A vehicle body structure and a vehicle

Abstract

The application discloses a vehicle body structure and a vehicle. The vehicle body structure comprises a first front beam, a second front beam, a rocker, a front floor cross beam, a front floor longitudinal beam and a rear extension plate of the front beam. The first front beam and the second front beam are sequentially arranged along the length direction of the vehicle body. The second front beam comprises a first beam body section, a second beam body section and a third beam body section. The first end of the rear extension plate of the front beam is connected with the second end of the third beam body section. The second end of the rear extension plate of the front beam is connected with the front floor longitudinal beam. There is a preset gap between the front floor longitudinal beam and the rocker along the width direction of the vehicle body. Compared with the prior art, the application realizes smaller structure and part difference of PHEV and EV models, and solves the problems of large force transmission path difference, large rocker change, less part sharing and difficult structure design of the conventional technology.

Description

Technical Field

[0001] This invention relates to the field of vehicle body technology, and in particular to a body structure and a vehicle. Background Technology

[0002] When developing plug-in hybrid and pure electric vehicles simultaneously using existing technologies, it is difficult to achieve simultaneous compatibility and shared vehicle body designs, because:

[0003] 1. Plug-in hybrid vehicles typically have their power battery located under the front floor, and the engine exhaust needs to run from one side of the power battery to the rear of the vehicle. In contrast, pure electric vehicles have the battery covering the entire vehicle from the front floor to the rear floor. The battery width of plug-in hybrid vehicles is narrower than that of pure electric vehicles, making it difficult for the vehicle body to be compatible with both plug-in hybrid and pure electric power. This requires the development of many new parts to accommodate both power types.

[0004] 2. Currently, the safety requirements for vehicle bodies are becoming increasingly stringent, and the smoothness of the force transmission path within the vehicle body is also becoming more important. The power layout of plug-in hybrid electric vehicles and pure electric vehicles differs greatly, resulting in significant differences in the force transmission path within the vehicle body.

[0005] Traditional plug-in hybrid electric vehicles (PHEVs) and pure electric vehicles (EVs) have the following structures: Figure 1 as well as Figure 2 As shown, in a PHEV model, the frontal collision force transmission path is from the first front beam 1 to the second front beam 2. The second front beam 2 then transmits the force via two paths to the sill 5 and the front floor longitudinal beam 4, respectively. In an EV model, there is no front floor longitudinal beam 4; the frontal collision force transmission is from the first front beam 1 to the second front beam 2 and then to the sill 5. The left and right second front beams 2 are connected by front floor crossbeams 6 and 7. When converting from a PHEV model to an EV model, the force transmission path changes significantly. The longitudinal beam extensions and front floor longitudinal beam 4 of the PHEV cannot be reused. Correspondingly, due to the structural differences between PHEV and EV models, many of the internal reinforcement plates of the first front beam 1 and second front beam 2 cannot be reused. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle body structure and vehicle to solve the following technical problems in the prior art: 1. Poor parts sharing rate, resulting in many newly developed parts; 2. Unsatisfactory collision force transmission path, leading to poor safety; 3. Poor compatibility of pure electric power batteries, making it difficult to apply to models with different wheelbases and vehicle widths.

[0007] This invention provides a vehicle body structure, including a first front beam, a second front beam, a door sill, a front floor crossbeam, a front floor longitudinal beam, and a rear extension plate of the front beam, wherein:

[0008] The first front beam and the second front beam are arranged sequentially along the length of the vehicle body. The second front beam includes a first beam segment, a second beam segment, and a third beam segment. The first end of the first beam segment is connected to the end of the first front beam. The first end of the second beam segment and the first end of the third beam segment are respectively connected to the second end of the first beam segment. The second end of the second beam segment is connected to the door sill. The second end of the third beam segment is connected to the front floor crossbeam.

[0009] The first end of the rear extension plate of the front beam is connected to the second end of the first beam segment, and the second end of the rear extension plate of the front beam is connected to the front floor longitudinal beam.

[0010] In the vehicle body structure described above, preferably, a subframe is also provided, wherein the mounting points of the subframe are all arranged on the second front beam.

[0011] In the vehicle body structure described above, preferably, the second front beam has a battery mounting point.

[0012] In the vehicle body structure described above, preferably, the front floor longitudinal beam has a battery mounting point, and the rear end of the battery is offset from the mounting point of the rear suspension.

