Vehicle body assembly and vehicle

Abstract

The application provides a vehicle body assembly and a vehicle. The vehicle body assembly comprises a longitudinal beam, a crash energy absorption assembly and a first auxiliary energy absorption assembly. The crash energy absorption assembly is arranged at an edge region in the vehicle body width direction, the distance of the edge region to the center of the vehicle body width direction is greater than 1 / 4 of the vehicle body width dimension, in the vehicle body width direction, the crash energy absorption assembly is located outside the longitudinal beam, and in the vehicle body height direction, the crash energy absorption assembly is located above the longitudinal beam. The first auxiliary energy absorption assembly is arranged in the edge region and is arranged at the front end of the crash energy absorption assembly in the vehicle body length direction, and the first auxiliary energy absorption assembly comprises a plurality of force transmission rods, and the plurality of force transmission rods are connected with the longitudinal beam and the crash energy absorption assembly respectively. The first auxiliary energy absorption assembly can more effectively reduce the energy transmitted to the passenger compartment by decomposing the longitudinal force, thereby protecting the safety of the passengers to a greater extent and improving the safety of the vehicle in the event of a collision.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle body assembly and a vehicle. Background Technology

[0002] With the rapid development of China's automobile industry, China's automobile production and sales volume have ranked among the top in the world. The passive safety performance of automobiles has also received consistent attention from consumers and the industry. Consumers pay attention to the safety level of automobiles when purchasing automobile products. Original equipment manufacturers have also devoted a lot of resources to the development of passive safety performance of automobiles in the research and development of automobile products. The implementation of the China Automotive Insurance Index (C-IASI) standard has also greatly promoted the level of automobile safety technology in China.

[0003] Especially in the case of a passenger car with a 25% small offset at 64 km / h high speed collision, and with the vehicle's weight exceeding 2.5 tons, higher requirements are placed on the protection of the passenger compartment. The existing single longitudinal beam force transmission structure cannot effectively improve the problem of passenger compartment intrusion in the case of a passenger car with a 25% small offset at 64 km / h high speed collision, thereby increasing the risk of injury to the occupants. Summary of the Invention

[0004] This application provides a vehicle body component and a vehicle that can enhance the safety of the passenger compartment.

[0005] Specifically, this application is implemented through the following technical solution:

[0006] One aspect of this application improves a vehicle body component, comprising:

[0007] Longitudinal beam;

[0008] The collision energy absorption component is located in the edge area of ​​the vehicle body in the width direction. The distance between the edge area and the center of the vehicle body in the width direction is greater than 1 / 4 of the vehicle body width. In the width direction, the collision energy absorption component is located outside the longitudinal beam. In the height direction, the collision energy absorption component is located above the longitudinal beam.

[0009] A first auxiliary energy-absorbing component is disposed in the edge area and is arranged at the front end of the collision energy-absorbing component along the length direction of the vehicle body. The first auxiliary energy-absorbing component includes a plurality of force transmission rods, which are respectively connected to the longitudinal beam and the collision energy-absorbing component.

[0010] Optionally, the plurality of force transmission rods includes at least a first force transmission rod and a second force transmission rod, wherein the first force transmission rod includes at least two sub-rods connected in sequence, and the extension directions of the at least two sub-rods are different.

[0011] Optionally, the second force transmission rod is arc-shaped and is a one-piece structure; and / or

[0012] The at least two sub-rods include sub-rod I and sub-rod II connected to each other. Sub-rod I is perpendicularly connected to the longitudinal beam, and sub-rod II is connected to the collision energy absorption assembly.

[0013] Optionally, the at least two sub-rods include sub-rod I and sub-rod II connected to each other, and the sub-rod I, sub-rod II, and the second force transmission rod are arranged in a triangular structure.

[0014] Optional, also includes:

[0015] The front subframe is located below the longitudinal beam in the vehicle height direction;

[0016] A second auxiliary energy-absorbing component is located in the edge region and connected to the front end of the front subframe.

[0017] Optionally, the second auxiliary energy-absorbing component is flush with the front end of the first auxiliary energy-absorbing component; and / or

[0018] The second auxiliary energy-absorbing component has a gradually increasing dimension in the width direction of the vehicle body, extending from the rear end of the vehicle body to the front end.

