Vehicle body assembly and vehicle

Abstract

The application discloses a vehicle body assembly of a vehicle and the vehicle, and relates to the technical field of vehicles.The vehicle body assembly comprises a plurality of longitudinal beams, a first connecting part and a plurality of rocker beams, the first connecting part being connected between the longitudinal beam and the corresponding rocker beam; a front wall middle beam, a second connecting part, a middle channel and a seat mounting beam, the front wall middle beam being connected with the plurality of longitudinal beams, the seat mounting beam being connected with the plurality of rocker beams, the middle channel being connected between the front wall middle beam and the seat mounting beam, and the second connecting part being connected between the middle channel and the corresponding first connecting part.Thus, the application can make the vehicle body assembly have a reasonable force transmission path by connecting the first connecting part between the longitudinal beam and the corresponding rocker beam and connecting the second connecting part between the middle channel and the corresponding first connecting part, the vehicle body assembly can reliably bear and transmit the collision energy when the vehicle is subjected to a frontal collision, the probability of passenger injury can be reduced, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a vehicle body assembly and a vehicle having the vehicle body assembly. Background Technology

[0002] In related technologies, the vehicle body structure has a great impact on the vehicle's safety performance. When a vehicle is involved in a frontal collision, the vehicle body structure needs to be able to withstand a great collision force to ensure the safety of the driver and passengers. However, the existing vehicle body structure design is unreasonable. When a vehicle is involved in a frontal collision, the body structure components in front of the passenger compartment can easily intrude into the passenger compartment, resulting in poor safety performance of existing vehicles. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a vehicle body assembly that can reduce the probability of passenger injury and improve vehicle safety performance.

[0004] The present invention further proposes a vehicle.

[0005] The vehicle body assembly according to the present invention includes: a plurality of longitudinal beams; a first connecting portion and a plurality of sill beams, wherein the first connecting portion connects the longitudinal beams and the corresponding sill beams; a front bulkhead crossbeam, a second connecting portion, a center channel, and a seat mounting beam, wherein the front bulkhead crossbeam is connected to the plurality of longitudinal beams, the seat mounting beam is connected to the plurality of sill beams, the center channel connects the front bulkhead crossbeam and the seat mounting beam, and the second connecting portion connects the center channel and the corresponding first connecting portion.

[0006] According to the present invention, the vehicle body assembly has a reasonable force transmission path by connecting the longitudinal beams and the corresponding sill beams with a first connecting part and connecting the central channel and the corresponding first connecting part with a second connecting part. When the vehicle is involved in a frontal collision, the body assembly can reliably withstand and transmit the collision energy, thereby reducing the probability of passenger injury and improving the safety performance of the vehicle.

[0007] In some examples of the present invention, the vehicle body assembly further includes an A-pillar, which is connected to both the corresponding sill beam and the corresponding first connection portion.

[0008] In some examples of the present invention, along a first direction of the vehicle body assembly, the connection point of the first connecting portion to the corresponding sill beam is located behind the connection point of the first connecting portion to the corresponding longitudinal beam, and along a second direction of the vehicle body assembly, the connection point of the first connecting portion to the corresponding sill beam is located outside the connection point of the first connecting portion to the corresponding longitudinal beam, wherein the first direction and the second direction are perpendicular.

[0009] In some examples of the present invention, along the first direction, the connection point between the second connecting portion and the corresponding first connecting portion is located behind the connection point between the first connecting portion and the corresponding longitudinal beam, and along the second direction, the connection point between the second connecting portion and the corresponding first connecting portion is located inside the connection point between the first connecting portion and the corresponding threshold beam.

[0010] In some examples of the present invention, the first connecting portion and the corresponding second connecting portion are integrally formed.

[0011] In some examples of the present invention, along a first direction of the body assembly, the second connection is located behind the front bulkhead crossbeam, and along a third direction of the body assembly, the second connection is located below the front bulkhead crossbeam, wherein the first direction and the third direction are perpendicular.

[0012] In some examples of the present invention, along the length direction of the central channel, the connection point between the second connecting portion and the central channel is located at the middle position of the central channel.

[0013] In some examples of the invention, along a first direction of the body assembly, the front end of the center channel is connected to the front bulkhead crossbeam, and the rear end of the center channel is connected to the seat mounting beam.

[0014] In some examples of the present invention, the central channel includes: a first channel segment and a second channel segment connected to each other, the end of the first channel segment away from the second channel segment being connected to the front bulkhead central crossbeam, the end of the second channel segment away from the first channel segment being connected to the seat mounting beam, and along a third direction of the body assembly, the end of the first channel segment away from the second channel segment is higher than the second channel segment, and the first channel segment is constructed as a downwardly concave arc shape.

[0015] In some examples of the present invention, the width of the first channel segment gradually increases from the direction of the first channel segment to the second channel segment.

[0016] In some examples of the present invention, the width of the end of the first channel segment away from the second channel segment is N1, which satisfies the relationship: 100mm≤N1≤180mm.

[0017] In some examples of the present invention, the width of the end of the first channel segment near the second channel segment is N2, which satisfies the relationship: 150mm≤N2≤230mm.

[0018] In some examples of the present invention, the length of the seat mounting beam along the second direction of the vehicle body assembly is N3, satisfying the relationship: 0.07N3≤N2≤0.15N3, wherein the second direction is perpendicular to the third direction.

[0019] In some examples of the present invention, along the third direction, the height of the second channel segment is N6, satisfying the relationship: 40mm≤N6≤120mm.

[0020] In some examples of the present invention, the width of the second channel segment remains unchanged from the direction from the first channel segment to the second channel segment.

[0021] In some examples of the present invention, the vehicle body assembly further includes: a front bulkhead, the central channel being located on one side of the front bulkhead and connected to the front bulkhead, at least a portion of the first connecting portion, the front bulkhead central crossbeam and the second connecting portion being located on the other side of the front bulkhead, and the first connecting portion, the front bulkhead central crossbeam and the second connecting portion being connected to the front bulkhead.

[0022] In some examples of the present invention, along the thickness direction of the front bulkhead, the orthographic projection of the central channel and the orthographic projection of the central beam of the front bulkhead overlap in an area.

[0023] In some examples of the present invention, along the thickness direction of the front bulkhead, the orthographic projection of the second connecting portion and the orthographic projection of the central channel have an overlapping area.

[0024] In some examples of the invention, the central channel is formed with a first groove structure recessed toward the direction away from the front bulkhead, and the front bulkhead covers at least a partially open end of the first groove structure.

[0025] In some examples of the present invention, at least one of the first connecting portion, the crossbeam in the front bulkhead, and the second connecting portion is formed with a second groove structure recessed toward the direction away from the front bulkhead, and the front bulkhead covers at least a partially open end of the second groove structure.

[0026] In some examples of the invention, the end of the crossbeam in the front bulkhead is connected to the corresponding first connecting portion.

[0027] In some examples of the present invention, the plurality of longitudinal beams include a first longitudinal beam and a second longitudinal beam, the plurality of sill beams include a first sill beam and a second sill beam, the first longitudinal beam and the second longitudinal beam are opposite to and spaced apart along a second direction of the body assembly, the front bulkhead crossbeam is connected between the first longitudinal beam and the second longitudinal beam, the first sill beam and the second sill beam are opposite to and spaced apart along the second direction, and the first longitudinal beam and the second longitudinal beam correspond to the first sill beam and the second sill beam, respectively.