[0013] In the vehicle body structure described above, preferably, the rear end of the battery is offset from the mounting point of the rear suspension in the length direction of the vehicle body, and the mounting point of the rear suspension is further away from the second front beam than the battery.

[0014] In the vehicle body structure described above, preferably, the second front beam has a first beam reinforcing plate and a second beam reinforcing plate, and the first beam reinforcing plate and the second beam reinforcing plate are sequentially connected along the width direction of the vehicle body, wherein:

[0015] The front end of the first beam reinforcement plate extends to the connection between the first front beam and the second front beam. Along the length of the vehicle body, the position of the first beam reinforcement plate corresponds to the position of the front bulkhead crossbeam. The first side end of the first beam reinforcement plate is connected to the lower front bulkhead plate, and the second side end of the first beam reinforcement plate is connected to the second side end of the second beam reinforcement plate.

[0016] The front end of the second main beam reinforcement plate extends to connect with the front end of the second front main beam, the rear end of the second main beam reinforcement plate extends to connect with the rear end of the second front main beam, the second side end of the second main beam reinforcement plate is connected to the second front main beam, and the second side end of the second main beam reinforcement plate is located near the door sill along the width direction of the vehicle body.

[0017] In the vehicle body structure described above, preferably, the first main beam reinforcing plate is an "L"-shaped sheet structure, and the second main beam reinforcing plate is a semi-box sheet structure.

[0018] In the vehicle body structure described above, preferably, it also has a front bulkhead, which includes an upper front bulkhead plate and a lower front bulkhead plate, wherein the lower front bulkhead plate is thicker than the upper front bulkhead plate.

[0019] In the vehicle body structure described above, preferably, the lower front bulkhead has a raised cavity structure.

[0020] In the vehicle body structure described above, preferably, a predetermined gap exists between the front floor longitudinal beam and the door sill along the width direction of the vehicle body.

[0021] In the vehicle body structure described above, preferably, a longitudinal beam extension plate is provided between the door sill and the front floor longitudinal beam.

[0022] The present invention also provides a vehicle including the aforementioned body structure.

[0023] Compared with existing technologies, this invention adds a rear extension plate to the front beam in the vehicle body structure. The two ends of the rear extension plate are connected to the second front beam and the front floor longitudinal beam, respectively. The distance between the front floor longitudinal beam and the door sill is determined according to the inclination position of the rear extension plate. The front floor longitudinal beam can be shared by PHEV and EV models, achieving minimal structural and component differences between PHEV and EV models. The frontal collision and offset collision loads of PHEV and EV models are transmitted through two main paths: one path is through the first front beam and the second front beam to the rear extension plate of the front beam → the front floor longitudinal beam → the front extension plate of the rear beam → the rear beam; the other path is through the first front beam and the second front beam → the door sill → the rear beam. This solves the problems of large differences in force transmission paths and large changes in door sills in traditional technologies, resulting in limited component sharing and structural design difficulties. Attached Figure Description

[0024] Figure 1 This is a structural diagram of the body frame of a PHEV model in the existing technology;

[0025] Figure 2 This is a structural diagram of the body frame of a PHEV model in the existing technology;

[0026] Figure 3 This is a top view of the PHEV vehicle body frame in the embodiments provided by the present invention;

[0027] Figure 4 This is a bottom view of the PHEV vehicle body frame in the embodiments provided by the present invention;

[0028] Figure 5 This is a top view of one of the EV vehicle body frames provided in the embodiments of the present invention;

[0029] Figure 6 This is a bottom view of an EV vehicle body frame according to one of the embodiments provided by the present invention;

[0030] Figure 7 This is a partial schematic diagram of the PHEV vehicle body frame in the embodiments provided by the present invention;

[0031] Figure 8 This is a schematic diagram of another EV vehicle body frame structure in the embodiments provided by the present invention;

[0032] Figure 9 yes Figure 8 Sectional view along axis AA;

[0033] Figure 10 yes Figure 8 BB-direction sectional view;

[0034] Figure 11 This is a schematic diagram of the vehicle body structure in the embodiments provided by the present invention;

[0035] Figure 12 yes Figure 11 CC-direction sectional view;

[0036] Figure 13 yes Figure 11 DD section view;

[0037] Figure 14 This is a partial schematic diagram of the vehicle body structure in the embodiments provided by the present invention. Figure 1 ;