[0019] Optionally, the second auxiliary energy-absorbing component has an internal cavity.

[0020] Optionally, the second auxiliary energy-absorbing component includes a collision portion at the front end and an energy-absorbing portion at the rear end. The collision portion has a groove with its opening facing forward of the vehicle body. The energy-absorbing portion is connected to the front subframe and forms the cavity.

[0021] Optionally, multiple second auxiliary energy-absorbing components are provided, symmetrically arranged on the front subframe with respect to the centerline in the vehicle width direction.

[0022] Optionally, the second auxiliary energy-absorbing component further includes a connecting rod. A pair of second auxiliary energy-absorbing components symmetrically arranged on the front subframe are connected by the connecting rod, with the connection position located between the collision part and the energy-absorbing part.

[0023] Optional, also includes:

[0024] A crossbeam, provided along the width of the vehicle body, connects to the longitudinal beam;

[0025] The third auxiliary energy absorption component is installed at the junction of the longitudinal beam and the transverse beam.

[0026] Optionally, the third auxiliary energy-absorbing component includes an energy-absorbing cavity, the extension direction of which is consistent with the length direction of the vehicle body; and / or

[0027] The third auxiliary energy-absorbing component is closer to the front of the vehicle body than the first auxiliary energy-absorbing component.

[0028] Another aspect of this application provides for a vehicle comprising the body components described in any of the preceding claims.

[0029] The technical solution provided in this application can achieve at least the following beneficial effects:

[0030] This application provides a vehicle body assembly and a vehicle, in which a first auxiliary energy-absorbing assembly is added. The first auxiliary energy-absorbing assembly is connected to both the longitudinal beam and the collision energy-absorbing assembly. Since the collision energy-absorbing assembly is located on the outside and above the longitudinal beam, under a 25% small offset high-speed collision condition, the first auxiliary energy-absorbing assembly can transfer the collision force outward to the collision energy-absorbing assembly, thereby effectively reducing the energy transferred to the passenger compartment and protecting the passenger compartment. Furthermore, the first auxiliary energy-absorbing assembly includes multiple force transmission rods, which can decompose the collision force, allowing it to be transmitted along different paths and in different directions. By decomposing the collision force through multiple paths, the energy transferred to the passenger compartment can be reduced more effectively, thus further protecting the safety of the occupants and improving the vehicle's collision safety. Attached Figure Description

[0031] Figure 1 This is a left view of a single force transmission structure in the existing technology;

[0032] Figure 2 This is a left view of the force-uploading structure shown in an exemplary embodiment of this application;

[0033] Figure 3 This is a top view of a downward force transmission structure shown in an exemplary embodiment of this application;

[0034] Figure 4 This is a partial schematic diagram of a force transmission structure shown in an exemplary embodiment of this application;

[0035] Figure 5 This is a partial right view of a force transmission structure shown in an exemplary embodiment of this application;

[0036] Figure 6 This is a schematic diagram of a force transmission structure shown in an exemplary embodiment of this application;

[0037] Figure 7 This is a schematic diagram of three force transmission structures shown in an exemplary embodiment of this application. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0039] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are only used to distinguish different components. Similarly, the terms "a" or "one" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one, which will be separately stated if only "a" is referred to. "A plurality" or "several" means two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," "top," "bottom," and similar terms are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The word “connection” or “link” is not limited to physical or mechanical connections, but can also include electrical connections, whether direct or indirect.

[0040] Under a 25% small offset high-speed collision condition at 64 km / h, traditional vehicle structures cannot effectively prevent passenger compartment intrusion through a single force transmission path. The excessively high curb weight restricts the front-end guiding structure, causing the vehicle to skid. Please refer to [reference needed]. Figure 1The existing vehicle body components include longitudinal beams and a collision energy absorption component 100, which is a shotgun structure. The shotgun structure is located on the outside of the longitudinal beam 200 in the width direction and above the longitudinal beam 200 in the height direction. In a 25% small offset 64km / h high-speed collision of a passenger car, the barrier does not overlap with the longitudinal beam 200. During the collision, the longitudinal beam 200 does not participate in deformation to absorb collision energy, but directly hits the collision energy absorption component 100. The traditional collision energy absorption component, i.e., the shotgun structure, is weak and short, and its ability to deform and absorb collision energy is insufficient. In a 25% small offset 64km / h high-speed collision of a passenger car, only a small portion of the crossbeam and the weak and short shotgun structure participate in the distribution of load force and structural deformation to absorb the kinetic energy of the vehicle body. The structure is weak and cannot effectively improve the problem of passenger compartment intrusion in a 25% small offset 64km / h high-speed collision of a passenger car, and cannot guarantee the integrity of the passenger compartment, which will threaten the personal safety of the occupants.

