 11 and the front floor 15 and the cavity of the rocker structure 20, thus providing better resistance to side impact conditions.

[0050] See also Figure 2 and Figure 4 This embodiment further adds a sill longitudinal beam 16, one side of which is connected to the sill structure 20, and the other side of which is connected to the end of the floor crossbeam 13, forming a stable load-bearing structure and increasing the local rigidity of the rear space.

[0051] The sill structure 20 and the floor assembly form a four-horizontal and four-vertical frame structure. The four horizontal ones include the front crossbeam 11a of the seat, the rear crossbeam 11b of the seat, the front crossbeam 13a of the floor, and the rear crossbeam 13b of the floor. The four vertical ones include two sill structures 20 and two sill longitudinal beams 16 components, forming a continuous multi-directional force transmission path and forming multiple cavities in the front and rear areas. When the vehicle collides from the side, it can not only play a good role in crushing and absorbing energy, but also ensure the effective transmission of force.

[0052] On this basis, a threshold pedal 40 can be set at the threshold longitudinal beam 16. One end of the threshold pedal 40 is connected to the threshold structure 20, and the other end of the threshold pedal 40 is connected to the threshold longitudinal beam 16. A closed multi-cavity structure is formed between the threshold longitudinal beam 16, the threshold pedal 40 and the threshold mechanism, thereby having a sufficiently strong side structure, avoiding bending, flipping and instability caused by insufficient threshold strength during side collisions, which in turn leads to a large intrusion amount and affects the occupant's living space; at the same time, it also increases the local stiffness of the threshold pedal 40, thereby improving the stability and reliability of the sliding door mechanism movement.

[0053] Furthermore, to ensure the strength requirements of the sliding door mechanism installation point, the threshold pedal 40 can be designed with high-strength steel.

[0054] The sill longitudinal beam 16 is further described below. The sill longitudinal beam 16 assembly includes a sill lower longitudinal beam 161 and a longitudinal beam outer panel 162. The sill lower longitudinal beam 161 extends along the Y-direction to connect with the sill structure 20, and forms a U-shaped beam structure with the longitudinal beam outer panel 162. Specifically, the sill lower longitudinal beam 161 includes a connecting plate 1611 and a longitudinal beam inner panel 1612. One end of the connecting plate 1611 is connected to the sill structure 20, and the connection between the connecting plate 1611 and the longitudinal beam inner panel 1612 is connected to the floor cross member 13. The longitudinal beam outer panel 162 is disposed opposite the longitudinal beam inner panel 1612. One end of the longitudinal beam outer panel 162 is connected to the connecting plate 1611, and the other end forms a first opening between the longitudinal beam inner panel 1612. The U-shaped structure formed by the longitudinal beam outer panel 162 and the sill lower longitudinal beam 161 has excellent bending and torsional resistance, and can effectively resist side collision forces. The vehicle body structure 100 also includes a center floor 17, which partially covers the first opening, forming a closed cavity structure on the force transmission path of the rear area, further improving the local stiffness of the rear area and making the force transmission smoother and more effective during a side collision.

[0055] The rocker rail 16 assembly also includes a reinforcement 164 connected between the inner rail panel 1612 and the outer rail panel 162. Multiple reinforcements 164 may be spaced apart along the X-direction to enhance the support strength of the rocker rail 16 along the Y-direction. At least some reinforcements 164 are aligned with the floor cross member 13 along the vehicle width, thereby transferring collision forces from the rocker structure 20 to the floor cross member 13, forming a complete force transmission path.

[0056] In summary, in the rear area, the door sill structure 20, door sill pedal 40, door sill longitudinal beam 16, floor cross beam 13, battery pack 30, etc. can form a multi-cavity force transmission structure, which not only improves the local stiffness of the rear area, but also transmits the collision force more smoothly and effectively during a side collision, avoiding problems such as structural instability, excessive intrusion, and impact on occupant survival space caused by the uneven transmission path of the collision force.