[0028] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0029] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0030] Figure 1 This is a schematic diagram of a vehicle body assembly according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the vehicle body assembly according to an embodiment of the present invention from another angle;

[0032] Figure 3 This is a schematic diagram of a vehicle body assembly according to an embodiment of the present invention (partial front bulkhead omitted);

[0033] Figure 4 yes Figure 3 Enlarged view of point A in the middle;

[0034] Figure 5 This is a schematic diagram of the vehicle body assembly according to an embodiment of the present invention from another angle (partial front bulkhead omitted);

[0035] Figure 6 This is a schematic diagram of the middle channel according to an embodiment of the present invention;

[0036] Figure 7 This is a schematic diagram of the middle channel from another angle according to an embodiment of the present invention;

[0037] Figure 8 This is a schematic diagram of the middle channel from another angle according to an embodiment of the present invention;

[0038] Figure 9 yes Figure 8 Sectional view at point BB.

[0039] Figure label:

[0040] Body components 100;

[0041] Seat mounting beam 1;

[0042] Central channel 91; First channel segment 911; Connecting flange 9112; Second channel segment 912; First overlapping flange 9121; Second overlapping flange 9122; Second groove 9123; First sub-channel segment 9124; Second sub-channel segment 9125; Reinforcing structure 913; First groove structure 914;

[0043] Front bulkhead crossbeam 81; longitudinal beam 82; first longitudinal beam 821; second longitudinal beam 822; front bulkhead panel 83; second connecting part 84; first connecting part 85; sill beam 86; first sill beam 861; second sill beam 862; A-pillar 87; second groove structure 88; anti-collision beam 89. Detailed Implementation

[0044] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0045] The following is for reference. Figures 1-9 A vehicle body assembly 100 according to an embodiment of the present invention is described.

[0046] like Figures 1-9 As shown, the vehicle body assembly 100 according to an embodiment of the present invention includes: a plurality of longitudinal beams 82, a first connecting portion 85, a plurality of sill beams 86, a front bulkhead crossbeam 81, a second connecting portion 84, a central passage 91, and a seat mounting beam 1.

[0047] In this embodiment, a first connecting portion 85 connects the longitudinal beam 82 and the corresponding threshold beam 86. It should be noted that the number of longitudinal beams 82 can be the same as the number of threshold beams 86. As some optional embodiments of this application, there can be two longitudinal beams 82 and two threshold beams 86. The two threshold beams 86 can correspond one-to-one with the two longitudinal beams 82, and the first connecting portion 85 connects the longitudinal beams 82 and the corresponding threshold beams 86. For example, the multiple longitudinal beams 82 may include a first longitudinal beam 821 and a second longitudinal beam 822, and the multiple threshold beams 86 may include a first threshold beam 861 and a second threshold beam 862. The first longitudinal beam 821 and the first threshold beam 861 are connected by the first connecting portion 85, and the second longitudinal beam 822 and the second threshold beam 862 are also connected by the first connecting portion 85. As some optional embodiments of this application, the number of first connecting parts 85 may be the same as the number of longitudinal beams 82 and threshold beams 86. For example, there may be two first connecting parts 85, with one first connecting part 85 connecting the first longitudinal beam 821 and the first threshold beam 861, and the other first connecting part 85 connecting the second longitudinal beam 822 and the second threshold beam 862.

[0048] As some optional embodiments of this application, such as Figures 1-5 As shown, a crash beam 89 may be provided at the end of the longitudinal beam 82 away from the threshold beam 86. For example, one end of the crash beam 89 may be connected to the end of the first longitudinal beam 821 away from the first threshold beam 861, and the other end of the crash beam 89 may be connected to the end of the second longitudinal beam 822 away from the second threshold beam 862.

[0049] The front bulkhead crossbeam 81 is connected to multiple longitudinal beams 82. The front bulkhead crossbeam 81 can extend along the width direction of the vehicle (i.e., Figure 1 As shown in the Y direction, the front crossbeam 81 extends to both ends, which can be connected to multiple longitudinal beams 82 respectively. For example, the multiple longitudinal beams 82 can include a first longitudinal beam 821 and a second longitudinal beam 822. The front crossbeam 81 can be connected to the first longitudinal beam 821 and the second longitudinal beam 822 respectively.

[0050] The seat mounting beam 1 is connected to multiple sill beams 86. The seat mounting beam 1 can be used to mount the front seats of the vehicle as a crossbeam. The seat mounting beam 1 can be installed along the width direction of the vehicle (i.e., Figure 1 As shown in the Y direction, the seat mounting beam 1 extends to both ends, which can be connected to multiple sill beams 86 respectively. For example, the multiple sill beams 86 may include a first sill beam 861 and a second sill beam 862, and the two ends of the seat mounting beam 1 can be connected to the first sill beam 861 and the second sill beam 862 respectively.

[0051] The central tunnel 91 connects the front bulkhead crossbeam 81 and the seat mounting beam 1. The central tunnel 91 can extend along the length of the vehicle (i.e., Figure 1As shown in the X direction, the central channel 91 is extended such that one end of the central channel 91 near the front crossbeam 81 (i.e., the front end of the central channel 91) can be connected to the front crossbeam 81, and the other end of the central channel 91 near the seat mounting beam 1 (i.e., the rear end of the central channel 91) can be connected to the seat mounting beam 1.

[0052] A second connecting part 84 connects the central channel 91 and the corresponding first connecting part 85. In the width direction of the vehicle (i.e....) Figure 1 (As shown in the Y direction), the first connecting portion 85 can be located on the side of the central channel 91, and a second connecting portion 84 connects the central channel 91 and the corresponding first connecting portion 85. As some optional embodiments of this application, there can be two first connecting portions 85, which can be located on both sides of the central channel 91 respectively. There can also be two second connecting portions 84, where one second connecting portion 84 can connect the central channel 91 and one of the first connecting portions 85, and another second connecting portion 84 can connect the central channel 91 and the other first connecting portion 85.

[0053] It should be noted that the body component 100 of this application can form multiple force transmission paths. Specifically, the first force transmission path consists of the longitudinal beam 82, the first connecting part 85, and the sill beam 86 in sequence. In this force transmission path, energy is transmitted to the rear longitudinal beam of the vehicle's rear floor after passing through the longitudinal beam 82, the first connecting part 85, and the sill beam 86. The second force transmission path consists of the front bulkhead middle crossbeam 81, the second connecting part 84, the middle channel 91, and the seat mounting beam 1 in sequence. In this force transmission path, energy is mainly transmitted to the seat mounting beam 1 through the front bulkhead middle crossbeam 81.