[0041] To address the aforementioned problems, this application provides a vehicle body component that effectively solves the safety issues of the passenger compartment. (Reference) Figure 2 As shown, the vehicle body extends along the height direction (Z), length direction (X), and width direction (Y). The vehicle body assembly of this application includes a longitudinal beam 200 and a collision energy-absorbing assembly 100. The longitudinal beam 200 extends along the length direction (X), and the collision energy-absorbing assembly 100 is located within the edge region of the width direction (Y). This edge region is located at a distance greater than 1 / 4 of the vehicle width from the center of the width direction, which corresponds to the area of ​​a 25% small offset collision. In the width direction (Y), the collision energy-absorbing assembly 100 is located outside the longitudinal beam 200, and in the height direction (Z), it is located above the longitudinal beam 200.

[0042] The body assembly also includes a first auxiliary energy-absorbing component 130, which is disposed in the edge region of the body width direction Y and is connected to the longitudinal beam 200 and the collision energy-absorbing component 100 respectively. Since the collision energy-absorbing component 100 is located on the outside and above the longitudinal beam 200, and the first auxiliary energy-absorbing component 130 extends outward and upward, under the 25% small offset collision condition, the first auxiliary energy-absorbing component 130 can transfer the collision force to the collision energy-absorbing component outward, thereby effectively reducing the energy transferred to the passenger compartment and playing a role in protecting the passenger compartment.

[0043] The first auxiliary energy-absorbing component 130 includes multiple force transmission rods, the number of which can be two or more, and this application does not limit this. The connection positions of the multiple force transmission rods with the collision energy-absorbing component 100 are further away from the center in the vehicle width direction Y than the connection positions of the multiple force transmission rods with the longitudinal beam 200. Therefore, the multiple force transmission rods can provide multiple force transmission paths in different directions, jointly transmitting the collision force to the collision energy-absorbing component 100. This allows the collision force to be decomposed into multiple paths through multiple force transmission rods, which can more effectively reduce the energy transmitted to the passenger compartment, thereby protecting the safety of the occupants to a greater extent and improving the safety of the vehicle in a collision.

[0044] In one embodiment, the plurality of force transmission rods includes at least a first force transmission rod and a second force transmission rod. The first force transmission rod includes at least two sub-rods connected sequentially, with each sub-rod extending in a different direction. Thus, the sub-rods connect to form a curved force transmission path. During the transmission of collision force, because the extension directions of adjacent sub-rods are different, the collision force can be significantly attenuated during transmission, thereby reducing collision energy. In the vehicle body assembly, the first auxiliary energy-absorbing component 130, the collision energy-absorbing component 100, and the longitudinal beam 200 constitute a force transmission structure to reduce collision force.

[0045] The number of sub-rods is unlimited; two or more can be set. In this embodiment, the first force transmission rod 110 includes sub-rods I 111 and II 112 connected end to end. Sub-rod I 111 is fixedly connected to the longitudinal beam 200, and sub-rod II 112 is fixedly connected to the collision energy absorption assembly 100. This arrangement reduces the number of sub-rods, saving space. The connection methods between sub-rod I 111 and sub-rod II 112 include, but are not limited to, bolted connections or welding. The connection methods between sub-rod II 112 and the collision energy absorption assembly 100 include, but are not limited to, bolted connections or welding.