[0038] Figure 15 This is a partial schematic diagram of the vehicle body structure in the embodiments provided by the present invention. Figure 2 ;

[0039] Figure 16 This is a schematic diagram of the connection part of the second front beam in the embodiment provided by the present invention.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1-First front beam, 2-Second front beam, 201-First beam segment, 202-Second beam segment, 203-Third beam segment, 3-Sill, 4-Front floor crossbeam, 5-Front floor longitudinal beam, 6-Front beam rear extension plate, 7-Subframe, 8-Battery mounting point, 9-Battery, 10-Front floor, 11-Sill inner panel, 12-First beam reinforcement plate, 13-Second beam reinforcement plate, 14-Front bulkhead upper plate, 15-Front bulkhead lower plate, 16-Longitudinal beam extension plate, 17-Exhaust pipe hook, 18-Front bulkhead crossbeam, 19-Exhaust pipe, 20-Subframe mounting point, 21-Rear suspension, 22-Cavity structure, 23-Beam sealing plate, 24-Front side plate. Detailed Implementation

[0042] 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.

[0043] like Figures 3 to 16 As shown, an embodiment of the present invention provides a vehicle body structure, including a first front beam 1, a second front beam 2, a door sill 3, a front floor crossbeam 4, a front floor longitudinal beam 5, and a rear extension plate 6 of the front beam, wherein:

[0044] The first front beam 1 and the second front beam 2 are arranged sequentially along the length of the vehicle body. There are two of each type of front beam 1 and second front beam 2. The two first front beams 1 and the two second front beams 2 are symmetrically arranged on opposite sides of the length of the vehicle body. The distance between the two first front beams 1 is arranged according to the largest powertrain in the powertrain configuration to accommodate multiple powertrains. The extension direction of the first front beam 1 is parallel to the length of the vehicle body to withstand frontal collision forces. Those skilled in the art will know that the extension direction of the first front beam 1 can also be nearly parallel to the length of the vehicle body, and there can be a certain tilt angle, such as 0-5°, to ensure that during frontal collision crumpling, the collision force is accurately and effectively transferred to the rear side of the vehicle body structure in the length direction, while completing crumpling energy absorption and effectively protecting passenger safety.

[0045] In the embodiments provided by the present invention, reference is made to Figure 16As shown, the second front beam 2 is a three-way "V"-shaped structure. Specifically, the second front beam 2 includes a first beam segment 201, a second beam segment 202, and a third beam segment 203. The first end of the first beam segment 201 is connected to the end of the first front beam 1, preferably by welding, to improve overall strength and connection firmness. The first ends of the second beam segment 202 and the third beam segment 203 are respectively connected to the second ends of the first front beam 1 to form a "V" shape. A preset angle is formed between the second beam segment 202 and the third beam segment 203. This preset angle can be determined according to the actual vehicle model. Setting the second front beam 2 as a "V" shape can better disperse the collision force. The second end of the second beam segment 202 is connected to the sill 3, and the second end of the third beam segment 203 is connected to the front floor crossbeam 4. Therefore, the second front beam 2 can mainly transfer the forces of frontal and offset collisions to the sill 3 and the front floor beam 4. The extension direction of the sill 3 is parallel to the length direction of the vehicle body, and the extension direction of the front floor beam 4 is perpendicular to the length direction of the vehicle body. This can effectively disperse the collision force and improve the overall strength of the vehicle body. In addition, a front bulkhead beam 18 is provided, which connects the first front beam 1 and the second front beam 2 at the connection point. In the event of an offset collision, the front bulkhead beam 18 pulls the first front beam 1 and the second front beam 2, so that the offset collision load is reasonably transferred to the side that did not collide, avoiding excessive deformation of the beam on the collision side and causing excessive deformation of the passenger compartment. This further improves the strength of the vehicle body, optimizes the collision force transmission path, and improves safety performance.

[0046] Reference Figure 4 as well as Figure 7 As shown, the PHEV model has an exhaust pipe hook 17 on the front floor crossbeam 4. The front floor crossbeam 4 not only provides a stable mounting point for the exhaust pipe 19 of the PHEV model, but also connects to the left and right second front beams 2. In the event of an offset collision, the front floor crossbeam 4 pulls on the second front beams 2, ensuring that the offset collision load is reasonably transferred to the side that did not collide, preventing excessive deformation of the beam on the collision side and thus avoiding excessive deformation of the passenger compartment, thereby improving the strength of the vehicle frame. The second front beam 2 has a battery mounting point 8, providing the foremost mounting point for the battery 9 of the EV model.