[0054] Simulation analysis shows that the first force transmission path can handle approximately 90% of the energy, making it the primary force transmission path. The second force transmission path can handle approximately 10% of the energy, making it the secondary force transmission path. Furthermore, it should be noted that since there can be multiple longitudinal beams 82, sill beams 86, first connecting parts 85, and second connecting parts 84, in embodiments where multiple longitudinal beams 82 include first longitudinal beam 821 and second longitudinal beam 822, and multiple sill beams 86 include first sill beam 861 and second sill beam 862, the first force transmission path can have two branches. One branch consists sequentially of the first longitudinal beam 821, one first connecting part 85, and the first sill beam 861; the other branch consists sequentially of the second longitudinal beam 822, another first connecting part 85, and the second sill beam 862. Each branch of the first force transmission path can handle approximately 45% of the energy. Furthermore, the second force transmission path can be divided into two branches. One branch consists of the front crossbeam 81, one of the second connecting parts 84, the central channel 91, and the seat mounting beam 1 in sequence. The other branch consists of the front crossbeam 81, the other second connecting part 84, the central channel 91, and the seat mounting beam 1 in sequence. Each branch of the second force transmission path can bear approximately 5% of the energy.

[0055] Furthermore, it should be noted that in the multiple force transmission paths of this application, not only longitudinal force transmission exists, but also lateral force transmission exists. During the collision, the longitudinal force energy received by the longitudinal beam 82 will be decomposed into lateral force transmission by the front crossbeam 81 and the second connecting part 84. Specifically, the lateral force can be divided into front lateral force and rear lateral force, along the length direction of the vehicle (i.e., Figure 1 (As shown in the X direction), the front crossbeam 81 can be located in front of the second connecting part 84. The front lateral force is borne by the front crossbeam 81 and transmitted to the seat mounting beam 1 through the central channel 91. The rear lateral force is borne by the second connecting part 84 and transmitted to the seat mounting beam 1 through the central channel 91. In other words, the lateral force is borne by the front crossbeam 81 and the second connecting part 84 and the energy is transferred to the central channel 91 to complete the transmission of the secondary force path.

[0056] As some optional embodiments of this application, both the first longitudinal beam 821 and the second longitudinal beam 822 may include an inner beam plate and an outer beam plate. The inner and outer beam plates can be connected by welding to form a closed structure. Both the first longitudinal beam 821 and the second longitudinal beam 822 are located behind the anti-collision beam 89. The first longitudinal beam 821 and the second longitudinal beam 822 can be connected to the anti-collision beam 89 by bolting. The longitudinal beam 82 can be connected to the corresponding first connecting part 85 by welding. The first connecting part 85 can be connected to the corresponding sill beam 86 by welding. The front bulkhead crossbeam 81 can be welded to the longitudinal beam 82 and the central channel 91. The central channel 91 can be welded to the seat mounting beam 1. The central channel 91 can be welded to the corresponding second connecting part 84. The seat mounting beam 1 can be welded to multiple sill beams 86.

[0057] Therefore, by connecting the longitudinal beam 82 and the corresponding sill beam 86 with a first connecting part 85 and connecting the central channel 91 and the corresponding first connecting part 85 with a second connecting part 84, the body assembly 100 can have a reasonable force transmission path. When the vehicle is involved in a frontal collision, the body assembly 100 can reliably withstand and transmit the collision energy, which can reduce the probability of passenger injury and thus improve the safety performance of the vehicle.

[0058] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, the vehicle body assembly 100 may further include: an A-pillar 87, which can be connected to a corresponding sill beam 86, and the A-pillar 87 can be connected to a corresponding first connecting part 85. As some optional embodiments of this application, there may be multiple A-pillars 87, and the number of A-pillars 87 may be the same as the number of sill beams 86. For example, there may be two A-pillars 87 and two first connecting parts 85. One A-pillar 87 may be connected to both the first sill beam 861 and one first connecting part 85, and the other A-pillar 87 may be connected to both the second sill beam 862 and the other first connecting part 85. By setting the A-pillar 87, the first force transmission path may be composed of the longitudinal beam 82, the first connecting part 85, the A-pillar 87, and the sill beam 86 in sequence. Since the first force transmission path needs to transmit a large amount of collision force, by setting the A-pillar 87 in the first force transmission path, the collision force can be reliably transmitted along the first force transmission path, thereby enabling the vehicle body assembly 100 to reliably withstand and transmit collision energy, which is beneficial to improving the safety performance of the vehicle.

[0059] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, along the first direction of the body assembly 100 (i.e., the length direction of the vehicle), Figure 1(as shown in the X direction), the connection point between the first connecting portion 85 and the corresponding sill beam 86 can be located behind the connection point between the first connecting portion 85 and the corresponding longitudinal beam 82, and along the second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e., the direction of the vehicle width), Figure 1 (As shown in the Y direction), the connection between the first connecting part 85 and the corresponding threshold beam 86 can be located outside the connection between the first connecting part 85 and the corresponding longitudinal beam 82, wherein the first direction and the second direction are perpendicular.

[0060] In other words, the connection between the first connecting part 85 and the corresponding sill beam 86 can be located outside and rearward of the connection between the first connecting part 85 and the corresponding longitudinal beam 82. Alternatively, the connection between the first connecting part 85 and the corresponding longitudinal beam 82 can be located inside and in front of the connection between the first connecting part 85 and the corresponding sill beam 86. This arrangement allows for a reasonable positional relationship between the connections between the first connecting part 85 and the corresponding longitudinal beam 82, and between the first connecting part 85 and the corresponding sill beam 86, forming a bifurcated structure. This enables the body assembly 100 to reliably withstand and transmit collision energy.

[0061] As some alternative embodiments of this application, along the first direction of the vehicle body assembly 100 (i.e., the length direction of the vehicle, i.e.) Figure 1 (as shown in the X direction), the connection point between the first connecting part 85 and the corresponding A-pillar 87 can be located behind the connection point between the first connecting part 85 and the corresponding longitudinal beam 82, and along the second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e.) Figure 1 (As shown in the Y direction), the connection between the first connecting part 85 and the corresponding A-pillar 87 can be located outside the connection between the first connecting part 85 and the corresponding longitudinal beam 82.

[0062] In other words, the connection between the first connecting part 85 and the corresponding A-pillar 87 can be located outside and rear of the connection between the first connecting part 85 and the corresponding longitudinal beam 82. In other words, the connection between the first connecting part 85 and the corresponding longitudinal beam 82 can be located inside and in front of the connection between the first connecting part 85 and the corresponding A-pillar 87. This arrangement allows for a reasonable positional relationship between the connections between the first connecting part 85 and the corresponding longitudinal beam 82, and between the first connecting part 85 and the corresponding A-pillar 87, forming a bifurcated structure. This enables the body assembly 100 to reliably withstand and transmit collision energy.

[0063] As some alternative embodiments of this application, the first connecting portion 85 may be located behind the front wheel arch of the vehicle.

[0064] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, along the first direction of the body assembly 100 (i.e., the length direction of the vehicle), Figure 1(as shown in the X direction), the connection point between the second connecting portion 84 and the corresponding first connecting portion 85 can be located behind the connection point between the first connecting portion 85 and the corresponding longitudinal beam 82, and along the second direction of the vehicle body assembly 100 (i.e., the width direction of the vehicle, i.e., the direction of the vehicle width), Figure 1 (As shown in the Y direction), the connection point between the second connecting part 84 and the corresponding first connecting part 85 can be located inside the connection point between the first connecting part 85 and the corresponding sill beam 86. This arrangement ensures a reasonable positional relationship between the connection points of the second connecting part 84 and the corresponding first connecting part 85, and between the first connecting part 85 and the corresponding sill beam 86. This allows the vehicle body assembly 100 to reliably withstand and transmit collision energy, thus improving vehicle safety performance.