[0046] In one embodiment, sub-rod I 111 can be perpendicularly connected to the longitudinal beam 200. The perpendicular contact between sub-rod I 111 and the surface of the longitudinal beam 200 increases the contact area at the connection point between sub-rod I 112 and the longitudinal beam 200, ensuring the reliability and stability of the connection. The connection method between sub-rod I 111 and the longitudinal beam 200 includes, but is not limited to, bolted connection or welding. Furthermore, the more reliable the connection between sub-rod I 111 and the longitudinal beam 200, the greater the impact energy absorption capacity. It should be noted that sub-rod I 111 can be perpendicularly connected to the surface of either side of the longitudinal beam 200.

[0047] like Figure 2 As shown, in one embodiment, the second force transmission rod 120 can be configured as an arc-shaped rod and is a one-piece structure. The second force transmission rod 120 has a simple structure and is easy to process and install. In other embodiments, the second force transmission rod can also be configured as a straight rod, a bent rod, or other types of force transmission rods.

[0048] In one embodiment, sub-rods I 111, II 112, and the second force transmission rod 120 are arranged in a triangular structure. This triangular structure means that the three rods are roughly triangular in shape; any one of the rods may be a curved rod or a straight rod. The triangular structure makes the connection structure more stable. Furthermore, the connection position between sub-rod I 111 and the longitudinal beam 200 may differ from the connection position between the second force transmission rod and the longitudinal beam 200; that is, sub-rods I 111, II 112, and the second force transmission rod 120 form an irregular polygon with the longitudinal beam 200. The material of the first auxiliary energy absorption component 130 can be aluminum alloy, which is lightweight and deformable for energy absorption, or other materials.

[0049] like Figures 3 to 5 as well as Figure 7 As shown, the body assembly also includes a front subframe 300 and a second auxiliary energy-absorbing component 310. The front subframe 300 is located below the longitudinal beam 200 and below the passenger compartment. The second auxiliary energy-absorbing component 310 is located in the edge area of ​​the body width and is connected to the front end of the front subframe 300. The edge area where the second auxiliary energy-absorbing component 310 is located is the area for a 25% small offset collision. Under the 25% small offset collision condition, the second auxiliary energy-absorbing component 310 provides a downward force transmission path for the collision force. The second auxiliary energy-absorbing component 310 can transfer the collision load force to the front subframe 300, distributing a portion of the collision load force and reducing the energy transmitted to the passenger compartment. The second auxiliary energy-absorbing component 310 and the front subframe 300 participate in deformation to absorb energy, dissipating the collision energy and improving the safety of the passenger compartment. The second auxiliary energy-absorbing component 310 is connected to the front subframe 300 by bolts, welding, etc. The second auxiliary energy-absorbing component 310 and the front subframe 300 constitute the downward force transmission structure of the body assembly.

[0050] like Figure 4 As shown, in one embodiment, the size of the second auxiliary energy-absorbing component 310 in the vehicle width direction Y gradually increases along the direction from the rear end of the vehicle to the front end of the vehicle. Figure 4 The arrows on both sides indicate that the second auxiliary energy-absorbing component extends along the width Y direction of the vehicle body. In the early stage of the collision, the front end of the second auxiliary energy-absorbing component 310 is the first to contact the barrier. The front end has the largest size in the width Y direction of the vehicle body, which can meet the contact surface required for the collision. The larger contact area results in less pressure from the collision load. The design of the gradually increasing size of the second auxiliary energy-absorbing component 310 enables it to withstand more collision loads.

[0051] In another embodiment, such as Figure 4As shown, the second auxiliary energy-absorbing component 310 has a cavity 314 inside. The structure of the cavity 314 allows for a lightweight design while meeting strength requirements, and the cavity 314 can collapse to absorb energy. In an alternative embodiment, the second auxiliary energy-absorbing component 310 includes a collision part 311 at the front end and an energy-absorbing part 312 at the rear end. The collision part 311 is used to generate a collision by contacting the barrier, transferring the collision force to the energy-absorbing part 312, which is used to collapse and absorb energy. Optionally, the collision part 311 has a groove 313 facing the front of the vehicle body, which can achieve stress concentration. For example, under the action of the collision force, the collision part 311 tears from the groove 313, more effectively absorbing the collision load force. The energy-absorbing part 312 forms a cavity 314, which can collapse to absorb energy. The energy-absorbing part 312 is connected to the front subframe 300, which can transfer smaller collision load forces to the front subframe 300. Of course, the collision part 311 may also be provided with a cavity 314.