[0047] Reference Figure 3 , Figure 5 as well as Figure 7As shown, the first end of the rear extension plate 6 of the front beam is connected to the second end of the third beam segment 203, and the second end of the rear extension plate 6 of the front beam is connected to the front floor longitudinal beam 5. Along the width direction of the vehicle body, there is a preset gap between the front floor longitudinal beam 5 and the sill 3. By controlling the tilt angle between the rear extension plate 6 of the front beam and the length direction of the vehicle body, the size of this preset gap can be adjusted, and the position of the front floor longitudinal beam 5 can also be adjusted. In the case of PHEV models, the exhaust pipe 19 and the battery 9 are relatively small, so the front floor longitudinal beam 5 is arranged relatively inward. In EV models, because they are pure electric vehicles and do not have an exhaust pipe 19, the battery 9 is larger, so the front floor longitudinal beam 5 is arranged relatively outward.

[0048] The PHEV model's front floor longitudinal beam 5 is designed with its Y-axis position (in the vehicle width direction) according to the clearance requirements from the exhaust pipe to the door sill 3 and the front floor longitudinal beam 5. The front floor longitudinal beam 5 is designed to maximize the spacing to increase the battery pack size and improve battery capacity. The rear extension plate 6 of the front beam is designed to match the front floor longitudinal beam 5 and the second front beam 2, connecting the second front beam 2 and the front floor longitudinal beam 5. The front floor longitudinal beam 5 is shared by both PHEV and EV models. The EV model's front floor longitudinal beam 5 is moved outward by a certain distance relative to the PHEV model, for example, 89cm. The front floor longitudinal beam 5 after maximizing its outward movement just meets the welding gun operation requirements for the Y-axis welding of the rear extension plate 6 of the front beam, the front floor longitudinal beam 5, and the door sill 3. Two rows of welding points are arranged according to the front joint of the front floor longitudinal beam 5, and the Y-axis position of the front floor longitudinal beam 5 is adapted to the size and tilt angle of the rear extension plate 6 of the front beam.

[0049] In the vehicle body structure provided by this invention, the front floor longitudinal beam 5 is shared by both PHEV and EV models, and the left and right parts are shared as well. The only difference is the arrangement position relative to the vehicle body width, that is, the preset gap value between the sill 3 and the front floor longitudinal beam 5 is different. In the PHEV model, the first front beam 1 and the second front beam 2 are arranged and designed according to the maximum power size in the power configuration. The EV model continues to use the first front beam 1 and the second front beam 2 of the PHEV model. After the EV model changes from an engine powertrain to an electric motor drive, the motor controller, charging and distribution module and other electrical components of the EV model are arranged by adding a front compartment electrical crossbeam, so as to realize the sharing of front compartment parts.

[0050] Meanwhile, the present invention provides a longitudinal beam extension plate 16 to connect the front floor longitudinal beam 5 and the sill 3, which not only protects the battery 9 in the event of a side collision, but also improves the strength of the body frame, thereby improving the torsional stiffness and body performance. The structure of the rear beam front extension plate can also refer to the structure of the front floor longitudinal beam 5, which will not be described in detail here. The number of longitudinal beam extension plates 16 is based on the side collision safety design requirements. The positions are the same for PHEV and EV models. The first two positions are designed according to the front end position of the exhaust pipe cylinder of the PHEV model. By avoiding the exhaust pipe cylinder in the X direction (body length direction), sufficient cavity size is ensured to transfer the side collision load. The last two positions are located at the rear end of the exhaust pipe cylinder, directly opposite the rear crossbeam of the seat, transferring the side collision load from the sill to the front floor longitudinal beam and the rear crossbeam of the seat.

[0051] Because of the difference in the position of the front floor longitudinal beam 5 between PHEV and EV models, the rear extension plate 6 of the front main beam and the front extension plate of the rear main beam are designed differently. The PHEV model is positioned more inward and wider than the EV model. The four longitudinal beam extension plates 16 of the PHEV model are shared front, rear, left, and right, while the four longitudinal beam extension plates 16 of the EV model are shared front, rear, left, and right. By differentiating the position of the rear extension plate 6 of the front main beam and the front extension plate of the rear main beam in the body width direction, and by differentiating the length of the longitudinal beam extension plates 16, most parts such as the first front main beam 1, the second front main beam 2, the front floor longitudinal beam 5, the front floor crossbeam 4, the front bulkhead crossbeam 18, the sill 3, and the rear main beam are shared. Compared with existing technologies, the sharing of parts reduces the use of redundant reinforcement structures in the overall body structure. The safety performance and driving handling performance equivalent to those of multiple reinforcement structures can be achieved with these few parts, while also significantly reducing the cost of parts molding.