[0065] As some optional embodiments of this application, such as Figures 1-4 As shown, along the second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e.) Figure 1 (As shown in the Y direction), the connection point between the second connecting part 84 and the corresponding first connecting part 85 can be located inside the connection point between the first connecting part 85 and the corresponding A-pillar 87. This arrangement makes the positional relationship between the connection points of the second connecting part 84 and the corresponding first connecting part 85, and between the first connecting part 85 and the corresponding A-pillar 87, reasonable, which is beneficial to improving the vehicle's safety performance.

[0066] In some embodiments of the present invention, the first connecting portion 85 and the corresponding second connecting portion 84 can be integrally formed. As some optional embodiments of this application, such as... Figures 1-3 and Figure 5 As shown, there can be two first connecting parts 85 and two second connecting parts 84. One first connecting part 85 connects between the first longitudinal beam 821 and the first sill beam 861, and the other first connecting part 85 connects between the second longitudinal beam 822 and the second sill beam 862. In other words, in the second direction of the body assembly 100 (i.e., the width direction of the vehicle), Figure 1 (as shown in the Y direction), one of the first connecting parts 85 is located on the left side of the middle channel 91, and the other first connecting part 85 is located on the right side of the middle channel 91. One of the second connecting parts 84 can be integrally formed with the first connecting part 85 located on the left side of the middle channel 91, and the other second connecting part 84 can be integrally formed with the first connecting part 85 located on the right side of the middle channel 91.

[0067] The integrally molded part has good structural strength. By constructing the first connecting part 85 and the corresponding second connecting part 84 as an integrally molded part, the probability of the first connecting part 85 and the corresponding second connecting part 84 separating can be reduced. Furthermore, this arrangement can also reduce the production difficulty of the first connecting part 85 and the second connecting part 84 and improve the production efficiency of the first connecting part 85 and the second connecting part 84.

[0068] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, along the first direction of the body assembly 100 (i.e., the length direction of the vehicle), Figure 1 As shown in the X direction), the second connecting part 84 can be located on the rear side of the front bulkhead crossbeam 81, and along the third direction of the body assembly 100 (i.e., the height direction of the vehicle, i.e.) Figure 3 (as shown in the Z direction), the second connecting part 84 can be located below the crossbeam 81 in the front bulkhead, wherein the first direction and the third direction are perpendicular.

[0069] In other words, the second connecting part 84 can be located behind and below the front bulkhead crossbeam 81; conversely, the front bulkhead crossbeam 81 can be located in front of and above the second connecting part 84. It should be explained that in the multiple force transmission paths of this application, there are not only longitudinal force transmissions but also lateral force transmissions. The lateral force can be divided into front lateral force and rear lateral force. By positioning the second connecting part 84 behind and below the front bulkhead crossbeam 81, the relative positions of the second connecting part 84 and the front bulkhead crossbeam 81 can be optimized. The front lateral force can be borne by the front bulkhead crossbeam 81 and transmitted to the seat mounting beam 1 through the central channel 91. The rear lateral force can be borne by the second connecting part 84 and transmitted to the seat mounting beam 1 through the central channel 91. This reliably bears the lateral force and transfers energy to the central channel 91 to complete the transmission of the secondary force transmission path, which is beneficial to improving the vehicle's safety performance.

[0070] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, along the length of the central passage 91, the central passage 91 can be along the first direction (i.e., the length direction of the vehicle, i.e.) Figure 1 The second connecting part 84 is extended in the X direction (as shown), and the connection point between the second connecting part 84 and the central channel 91 can be located in the middle of the central channel 91. By positioning the connection point between the second connecting part 84 and the central channel 91 in the middle of the central channel 91, the rear lateral force borne by the second connecting part 84 can be transferred from the middle of the central channel 91 to the central channel 91, which helps to improve the safety performance of the vehicle.

[0071] In some embodiments of the present invention, such as Figures 1-3 and Figure 5As shown, along a first direction of the body assembly 100, the front end of the center tunnel 91 can be connected to the front bulkhead center crossbeam 81, and the rear end of the center tunnel 91 can be connected to the seat mounting beam 1. The front end of the center tunnel 91 can be the end of the center tunnel 91 near the front bulkhead center crossbeam 81, and the rear end of the center tunnel 91 can be the end of the center tunnel 91 near the seat mounting beam 1. By connecting the rear end of the center tunnel 91 to the seat mounting beam 1, the length of the center tunnel 91 can be shortened so that the center tunnel 91 is not present in the rear of the passenger compartment, thereby improving the comfort of rear passengers in the passenger compartment.

[0072] Furthermore, the shortened length of the central channel 91 allows for a larger installation space for the battery pack, which is beneficial for increasing the battery pack's capacity.

[0073] In some embodiments of the present invention, such as Figure 1 , Figure 3 , Figures 6-8 As shown, the center tunnel 91 may include a first tunnel segment 911 and a second tunnel segment 912 connected to each other. The end of the first tunnel segment 911 away from the second tunnel segment 912 is connected to the front bulkhead crossbeam 81, and the end of the second tunnel segment 912 away from the first tunnel segment 911 is connected to the seat mounting beam 1. The end of the first tunnel segment 911 near the second tunnel segment 912 is connected to the end of the second tunnel segment 912 near the first tunnel segment 911. By connecting the second tunnel segment 912 to the seat mounting beam 1, the length of the center tunnel 91 can be shortened so that there is no center tunnel 91 in the rear of the passenger compartment, thereby improving the comfort of the rear passengers. Furthermore, by connecting the second tunnel segment 912 to the seat mounting beam 1, the collision safety performance of the vehicle can be guaranteed. As some optional embodiments of this application, the center tunnel 91 is a one-piece molded part, that is, the first tunnel segment 911 and the second tunnel segment 912 are integrally molded, which can improve the structural strength of the center tunnel 91.

[0074] In the length direction of the vehicle (i.e., the X direction shown in the figure), the first channel segment 911 is located in front of the second channel segment 912. In other words, the central channel 91 is a structure extending along the length direction of the vehicle. The front bulkhead central crossbeam 81 is located in front of the seat mounting beam 1. Furthermore, in the height direction of the vehicle (i.e., the Z direction shown in the figure), the height of the front bulkhead central crossbeam 81 is higher than the height of the seat mounting beam 1. The end of the first channel segment 911 away from the second channel segment 912 is higher than the second channel segment 912. That is, the end of the first channel segment 911 connected to the front bulkhead central crossbeam 81 is higher than the second channel segment 912. Moreover, the first channel segment 911 is constructed as a downwardly concave arc shape. In other words, the first channel segment 911 is constructed as a downwardly concave arc segment, or it can also be understood that the longitudinal section (i.e., the section along the height direction of the vehicle) of the first channel segment 911 is arc-shaped.

[0075] It should be explained that by constructing the central channel 91 such that the end of the first channel segment 911 furthest from the second channel segment 912 is higher than the second channel segment 912, the central channel 91 can be easily connected between the front bulkhead crossbeam 81 and the seat mounting beam 1. Furthermore, by constructing the first channel segment 911 as a downwardly concave arc segment, the space occupied by the central channel 91 can be reduced, which helps to simplify the arrangement of vehicle components. As some optional embodiments of this application, the vehicle's secondary instrument panel can be obscured by the secondary instrument panel; that is, the first channel segment 911 can provide a mounting point for the vehicle's secondary instrument panel. By constructing the first channel segment 911 as a downwardly concave arc segment, more mounting space can be provided for the vehicle's secondary instrument panel.