[0052] Multiple second auxiliary energy-absorbing components 310 can be provided, symmetrically arranged on the front subframe 300 about the centerline of the vehicle width direction Y. Each second auxiliary energy-absorbing component 310 can have multiple collapsible energy-absorbing elements, allowing more collision energy to be dissipated on the second auxiliary energy-absorbing components 310, and providing multiple force transmission paths to distribute the collision load force more evenly to the front subframe 300. In other embodiments, a connecting rod 320 is also included between the multiple second auxiliary energy-absorbing components 310. A pair of second auxiliary energy-absorbing components 310 symmetrically arranged on the front subframe 300 are connected by the connecting rod 320, with the connection point located between the collision part 311 and the energy-absorbing part 312. The connecting rod 320 provides lateral support to the second auxiliary energy-absorbing components 310, making the structure of the second auxiliary energy-absorbing components 310 more stable. The connecting rod 320 can be connected to the second auxiliary energy-absorbing components 310 by welding, or by hinge, plug-in, or other methods. The aforementioned second auxiliary energy-absorbing component 310 and the front subframe 300 form the lower force transmission structure of the body assembly. The material of the lower force transmission structure can be aluminum alloy, which can meet the requirements of lightweighting and can also effectively collapse and absorb energy.

[0053] like Figure 1 As shown, under the existing body components and the 25% small offset condition, the barrier and the longitudinal beam 200 structure do not overlap, and the longitudinal beam 200 does not participate in deformation to absorb collision energy. Based on the above issues, as... Figure 6As shown, this application proposes that the body assembly includes a crossbeam 400, which is arranged along the width of the body and connected to the longitudinal beam 200. The body assembly also includes a third auxiliary energy-absorbing component 410, which is installed at the junction of the longitudinal beam 200 and the crossbeam 400. During a collision, the crossbeam 400 is subjected to a collision force and deforms under the force, thereby compressing the third auxiliary energy-absorbing component 410. The third auxiliary energy-absorbing component 410 deforms and bends, pressing against the crossbeam 400 and the longitudinal beam 200. The 25% small offset collision load force is transmitted to the longitudinal beam 200 through the crossbeam 400 via the third auxiliary energy-absorbing component 410, so that the longitudinal beam 200 structure participates in the decomposition of the load force. The longitudinal beam 200 deforms and absorbs the collision energy. The crossbeam 400, the third auxiliary energy-absorbing component 410 and the longitudinal beam 200 constitute the mid-force transmission structure of the body.

[0054] In one embodiment, the third auxiliary energy-absorbing component 410 includes an energy-absorbing cavity. The extension direction of the energy-absorbing cavity is consistent with the length direction X of the vehicle body. The energy-absorbing cavity is capable of collapsing to absorb energy. The extension direction is consistent with the vehicle body direction, so that the area of ​​the energy-absorbing box that abuts against the crossbeam 400 and the longitudinal beam 200 after deformation and bending is larger, making the transmission of collision load force more stable. The material of the third auxiliary energy-absorbing component can be aluminum alloy, which can absorb more energy.

[0055] like Figure 7 As shown, in one embodiment, the second auxiliary energy-absorbing component 310 is flush with the front end of the first auxiliary energy-absorbing component 130. When the force is transmitted to the front ends of the second auxiliary energy-absorbing component 310 and the first auxiliary energy-absorbing component 130, the first auxiliary energy-absorbing component 130 and the second auxiliary energy-absorbing component 310 simultaneously bear the collision load force. The first auxiliary energy-absorbing component 130 deforms and decomposes the collision load force into the vehicle width direction Y. The second auxiliary energy-absorbing component 310 distributes and transmits the collision load force to the front subframe 300 below the passenger compartment, increasing the force transmission path and realizing the decomposition of the collision force. The two force transmission paths work together to evenly decompose and destroy the vehicle body structure. At the same time, the force that would have been transmitted to the passenger compartment is absorbed or decomposed and transmitted to the outside of the passenger compartment, which can ensure the integrity of the passenger compartment structure.