[0052] Optionally, the number of extension plate structures 16 can also be determined according to different vehicle body lengths. For example, four are designed for Class A vehicles, and six are designed for Class B and Class C vehicles. Their installation positions are designed at equal intervals or proportionally.

[0053] By adding a rear extension plate 6 to the front beam in the vehicle body structure, with the two ends of the rear extension plate 6 connected to the second front beam 2 and the front floor longitudinal beam 4 respectively, the distance between the front floor longitudinal beam 4 and the sill 3 is determined according to the tilt position of the rear extension plate 6. The front floor longitudinal beam can be shared between PHEV and EV models, achieving minimal structural and component differences between PHEV and EV models. The frontal and offset collision loads of both PHEV and EV models follow two main paths, as referenced... Figure 7As shown, one path is through the first front beam 1 and the second front beam 2 to the rear extension plate 6 of the front beam → the front floor longitudinal beam 5 → the front extension plate of the rear beam → the rear beam; the other path is through the first front beam 1 and the second front beam 2 → the sill 3 → the rear beam, which solves the problems of large differences in the force transmission path of the traditional technology, large changes in the sill 3 leading to fewer shared parts and difficulties in structural design.

[0054] Furthermore, referring to Figure 7 As shown, the vehicle body also has a subframe 7. In traditional structures, the subframe is welded to the first front beam 1 and the second front beam 2 using mounting point brackets. Due to the large number of components and long dimensional chains, the relative positional accuracy between the mounting points cannot be guaranteed. In the embodiment provided in this application, the subframe mounting points 20 of the subframe 7 are all arranged on the second front beam 2. The component positions of the first front beam 1 and the second front beam 2 are as follows: Figure 7 As shown by the vertically extending dotted line, the component position is located in front of the sub-vehicle mounting point 20 of the sub-frame 7. This allows all the sub-vehicle mounting points 20 of the sub-frame 7 to be arranged on the second front beam 2, ensuring the relative position of the sub-vehicle mounting points 20 of the sub-frame 7 and thus meeting the accuracy requirements.

[0055] Reference Figures 7 to 10 As shown, the front floor longitudinal beam 5 has a battery mounting point 8, and the rear end of the battery 9 is offset from the mounting point of the rear suspension 21. In traditional EV models, the battery 9 is mounted on the door sill reinforcement plate, and the rear end of the door sill 3 is where the rear suspension 21 mounting point is located. Therefore, the battery 9 is designed in a relatively irregular shape, making it difficult to standardize the range of the battery 9.

[0056] In the embodiments provided by this invention, the battery 9 is arranged on the front floor longitudinal beam 5, and the rear end of the battery 9 is offset from the mounting point of the rear suspension 21. The battery does not need to be designed with a special shape, realizing the commonality of parts. Thus, the battery 9 can be designed as a regular square shape. In the length direction of the vehicle body, the length of the battery 9 can be designed into three range products (a, b, and c) according to the range requirements. According to the range requirements, the rear end of the battery 9 can be extended to add modules to increase the power. This arrangement and design improves the versatility of the battery 9 to meet different range requirements. The arrangement of the battery 9 on the front floor longitudinal beam 5 realizes the installation of batteries 9 with different ranges on the same vehicle body, and maximizes the commonality of vehicle body parts.

[0057] In one feasible implementation, refer to Figure 9 as well as Figure 10As shown, it also has a front floor 10, and a sill 3 including a sill inner panel 11. The cross-section is along the width direction of the vehicle body. The front floor 10 extends horizontally. The bottom surface of the front floor 10 is connected to the top of the front floor longitudinal beam 5. The side end of the front floor 10 is connected to the sill inner panel 11, which provides better protection for the battery 9. The battery 9 is detachably connected to the bottom of the front floor longitudinal beam 5 by bolts. The front floor longitudinal beam 5 is an inverted trapezoidal structure. An opening is formed at the top of the inverted trapezoidal structure, and a flange is formed at the opening. This flange fits with the front floor 10, preferably by welding. A bolt through hole is provided at the bottom of the inverted trapezoidal structure. A corresponding mounting hole is provided at the corresponding position on the mounting structure of the battery 9. When the mounting hole and the bolt through hole are aligned, the bolts are sequentially passed through the mounting hole and the bolt through hole to achieve a tight fit.