[0076] As some optional embodiments of this application, the central channel 91 and the front bulkhead crossbeam 81, and the central channel 91 and the seat mounting beam 1 can all be connected by welding.

[0077] As some alternative embodiments of this application, the center channel 91 can be located inside the passenger compartment, and the center channel 91 can be located above the front floor of the vehicle. As some alternative embodiments of this application, the upper surface of the vehicle's battery pack can be configured as the front floor of the vehicle. As some alternative embodiments of this application, the center channel 91 can be centrally located inside the passenger compartment.

[0078] Therefore, by connecting the second passage section 912 to the seat mounting beam 1, the length of the central passage 91 can be shortened so that there is no central passage 91 in the rear of the passenger compartment, thereby improving the comfort of the rear passengers. Furthermore, by connecting the second passage section 912 to the seat mounting beam 1, the collision safety performance of the vehicle can be guaranteed. In addition, by constructing the first passage section 911 as a downwardly concave arc, the space occupied by the central passage 91 can be reduced, which helps to reduce the difficulty of arranging vehicle parts.

[0079] Furthermore, the short length of the central channel 91 in this application is beneficial for reducing the weight of the central channel 91 and for the lightweight design of the vehicle.

[0080] In some embodiments of the present invention, such as Figure 1 , Figure 3 , Figure 6 , Figure 8 As shown, the width of the first channel segment 911 can gradually increase from the direction of the first channel segment 911 to the second channel segment 912.

[0081] That is to say, along the length of the vehicle (i.e. Figure 1 As shown in the X direction, the width of the first channel segment 911 can gradually increase. The width of the first channel segment 911 can be understood as being along the width direction of the vehicle (i.e.,...). Figure 1The width of the first channel segment 911 (shown in the Y direction). By constructing the width of the first channel segment 911 as a structure that gradually increases along the length of the vehicle, the structural strength of the first channel segment 911 and the structural strength of the middle channel 91 can be increased, thereby ensuring the collision safety performance of the vehicle and improving vehicle safety.

[0082] In some embodiments of the present invention, such as Figure 8 As shown, the width of the end of the first channel segment 911 furthest from the second channel segment 912 can be N1, where N1 satisfies the relationship: 100mm ≤ N1 ≤ 180mm. That is, along the width direction of the vehicle (i.e.,...) Figure 1 (As shown in the Y direction), the width N1 of the end of the first channel segment 911 furthest from the second channel segment 912 can be any value between 100mm and 180mm. For example, N1 can be, but is not limited to, 100mm, 140mm, 180mm, etc. This setting makes the width of the end of the first channel segment 911 furthest from the second channel segment 912 reasonable, which is beneficial to ensuring the structural strength of the first channel segment 911.

[0083] In some embodiments of the present invention, the end width of the first channel segment 911 near the second channel segment 912 can be N2, where N2 satisfies the relationship: 150mm ≤ N2 ≤ 230mm. That is, along the width direction of the vehicle (i.e.,...) Figure 1 (As shown in the Y direction), the end width N2 of the first channel segment 911 near the second channel segment 912 can be any value between 150mm and 230mm. For example, N2 can be, but is not limited to, 150mm, 190mm, 230mm, etc. This setting makes the end width of the first channel segment 911 near the second channel segment 912 reasonable, which is beneficial to further ensuring the structural strength of the first channel segment 911.

[0084] It needs to be explained that along the height direction of the vehicle (i.e. Figure 3 (as shown in the Z direction), the lower ends of the first channel segment 911 and the second channel segment 912 can both be provided with connecting flanges 9112. The width of the first channel segment 911 described in this application does not include the connecting flanges 9112.

[0085] It needs to be explained that along the height direction of the vehicle (i.e. Figure 3 (as shown in the Z direction), the two side walls of the central channel 91 can be constructed in a gradually approaching structural form (such as...). Figure 9 As shown), N1 can be understood as along the width direction of the vehicle (i.e. Figure 1(As shown in the Y direction), N1 is the width dimension at any point on the end of the first channel segment 911 away from the end of the second channel segment 912. For example, N1 can be the width dimension of the top wall of the end of the first channel segment 911 away from the end of the second channel segment 912, or N1 can be the distance between the bottom ends of the two side walls of the end of the first channel segment 911 away from the end of the second channel segment 912.

[0086] In some embodiments of the present invention, such as Figure 5 As shown, the length of seat mounting beam 1 is N3, and N3 and N2 satisfy the relationship: 0.07N3≤N2≤0.15N3. Wherein, along the width direction of the vehicle (i.e., Figure 1 As shown in the Y direction, the width of the end of the first channel segment 911 near the second channel segment 912 can be N2, and along the width direction of the vehicle (i.e., Figure 1 The length of the seat mounting beam 1 (as shown in the Y direction) can be N3. The end width N2 of the first channel segment 911 near the second channel segment 912 can be any value between 0.07N3 and 0.15N3, for example, N2 can be, but is not limited to, 0.07N3, 0.107N3, 0.15N3, etc. As some optional embodiments of this application, along the width direction of the vehicle (i.e. Figure 1 (As shown in the Y direction), the width of the end of the first channel segment 911 near the second channel segment 912 can be 190mm, and the length of the seat mounting beam 1 can be 1770mm. This arrangement makes the ratio between the length of the seat mounting beam 1 and the width of the end of the first channel segment 911 near the second channel segment 912 reasonable, which is beneficial to improving the overall structural strength of the vehicle body.

[0087] In some embodiments of the present invention, such as Figure 1 , Figure 3 , Figures 6-8 As shown, the end of the second channel segment 912 away from the first channel segment 911 may have a first overlapping flange 9121. The first overlapping flange 9121 is adapted to connect with the top wall of the seat mounting beam 1. As some optional embodiments of this application, the first overlapping flange 9121 may be welded to the top wall of the seat mounting beam 1. Figure 8 As shown, along the length direction of the central channel 91 (i.e. Figure 1 (As shown in the X direction), the length of the first overlapping flange 9121 can be N4, such as... Figure 5As shown, the width of the seat mounting beam 1 can be N5, and N4 and N5 can satisfy the relationship: 0.3N5≤N4≤0.5N5. That is to say, N4 can be, but is not limited to, 0.3N5, ​​0.4N5, 0.5N5, etc. This setting makes the ratio between the length of the first overlapping flange 9121 and the width of the seat mounting beam 1 reasonable, which helps to ensure the connection strength between the first overlapping flange 9121 and the seat mounting beam 1, thereby reducing the probability of the first overlapping flange 9121 separating from the seat mounting beam 1.