[0057] The details of the threshold mechanism are further described below. Figures 5 to 7The rocker structure 20 includes a rocker housing 21, a first rocker beam 22, a second rocker beam 23, and a mounting plate 251. The rocker housing 21 defines a first cavity 211 and a second cavity 212 extending along the X-direction, providing ample space for the installation and layout of reinforcement structures. In this embodiment, the first and second rocker beams 22 and 23 serve as reinforcement structures to enhance the overall strength of the rocker structure 20. The first rocker beam 22 penetrates both the first and second cavities 211 and 212. This through-hole design allows the first rocker beam 22 to span both cavities, enhancing the continuity and integrity of force transmission within the rocker structure 20. When the vehicle is subjected to a side collision, the first rocker beam 22 deforms to absorb some of the impact force, protecting occupants and dispersing the impact force along the length of the vehicle body. The second rocker beam 23 is positioned within the first cavity 211 and stacked along the Z-direction. This stacked arrangement effectively utilizes the cavities, enhancing the Z-direction stiffness of the rocker structure 20 and thus improving the overall impact resistance of the rocker structure 20. When the vehicle is hit from the side, the stacked first sill beam 22 and the second sill beam 23 can jointly resist the collision force and reduce deformation of the vehicle body.

[0058] The X-axis position of the first cavity 211 corresponds to the front row space, while the X-axis position of the second cavity 212 corresponds to the rear row space. For ease of description, the portion of the rocker structure 20 with the first cavity 211 is defined as the front rocker portion. The front rocker portion of the rocker housing 21 is connected to the seat cross member 11. The portion of the rocker structure with the second cavity 212 is defined as the rear rocker portion. The rear rocker portion of the rocker housing 21 is connected to the floor cross member 13.

[0059] Specifically, the first sill beam 22 extends from the projection of the vehicle's A-pillar onto the sill structure 20 to the projection of the vehicle's rear wheelhouse onto the sill structure 20; the second sill beam 23 extends from the projection of the vehicle's A-pillar onto the sill structure 20 to the projection of the front seat rear cross member 11b onto the sill structure 20. When the vehicle is hit by a side collision, the sill structure 20 can transfer force to the other side of the vehicle via the cross members (the front seat cross member 11a, the rear seat cross member 11b, the front floor cross member 13a, and the rear floor cross member 13b). Specifically, the second sill beam 23's seating area along the X-axis completely covers the front row area, and one end of the second sill beam 23 projects onto the sill structure 20 at the projection of the rear seat cross member 11b onto the sill structure 20. This ensures that forces acting on the second sill beam 23 are effectively transferred to the rear seat cross member 11b, preventing a gap between the end of the second sill beam 23 and the rear seat cross member 11b in the X-axis, which could cause the front floor 15 and center floor 17 to break in a side collision. The area where the first sill beam 22 is located along the X direction can completely cover the front area and the rear area, reducing the amount of intrusion into the seats when the vehicle is hit by a side collision, thereby improving the safety performance of the vehicle.

[0060] In some embodiments, the threshold shell 21 includes a threshold outer panel 213, a first threshold inner panel 214 and a second threshold inner panel 215. The threshold outer panel 213, the first threshold inner panel 214 and the second threshold inner panel 215 can be connected together by welding, riveting, etc., or other connection methods can be selected according to needs.

[0061] See also Figures 6 to 8 The first rocker inner panel 214 includes a first rocker section 2141 and a second rocker section 2142 connected along the X-axis. The rocker outer panel 213 forms an outer panel recess, while the first rocker section 2141 forms a first inner panel recess. The rocker outer panel 213 and the first rocker section 2141 combine to form a first cavity 211. The second rocker section 2142 forms a second inner panel recess. The bottom end of the rocker outer panel 213 connects to the bottom end of the second rocker section 2142, forming a second opening between the top end of the rocker outer panel 213 and the top end of the second rocker section 2142. The second rocker inner panel 215 covers the second opening, forming a second cavity 212 with the outer panel recess and the second inner panel recess. The first cavity 211 is filled with two rocker beams along the Z-axis, while the second cavity 212 is filled with only the first rocker beam 22. This design is suitable for MPVs where the sliding door structure results in inconsistent rocker cross-sections at the front and rear ends. The mounting plate 251 is connected to the first sill beam 22 to strengthen the first sill beam 22 , and the mounting plate 251 can be used to install other components.