[0056] In one embodiment, the third auxiliary energy-absorbing component 410 can be closer to the front of the vehicle than the first auxiliary energy-absorbing component 130 and the second auxiliary energy-absorbing component 310. Under a 25% small offset condition, the barrier first impacts the third auxiliary energy-absorbing component 410. The collision load force is first absorbed through the third auxiliary energy-absorbing component 410 and the longitudinal beam 200, thus dispersing and absorbing the collision load force at the front of the vehicle, reducing the force transmitted to the rear. When the force is transmitted to the frontal planes of the second auxiliary energy-absorbing component 310 and the first auxiliary energy-absorbing component 130, the collision load force is absorbed and dispersed by the three auxiliary energy-absorbing components, further protecting the safety of the occupants in the passenger compartment.

[0057] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle body component, characterized in that, include: Longitudinal beam; The collision energy absorption component is located in the edge area of ​​the vehicle body in the width direction. The distance between the edge area and the center of the vehicle body in the width direction is greater than 1 / 4 of the vehicle body width. In the width direction, the collision energy absorption component is located outside the longitudinal beam. In the height direction, the collision energy absorption component is located above the longitudinal beam. A first auxiliary energy-absorbing component is disposed within the edge region and positioned at the front end of the collision energy-absorbing component along the length of the vehicle body. The first auxiliary energy-absorbing component includes multiple force-transmitting rods, which are respectively connected to the longitudinal beam and the collision energy-absorbing component. The multiple force-transmitting rods include at least a first force-transmitting rod and a second force-transmitting rod. The first force-transmitting rod includes at least two sub-rods connected sequentially, and the extension directions of the at least two sub-rods are different. The front subframe is located below the longitudinal beam in the vehicle height direction; A second auxiliary energy-absorbing component is located in the edge region and connected to the front end of the front subframe. A crossbeam, provided along the width of the vehicle body, is connected to the longitudinal beam; The third auxiliary energy absorption component is installed at the junction of the longitudinal beam and the transverse beam.

2. The vehicle body assembly as claimed in claim 1, characterized in that, The second force transmission rod is arc-shaped and is a one-piece structure; and / or The at least two sub-rods include sub-rod I and sub-rod II connected to each other. Sub-rod I is perpendicularly connected to the longitudinal beam, and sub-rod II is connected to the collision energy absorption assembly.

3. The vehicle body assembly as claimed in claim 1, characterized in that, The at least two sub-rods include sub-rod I and sub-rod II connected to each other, and the sub-rod I, sub-rod II, and the second force transmission rod are arranged in a triangular structure.

4. The vehicle body assembly as claimed in claim 1, characterized in that, The second auxiliary energy-absorbing component is flush with the front end of the first auxiliary energy-absorbing component; and / or The second auxiliary energy-absorbing component has a gradually increasing dimension in the width direction of the vehicle body, extending from the rear end of the vehicle body to the front end.

5. The vehicle body assembly as claimed in claim 1, characterized in that, The second auxiliary energy-absorbing component has an internal cavity.

6. The vehicle body assembly as claimed in claim 5, characterized in that, The second auxiliary energy-absorbing component includes a collision part located at the front end and an energy-absorbing part located at the rear end. The collision part is provided with a groove, the opening of which faces the front of the vehicle body. The energy-absorbing part is connected to the front subframe and forms the cavity.

7. The vehicle body assembly as claimed in claim 6, characterized in that, The second auxiliary energy absorption component is provided in multiple units and is symmetrically arranged on the front subframe with the center line in the width direction of the vehicle body.

8. The vehicle body assembly as claimed in claim 7, characterized in that, The second auxiliary energy-absorbing component also includes a connecting rod. A pair of second auxiliary energy-absorbing components symmetrically arranged on the front subframe are connected by the connecting rod, with the connection position located between the collision part and the energy-absorbing part.

9. The vehicle body assembly as claimed in claim 1, characterized in that, The third auxiliary energy-absorbing component includes an energy-absorbing cavity, the extension direction of which is consistent with the length direction of the vehicle body; and / or The third auxiliary energy-absorbing component is closer to the front of the vehicle body than the first auxiliary energy-absorbing component.

10. A vehicle, characterized in that, Includes the vehicle body components as described in any one of claims 1 to 9.

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