[0088] As some optional embodiments of this application, such as Figure 7 and Figure 8 As shown, the end of the second channel segment 912 away from the first channel segment 911 may have a second overlapping flange 9122. There may be multiple second overlapping flanges 9122; for example, there may be two second overlapping flanges 9122. These two second overlapping flanges 9122 may be along the width direction of the vehicle (i.e.,...). Figure 1 The Y-direction shown is located on both sides of the second channel segment 912, and the second overlapping flange 9122 is adapted to connect with the front sidewall of the seat mounting beam 1. As some optional embodiments of this application, the second overlapping flange 9122 can be welded to the front sidewall of the seat mounting beam 1. This arrangement can improve the connection strength between the central channel 91 and the seat mounting beam 1, and can reduce the probability of separation between the central channel 91 and the seat mounting beam 1.

[0089] In some embodiments of the present invention, such as Figure 9 As shown, along the height direction of the vehicle (i.e. Figure 3 (As shown in the Z direction), the height of the second channel segment 912 can be N6, and N6 can satisfy the relationship: 40mm ≤ N6 ≤ 120mm. That is, the height N6 of the second channel segment 912 can be any value between 40mm and 120mm; for example, N6 can be, but is not limited to, 40mm, 80mm, 120mm, etc. It should be noted that along the height direction of the vehicle (i.e.,...) Figure 3 (As shown in the Z direction), the height of any point on the second channel segment 912 can be N6. This setting makes the height dimension of the second channel segment 912 reasonable, which helps to ensure the structural strength of the second channel segment 912.

[0090] In some embodiments of the present invention, such as Figures 1-8 As shown, from the first channel segment 911 to the second channel segment 912, the width of the second channel segment 912 can remain unchanged. That is, along the length direction of the vehicle (i.e., Figure 1(As shown in the X direction), the width of the second channel segment 912 in the vehicle width direction can remain unchanged. As some optional embodiments of this application, the width of the end of the first channel segment 911 near the second channel segment 912 can be N2, and the width of the second channel segment 912 can be N2, where N2 satisfies the relationship: 150mm ≤ N2 ≤ 230mm. That is, the width of the second channel segment 912 can be any value between 150mm and 230mm.

[0091] That is to say, along the length of the vehicle (i.e. Figure 1 (As shown in the X direction), the width of the second channel segment 912 can remain unchanged, and the width of the second channel segment 912 is the same as the width of the end of the first channel segment 911 near the second channel segment 912. As some optional embodiments of this application, the width of the second channel segment 912 can be 190mm. This arrangement makes the structure of the second channel segment 912 more reasonable, helps to ensure the structural strength of the second channel segment 912, and by setting the second channel segment 912 to a structure with a constant width, it helps to reduce the manufacturing difficulty of the middle channel 919.

[0092] It needs to be explained that along the height direction of the vehicle (i.e. Figure 3 (as shown in the Z direction), the lower ends of the first channel segment 911 and the second channel segment 912 can both be provided with connecting flanges 9112. The width of the second channel segment 912 described in this application does not include the connecting flanges 9112.

[0093] It needs to be explained that along the height direction of the vehicle (i.e. Figure 3 (as shown in the Z direction), the two side walls of the central channel 91 can be constructed in a gradually approaching structural form (such as...). Figure 8 As shown), N2 can be understood as along the width direction of the vehicle (i.e. Figure 1 N2 (in the Y direction shown) is the width dimension at any point of the second channel segment 912. For example, N2 can be the width dimension of the top wall of the second channel segment 912, or N2 can be the distance between the bottom ends of the two side walls of the second channel segment 912.

[0094] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, the vehicle body assembly 100 may further include: a front bulkhead 83, a central channel 91 which may be located on one side of the front bulkhead 83 and can be connected to the front bulkhead 83, at least a portion of the first connecting portion 85, the front bulkhead central crossbeam 81 and the second connecting portion 84 which may be located on the other side of the front bulkhead 83, and the first connecting portion 85, the front bulkhead central crossbeam 81 and the second connecting portion 84 may be connected to the front bulkhead 83.

[0095] As some optional embodiments of this application, the central passage 91 may be located on the side of the front bulkhead 83 facing the passenger compartment and may be connected to the front bulkhead 83. At least a portion of the first connecting part 85, the central crossbeam 81 of the front bulkhead and the second connecting part 84 may all be located on the side of the front bulkhead 83 away from the passenger compartment and may all be connected to the front bulkhead 83.

[0096] As some optional embodiments of this application, such as Figures 6-8 As shown, the lower ends of the first channel segment 911 and the second channel segment 912 can both be provided with connecting flanges 9112, and the middle channel 91 can be connected to the front bulkhead 83 through the connecting flanges 9112.

[0097] It should be explained that although the central channel 91 and the front bulkhead crossbeam 81 are located on opposite sides of the front bulkhead 83, a direct connection between the central channel 91 and the front bulkhead crossbeam 81 can be achieved by spot welding the central channel 91, the front bulkhead crossbeam 81, and the front bulkhead 83. Similarly, although the central channel 91 and the second connecting part 84 are located on opposite sides of the front bulkhead 83, a direct connection between the central channel 91 and the second connecting part 84 can be achieved by spot welding the central channel 91, the second connecting part 84, and the front bulkhead 83, or by other welding methods.

[0098] By positioning at least a portion of the first connecting part 85, the front bulkhead crossbeam 81, and the second connecting part 84 on the other side of the front bulkhead 83, and by positioning the central passage 91 on one side of the front bulkhead 83 and connecting it to the front bulkhead 83, the positions of the first connecting part 85, the central passage 91, the front bulkhead crossbeam 81, and the second connecting part 84 can be rationally arranged. This avoids at least a portion of the first connecting part 85, the front bulkhead crossbeam 81, and the second connecting part 84 occupying the space of the passenger compartment, which is beneficial to increasing the space of the passenger compartment and improving the passenger's riding experience.

[0099] In some embodiments of the present invention, the orthographic projection of the central channel 91 and the orthographic projection of the central crossbeam 81 of the front bulkhead may overlap along the thickness direction of the front bulkhead 83. Specifically, let the portion of the front bulkhead 83 connected to the central crossbeam 81 be the first portion. Along the thickness direction of the first portion of the front bulkhead 83, the orthographic projection of the central channel 91 and the orthographic projection of the central crossbeam 81 of the front bulkhead may overlap. That is, along the thickness direction of the first portion of the front bulkhead 83, the central channel 91, the first portion of the front bulkhead 83, and the central crossbeam 81 of the front bulkhead may be arranged sequentially. This arrangement makes the relative positional relationship between the central channel 91 and the central crossbeam 81 reasonable. Furthermore, this arrangement allows the front lateral force to be borne by the central crossbeam 81 and transmitted to the central channel 91, thereby reliably bearing the front lateral force and transmitting energy to the central channel 91, which is beneficial to improving the safety performance of the vehicle.

[0100] In some embodiments of the present invention, the orthographic projection of the second connecting portion 84 and the orthographic projection of the central channel 91 may overlap along the thickness direction of the front bulkhead 83. Let the portion of the front bulkhead 83 connected to the second connecting portion 84 be designated as the second part. Along the thickness direction of the second part of the front bulkhead 83, the orthographic projection of the second connecting portion 84 and the orthographic projection of the central channel 91 may overlap. That is, along the thickness direction of the second part of the front bulkhead 83, the central channel 91, the second part of the front bulkhead 83, and the second connecting portion 84 can be arranged sequentially. This arrangement allows for a reasonable relative positional relationship between the central channel 91 and the second connecting portion 84. Furthermore, this arrangement allows the second connecting portion 84 to bear and transmit the rear lateral force to the central channel 91, thereby reliably bearing the rear lateral force and transferring energy to the central channel 91, which is beneficial for improving vehicle safety performance.