[0062] In actual applications, those skilled in the art may adjust the size relationship between the outer panel recessed space, the first inner panel recessed space, and the second inner panel recessed space, taking into account the installation environment of the vehicle door sill. The outer panel recessed space, the first inner panel recessed space, and the second inner panel recessed space may all be formed by sheet metal stamping or sheet metal bending.

[0063] In some embodiments, the threshold outer panel 213, the first threshold inner panel 214, and the second threshold inner panel 215 are all high-strength steel stampings, connected by spot welding to form the first cavity 211 and the second cavity 212. The threshold outer panel 213 is a monolithic design, while the threshold inner panel is partially segmented because the rear threshold portion requires the sliding door structure. In other embodiments, the threshold inner panel can also be a monolithic design, with two surfaces of different heights formed according to the installation requirements of the sliding door structure.

[0064] In some embodiments, see Figure 6 and Figure 8The first sill beam 22 is provided with a limiting groove 242, and the second sill beam 23 is formed with a limiting protrusion 241. The limiting protrusion 241 engages with the limiting groove 242 to limit the first and second sill beams 22, 23. This means that the first and second sill beams 22, 23 form a mutually engaging structure, limiting their Y-direction movement.

[0065] In other embodiments, a limiting groove 242 may be formed on the first sill beam 22 and a limiting protrusion 241 may be formed on the second sill beam 23; or other snap-fit ​​structures may be provided on the first sill beam 22 and the second sill beam 23, which is not limited in this application.

[0066] See also Figure 5 、 Figures 6 to 8 One side of the first sill beam 22 is in contact with the first sill inner panel 214, while the other side has a gap with the sill outer panel 213. When the vehicle is hit by a side impact, the sill outer panel 213 first deforms to absorb some of the impact force. The remaining force is then transferred to the first sill beam 22. This provides a two-stage force dissipation mechanism within the sill structure 20, minimizing deformation of the vehicle's underbody structure. Furthermore, the first sill beam 22 extends through both the front and rear sill sections, enhancing the bending and torsional resistance of the entire sill structure 20. In the event of a side impact, the first sill beam 22 disperses the localized force and transmits it throughout the floor assembly. This distributed force reduces deformation at the impact site, preventing excessive widthwise deformation of the vehicle body, thereby protecting the driver and passengers.

[0067] Specifically, the first sill beam 22 is secured to the first sill inner panel 214 by bolts, riveting, or other means. Even if the first sill beam 22 is deformed by force, it remains at approximately the same height as the floor assembly, preventing significant misalignment. This design helps maintain vehicle structural stability and ensures that the force transmission path is not disrupted.

[0068] Similar to the first sill beam 22, one side of the second sill beam 23 mates with the first sill inner panel 214, while the other side is spaced apart from the sill outer panel 213. The second sill beam 23 is located only within the front sill, further strengthening the front sill. Because the first and second sill beams 22, 23 overlap in the Z direction, they can transmit force in the Y direction.

[0069] In some embodiments, see Figure 6 and Figure 8By providing at least two adjacent crush chambers 243 along the width of the vehicle body within the first and second sill beams 22 and 23, these crush chambers 243 can collapse in a predetermined, orderly manner when the vehicle is struck by a side impact. This orderly collapse not only effectively absorbs impact energy and reduces deformation of the sill beams, but also distributes the collision force throughout the vehicle structure, reducing the risk of structural damage caused by excessive localized force.

[0070] A multi-cavity aluminum profile structure can be used as the material for the first sill beam 22 and the second sill beam 23, which can further improve their strength and plastic deformation capacity. The multi-cavity aluminum profile has excellent properties such as light weight, high strength, and corrosion resistance, and can meet the dual needs of vehicle lightweighting and safety. At the same time, the multi-cavity structure of the aluminum profile can achieve good plastic deformation capacity while ensuring strength, so that the sill beam can undergo progressive collapse when impacted and absorb more energy. A honeycomb reinforcement structure can also be used inside the first sill beam 22 and the second sill beam 23. The honeycomb structure has unique mechanical properties and excellent energy absorption capacity. Applying it to the inside of the sill beam can further improve the impact resistance of the sill beam, so that it can more effectively absorb and disperse the collision force when impacted.