[0101] In some embodiments of the present invention, such as Figures 1-4 As shown, the central channel 91 can be formed with a first groove structure 914 recessed in a direction away from the front bulkhead 83. That is, the first groove structure 914 can open towards the front bulkhead 83, and the front bulkhead 83 can cover at least a portion of the open end of the first groove structure 914. As some optional embodiments of this application, such as... Figures 6-8 As shown, the lower ends of both the first channel segment 911 and the second channel segment 912 of the central channel 91 can be provided with connecting flanges 9112, and the central channel 91 can be connected to the front bulkhead 83 through the connecting flanges 9112. At least a portion of the open end of the first groove structure 914 can be covered by the front bulkhead 83, that is, the front bulkhead 83 can cover at least a portion of the open end of the first groove structure 914.

[0102] As some optional embodiments of this application, such as Figure 9 As shown, the first channel segment 911 defines an open first groove, and the second channel segment 912 defines an open second groove 9123. The first groove and the second groove 9123 can be adjacent to each other and can communicate with each other. The first groove and the second groove 9123 can together form a first groove structure 914. Both the first groove and the second groove 9123 can open towards the front bulkhead 83 of the vehicle.

[0103] At least a portion of the open end of the first channel body and / or at least a portion of the open end of the second channel body 9123 is obscured by the front bulkhead 83. That is, the front bulkhead 83 can obscure at least a portion of the open end of the first channel body, or the front bulkhead 83 can obscure at least a portion of the open end of the second channel body 9123, or the front bulkhead 83 can obscure at least a portion of the open end of both the second channel body 9123 and the first channel body. As some optional embodiments of this application, the connecting flange 9112 of the first channel segment 911 of the central channel 91 and the connecting flange 9112 of a portion of the second channel segment 912 can be connected to the front bulkhead 83 of the vehicle.

[0104] This arrangement creates a box-like structure between the central tunnel 91 and the front bulkhead 83, which helps improve the impact resistance of the front of the vehicle and thus ensures the vehicle's collision safety performance.

[0105] In some embodiments of the present invention, such as Figure 3 As shown, the second channel segment 912 may have a first sub-channel segment 9124 and a second sub-channel segment 9125. The first sub-channel segment 9124 may be connected between the first channel segment 911 and the second sub-channel segment 9125. The first channel segment 911 and the first sub-channel segment 9124 are adapted to be connected to the front bulkhead 83, and the second sub-channel segment 9125 is adapted to be connected to the seat mounting beam 1. That is, the first channel segment 911 may define an open first groove, the first sub-channel segment 9124 may define an open first sub-groove, and the second sub-channel segment 9125 may define an open second sub-groove. The first sub-groove and the second sub-groove together constitute the second groove 9123. The first channel segment 911 and the first sub-channel segment 9124 are adapted to be connected to the front bulkhead 83, and the open end of the first groove of the first channel segment 911 facing the front bulkhead 83 is blocked by the front bulkhead 83. The open end of the first sub-channel of the first sub-channel facing the front bulkhead 83 is also blocked by the front bulkhead 83.

[0106] It should be noted that the first channel section 911 and the first sub-channel section 9124 are subjected to large forces. By having the open end of the first channel body facing the front bulkhead 83 blocked by the front bulkhead 83, and by having the open end of the first sub-channel body facing the front bulkhead 83 blocked by the front bulkhead 83, the impact resistance of the first channel section 911 and the first sub-channel section 9124 can be improved, thereby improving the impact resistance of the front of the vehicle and ensuring the collision safety performance of the vehicle.

[0107] As some optional embodiments of this application, such as Figure 6 As shown, the central channel 91 may have a reinforcing structure 913, which may protrude in a direction away from the front bulkhead 83. There may be multiple reinforcing structures 913; for example, as shown in the figure, there may be two reinforcing structures 913.

[0108] In some embodiments of the present invention, such as Figure 4 As shown, at least one of the first connecting portion 85, the front bulkhead crossbeam 81, and the second connecting portion 84 can be formed with a second groove structure 88 recessed in the direction away from the front bulkhead 83. That is, any one or any two of the first connecting portion 85, the front bulkhead crossbeam 81, and the second connecting portion 84 can be formed with the second groove structure 88, or all of the first connecting portion 85, the front bulkhead crossbeam 81, and the second connecting portion 84 can be formed with the second groove structure 88. The second groove structure 88 can be open toward the front bulkhead 83, and the front bulkhead 83 can cover at least part of the open end of the second groove structure 88.

[0109] As some optional embodiments of this application, at least one of the first connecting portion 85, the front bulkhead crossbeam 81, and the second connecting portion 84 can be welded to the front bulkhead panel 83 via a flanged structure. By having the front bulkhead panel 83 cover at least a portion of the open end of the second groove structure 88, at least one of the first connecting portion 85, the front bulkhead crossbeam 81, and the second connecting portion 84 can form a box-like structure with the front bulkhead panel 83, which helps to improve the impact resistance of the front of the vehicle, thereby ensuring the collision safety performance of the vehicle.

[0110] Furthermore, by positioning the central channel 91 on one side of the front bulkhead 83 and connecting it to the front bulkhead 83, and positioning at least a portion of the first connecting portion 85, the central crossbeam 81, and the second connecting portion 84 on the other side of the front bulkhead 83, and by positioning the front bulkhead 83 to cover at least a portion of the open end of the first groove structure 914 and at least a portion of the open end of the second groove structure 88, multiple box-like structures can be arranged on both sides of the front bulkhead 83, thereby enabling the vehicle body assembly 100 to effectively transfer energy during a collision and ensuring the vehicle's collision safety performance.

[0111] In some embodiments of the present invention, such as Figures 1-3 and Figure 5 As shown, the ends of the front crossbeam 81 can be connected to corresponding first connecting portions 85. The front crossbeam 81 can extend along the width direction of the vehicle (i.e., the Y-direction). There can be two first connecting portions 85, which can be respectively disposed on both sides of the front crossbeam 81 along the width direction of the vehicle. The two ends of the front crossbeam 81 can be connected to adjacent first connecting portions 85. This arrangement helps to improve the overall structural strength of the body assembly 100, thereby enhancing the collision resistance performance of the body assembly 100, and also making the force transmission path of the body assembly 100 smoother.

[0112] In some embodiments of the present invention, such as Figures 1-5As shown, the plurality of longitudinal beams 82 may include a first longitudinal beam 821 and a second longitudinal beam 822, and the plurality of sill beams 86 may include a first sill beam 861 and a second sill beam 862. The first longitudinal beam 821 and the second longitudinal beam 822 may be along the second direction of the body assembly 100 (i.e., Figure 1 The front crossbeam 81 can be connected between the first longitudinal beam 821 and the second longitudinal beam 822, and the first sill beam 861 and the second sill beam 862 can be arranged along the second direction (i.e., the Y direction shown). Figure 1 The first longitudinal beam 821 can be set to correspond with the first threshold beam 861, and the second longitudinal beam 822 can be set to correspond with the second threshold beam 862, which are opposite and spaced apart in the Y direction shown.