[0071] See also Figure 8 The Y-axis length of the second sill beam 23 can be greater than the Y-axis length of the first sill beam 22. When both the first sill beam 22 and the second sill beam 23 are in contact with the first sill inner panel 214, a portion of the second sill beam 23 protrudes from the first sill beam 22 on the side closest to the sill outer panel 213. Therefore, when the front sill is impacted from the side, the protruding portion of the second sill beam 23 acts first, creating a three-stage buffer system. This effectively absorbs and disperses impact energy, reduces deformation of the vehicle body structure 100, and improves vehicle safety.

[0072] Further, see Figure 6 and Figure 7 Along a cross section perpendicular to the X-direction, the portion of the crush cavity 243 of the second sill beam 23 proximate to the sill outer panel 213 is tapered in the direction approaching the sill outer panel 213. Specifically, the protruding portion of the second sill beam 23, or the crush cavity 243 in the pre-acting portion of the second sill beam 23, is tapered. The wall surface of the crush cavity 243 is curved or flat. When subjected to a Y-direction force, the crush cavity 243 can decompose the Y-direction force and absorb part of the force through deformation, thereby reducing the force transmitted to the first sill beam 22 and the floor assembly.

[0073] See also Figure 6 and Figure 7In order to facilitate the installation of external components, a mounting plate 251 can be set in the collapse cavity 243 at the edge of the first door sill beam 22, and the mounting plate 251 can be fixed to the first door sill beam 22 by blind rivets. A plurality of nuts 252 can be set on the mounting plate 251, and the nuts 252 are fixed to the mounting plate 251 by welding. The mounting plate 251 can be used to install other components, such as Figure 3 and Figure 4 As shown, for example, the battery pack 30 forms a second force transmission path between the rocker structure 20 and the battery pack 30, significantly improving the vehicle's side impact performance. Furthermore, compared to attaching the battery pack 30 to the floor assembly's longitudinal beam, integrating the connection point between the battery pack 30 and the vehicle body into the rocker structure 20 not only increases the Y-axis layout space for the battery pack 30, but also serves as a rigid component, forming a solid ring structure with the rocker and floor assembly, enhancing the absorption and transfer of side impact energy.

[0074] The battery pack 30 may have a housing 31 entirely constructed of an aluminum alloy frame, which is connected to the mounting plate 251 assembly via mounting bolts. The housing 31 of the battery pack 30 has a shell, and pads 33 may be welded into the side beam cavity. Mounting bolts pass through the pads 33 and connect to the mounting plate 251, thereby ensuring the installation strength of the battery pack 30.

[0075] In this embodiment, the threshold outer panel 213, the first threshold inner panel 214 and the second threshold inner panel 215 are stamped from high-strength steel plates, and the first threshold beam 22 and the second threshold beam 23 are stamped from aluminum alloy extruded profiles. The threshold structure 20 is formed into a multi-material and multi-cavity hybrid structure design by stamping aluminum alloy extruded profiles and high-strength steel plates, which not only ensures the feasibility of the connection process, but also gives full play to the properties and advantages of each material, so that the threshold structure 20 has good anti-bending and torsion and plastic deformation characteristics.

[0076] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship of terms such as "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", and "outside" are based on the orientation or positional relationship described in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present application.

[0077] The above disclosure is only a preferred embodiment of the present application, and certainly cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of the above embodiment and equivalent changes made in accordance with the claims of the present application are still within the scope covered by the present application.

Claims

1. A vehicle body structure, characterized in that: The vehicle body structure includes a seat cross beam and a rocker structure, wherein the seat cross beam extends in the vehicle width direction, the rocker structure is connected to an end portion of the seat cross beam, and an orthographic projection of the seat cross beam along the vehicle width direction at least partially coincides with an orthographic projection of the rocker structure along the vehicle width direction. The vehicle body structure also includes a floor cross beam and a rocker longitudinal beam, wherein one side of the rocker longitudinal beam is connected to the rocker structure, and the other side of the rocker longitudinal beam is connected to the end portion of the floor cross beam.

2. The vehicle body structure according to claim 1, wherein: The seat crossbar includes a top plate, the door sill structure has a mounting surface, and the height difference between the top plate and the mounting surface is within a preset range; The top panel has a connection portion formed at an end portion in the vehicle width direction, and the connection portion is connected to a mounting surface.

3. The vehicle body structure according to claim 1, wherein: The vehicle body structure further includes a front floor, an end portion of the front floor being connected to the rocker structure, and a lower edge of the seat cross member being connected to the front floor to enclose an inner cavity extending in the vehicle width direction.

4. The vehicle body structure according to claim 1, wherein: The door sill structure is used to be connected to a battery pack of a vehicle, and the battery pack and the seat crossbeam are spaced apart in a vehicle height direction.

5. The vehicle body structure according to claim 1, wherein: The floor cross beam and the seat cross beam are spaced apart in the vehicle length direction, and an end portion of the floor cross beam is connected to the door sill structure.

6. The vehicle body structure according to claim 5, characterized in that: The sill longitudinal beam includes a sill lower longitudinal beam and a longitudinal beam outer plate, the sill lower longitudinal beam includes a connected connecting plate and a longitudinal beam inner plate, the longitudinal beam outer plate is arranged opposite to the longitudinal beam inner plate, one end of the longitudinal beam outer plate is connected to the connecting plate; the end of the connecting plate away from the longitudinal beam inner plate is connected to the sill structure, and the floor crossbeam is connected to the connecting plate.

7. The vehicle body structure according to claim 6, characterized in that: The vehicle body structure further includes a threshold pedal, one end of which is connected to the threshold structure, and the other end of which is connected to the longitudinal beam outer plate.

8. The vehicle body structure according to claim 6, wherein: The rocker rail further includes a reinforcement member connecting the rail inner panel and the rail outer panel, the reinforcement member being aligned with the floor cross member in the vehicle width direction.

9. The vehicle body structure according to claim 6, wherein: A first opening is formed between the longitudinal beam outer plate and the longitudinal beam inner plate. The vehicle body structure further includes a center floor. A portion of the center floor covers the first opening.

10. The vehicle body structure according to claim 5, wherein: The rocker structure includes a rocker housing, a first rocker beam, and a second rocker beam. The rocker housing defines a first cavity and a second cavity that are connected along the length direction of the vehicle body. The first rocker beam passes through the first cavity and the second cavity. The second rocker beam is disposed in the first cavity. The first rocker beam and the second rocker beam are stacked along the height direction of the vehicle body. The portion of the rocker housing having the first cavity is connected to the seat cross member; The portion of the rocker housing having the second cavity is connected to the floor cross member.

11. The vehicle body structure according to claim 10, wherein: One of the first threshold beam and the second threshold beam is provided with a limiting protrusion, and the other forms a limiting groove; the limiting protrusion is snapped into the limiting groove to limit the first threshold beam and the second threshold beam.

12. The vehicle body structure according to claim 10, wherein: The rocker shell includes a rocker outer panel, a first rocker inner panel, and a second rocker inner panel. The first rocker inner panel includes a first rocker section and a second rocker section connected along the length direction of the vehicle body. The first rocker section and the rocker outer panel together form the first cavity. One end of the second rocker section is connected to the rocker outer panel, and a second opening is formed between the other end and the rocker outer panel. The second rocker inner panel cover is arranged at the second opening to form the second cavity.

13. The vehicle body structure according to claim 12, wherein: One side of the first sill beam is in contact with the first sill inner panel, and the other side of the first sill beam has a gap with the sill outer panel; One side of the second sill beam is in contact with the first sill inner panel, and a gap is formed between the other side of the second sill beam and the sill outer panel.

14. The vehicle body structure according to any one of claims 10 to 13, characterized in that: The threshold structure further includes a mounting plate connected to the first threshold beam, and the mounting plate is used to be connected to the battery pack via fasteners.

15. The vehicle body structure according to any one of claims 10 to 13, characterized in that: The first rocker beam has at least two adjacent collapse cavities along the vehicle width direction; The second rocker beam has at least two adjacent collapse cavities along the vehicle width direction.

16. A vehicle, characterized in that: The vehicle includes the vehicle body structure according to any one of claims 1 to 15 .

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