[0113] Specifically, a first connecting part 85 connects the first longitudinal beam 821 and the first sill beam 861, and a first connecting part 85 connects the second longitudinal beam 822 and the second sill beam 862. This arrangement allows the longitudinal beam 82, the first connecting part 85, and the sill beam 86 to form a reasonable force transmission path. Furthermore, there can be two A-pillars 87 and two first connecting parts 85. One A-pillar 87 can be connected to both the first sill beam 861 and one of the first connecting parts 85, while the other A-pillar 87 can be connected to both the second sill beam 862 and the other first connecting part 85. By setting the A-pillars 87, a reasonable force transmission path can be formed between the longitudinal beam 82, the first connecting part 85, the A-pillars 87, and the sill beam 86, which helps improve the vehicle's safety performance.

[0114] According to an embodiment of the present invention, the vehicle includes the vehicle body assembly 100 described above. By connecting the longitudinal beam 82 and the corresponding sill beam 86 with a first connecting portion 85 and connecting the central channel 91 and the corresponding first connecting portion 85 with a second connecting portion 84, the body assembly 100 can have a reasonable force transmission path. When the vehicle is involved in a frontal collision, the body assembly 100 can reliably withstand and transmit the collision energy, thereby reducing the probability of passenger injury and improving the safety performance of the vehicle.

[0115] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0116] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0117] In the description of this invention, "a plurality of" means two or more.

[0118] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0119] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0120] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0121] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle body component, characterized in that, include: Multiple longitudinal beams; A first connecting part and a plurality of sill beams, wherein the first connecting part is connected between the longitudinal beam and the corresponding sill beam; The front bulkhead includes a central crossbeam, a second connecting portion, a central channel, and a seat mounting beam. The central crossbeam is connected to multiple longitudinal beams, the seat mounting beam is connected to multiple sill beams, the central channel is connected between the central crossbeam and the seat mounting beam, and the central channel is connected to the corresponding first connecting portion via a second connecting portion. The front bulkhead has a central channel located on one side of the front bulkhead and connected to it. At least a portion of the first connecting part, the central crossbeam of the front bulkhead, and the second connecting part are all located on the other side of the front bulkhead, and the first connecting part, the central crossbeam of the front bulkhead, and the second connecting part are all connected to the front bulkhead. Along the thickness direction of the front panel, the orthographic projection of the second connecting portion and the orthographic projection of the central channel have an overlapping area.

2. The vehicle body assembly according to claim 1, characterized in that, Also includes: Column A, which is connected to the corresponding threshold beam and the corresponding first connecting part.

3. The vehicle body assembly according to claim 1, characterized in that, Along a first direction of the vehicle body assembly, the connection point between the first connecting portion and the corresponding sill beam is located behind the connection point between the first connecting portion and the corresponding longitudinal beam, and along a second direction of the vehicle body assembly, the connection point between the first connecting portion and the corresponding sill beam is located outside the connection point between the first connecting portion and the corresponding longitudinal beam, wherein the first direction and the second direction are perpendicular.

4. The vehicle body assembly according to claim 3, characterized in that, Along the first direction, the connection point between the second connecting part and the corresponding first connecting part is located behind the connection point between the first connecting part and the corresponding longitudinal beam, and along the second direction, the connection point between the second connecting part and the corresponding first connecting part is located inside the connection point between the first connecting part and the corresponding threshold beam.

5. The vehicle body assembly according to claim 1, characterized in that, The first connecting part and the corresponding second connecting part are integrally formed.

6. The vehicle body assembly according to claim 1, characterized in that, Along a first direction of the body assembly, the second connecting portion is located behind the front bulkhead crossbeam, and along a third direction of the body assembly, the second connecting portion is located below the front bulkhead crossbeam, wherein the first direction and the third direction are perpendicular.

7. The vehicle body assembly according to claim 1, characterized in that, Along the length of the central channel, the connection point between the second connecting portion and the central channel is located in the middle of the central channel.

8. The vehicle body assembly according to claim 1, characterized in that, Along a first direction of the body assembly, the front end of the central channel is connected to the front bulkhead crossbeam, and the rear end of the central channel is connected to the seat mounting beam.

9. The vehicle body assembly according to claim 1, characterized in that, The central channel includes: a first channel segment and a second channel segment connected to each other. The end of the first channel segment away from the second channel segment is connected to the front bulkhead central crossbeam, and the end of the second channel segment away from the first channel segment is connected to the seat mounting beam. Along a third direction of the body assembly, the end of the first channel segment away from the second channel segment is higher than the second channel segment, and the first channel segment is constructed as a downwardly concave arc shape.

10. The vehicle body assembly according to claim 9, characterized in that, From the first channel segment to the second channel segment, the width of the first channel segment gradually increases.

11. The vehicle body assembly according to claim 9, characterized in that, The width of the end of the first channel segment furthest from the second channel segment is N1, which satisfies the relationship: 100mm≤N1≤180mm.

12. The vehicle body assembly according to claim 9, characterized in that, The width of the end of the first channel segment near the second channel segment is N2, which satisfies the relationship: 150mm≤N2≤230mm.

13. The vehicle body assembly according to claim 12, characterized in that, Along the second direction of the vehicle body assembly, the length of the seat mounting beam is N3, satisfying the relationship: 0.07N3≤N2≤0.15N3, wherein the second direction is perpendicular to the third direction.

14. The vehicle body assembly according to claim 9, characterized in that, Along the third direction, the height of the second channel segment is N6, which satisfies the relationship: 40mm≤N6≤120mm.

15. The vehicle body assembly according to claim 9, characterized in that, The width of the second channel segment remains unchanged from the direction from the first channel segment to the second channel segment.

16. The vehicle body assembly according to claim 1, characterized in that, Along the thickness direction of the front bulkhead, the orthographic projection of the central channel and the orthographic projection of the central beam of the front bulkhead have an overlapping area.

17. The vehicle body assembly according to claim 1, characterized in that, The central channel has a first groove structure recessed in the direction away from the front bulkhead, and the front bulkhead covers at least a portion of the open end of the first groove structure.

18. The vehicle body assembly according to claim 1, characterized in that, At least one of the first connecting portion, the crossbeam in the front bulkhead, and the second connecting portion is formed with a second groove structure recessed toward the direction away from the front bulkhead, and the front bulkhead covers at least a portion of the open end of the second groove structure.

19. The vehicle body assembly according to claim 1, characterized in that, The end of the crossbeam in the front bulkhead is connected to the corresponding first connecting part.

20. The vehicle body assembly according to any one of claims 1-19, characterized in that, The plurality of longitudinal beams include a first longitudinal beam and a second longitudinal beam, and the plurality of sill beams include a first sill beam and a second sill beam. The first longitudinal beam and the second longitudinal beam are opposite to each other and spaced apart along a second direction of the body assembly. The front bulkhead crossbeam is connected between the first longitudinal beam and the second longitudinal beam. The first sill beam and the second sill beam are opposite to each other and spaced apart along the second direction. The first longitudinal beam and the second longitudinal beam correspond to the first sill beam and the second sill beam, respectively.

21. A vehicle, characterized in that, Includes the vehicle body assembly according to any one of claims 1-20.

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