[0058] In traditional structures, the battery 9 is directly mounted on the sill reinforcement plate at the sill 3. During a side collision, the battery 9 is easily deformed, leading to a safety accident. In the embodiment provided by this invention, the battery 9 is arranged on the front floor longitudinal beam 5, with a certain distance between the battery 9 and the sill 3. This prevents energy from being directly transferred to the battery during a collision, making it relatively safer. Simultaneously, a longitudinal beam extension plate 16 is designed between the sill 3 and the front floor longitudinal beam 5 to resist external impacts. The energy absorbed by the vehicle body from external impact loads is placed on the longitudinal beam extension plate 16, which protects the battery 9. This arrangement and structure improve the safety of the battery 9.

[0059] Reference Figures 11 to 15 As shown, the second front beam 2 has a first beam reinforcing plate 12 and a second beam reinforcing plate 13. In the height direction of the vehicle body, there is a space between the second front beam 2 and the lower front panel 15. Both the first beam reinforcing plate 12 and the second beam reinforcing plate 13 are housed within this space. Along the width direction of the vehicle body, the first beam reinforcing plate 12 and the second beam reinforcing plate 13 are connected sequentially.

[0060] The front end of the first main beam reinforcing plate 12 extends to the connection between the first front main beam 1 and the second front main beam 2, and is adapted to the position of the front bulkhead crossbeam 18. In this embodiment, the front end refers to the side closer to the front of the vehicle in the length direction of the vehicle body, and the rear end refers to the side closer to the rear of the vehicle in the length direction of the vehicle body. The first main beam reinforcing plate 12 is an "L" shaped sheet structure. The first side end of the first main beam reinforcing plate 12 is higher than the second side end. Both the first side end and the second side end are folded to form a flange. The first side end of the first main beam reinforcing plate 12 is connected to the lower front bulkhead 15, and the second side end of the first main beam reinforcing plate 12 is connected to the second end of the second main beam reinforcing plate 13. The first main beam reinforcing plate 12 is mainly responsible for transmitting the force of the front collision to the rear extension plate 6 of the front main beam and the longitudinal beam of the front floor 5.

[0061] The second main beam reinforcement plate 13 is a semi-box-shaped structure. The cross-section along the width of the vehicle body is trapezoidal or partially trapezoidal. The bottom of the trapezoidal structure is open. The front end of the second main beam reinforcement plate 13 extends to connect with the front end of the second front main beam 2, and the rear end of the second main beam reinforcement plate 13 extends to connect with the rear end of the second front main beam 2. The second side end of the second main beam reinforcement plate 13 is connected to the second front main beam 2 or the main beam sealing plate 23. The second side end of the second main beam reinforcement plate 13 is located near the sill 3, covering nearly half of the area of ​​the front main beam B. It is responsible for transmitting force to the rear extension plate 6 of the front main beam and the longitudinal beam 5 of the front floor, and also for transmitting force to the sill 3. The sill 3 is connected to the front side plate 24, and the other end of the front side plate 24 is connected to the lower front panel 15.

[0062] The arrangement and connection of the first main beam reinforcement plate 12 and the second main beam reinforcement plate 13 are used to protect the bottom of the passenger compartment. They have good force transmission effect and optimize the collision force transmission path. Under severe collision conditions with increased battery capacity and increased vehicle curb weight, they can resist collision deformation to the maximum extent, so as to achieve high safety for PHEV and EV models.

[0063] In the embodiments provided by the present invention, the front bulkhead is divided into upper and lower parts. The thickness of the lower front bulkhead plate 15 is greater than that of the upper front bulkhead plate 14. The upper front bulkhead plate 14 is made of a thin material. Preferably, the thickness of the upper front bulkhead plate 14 is 0.8 mm, and the thickness of the lower front bulkhead plate 15 is 1.2 mm. The lower front bulkhead plate 15, as a safety component, is made of a thermoformed material that is thicker than that of the upper part. In the event of a frontal collision or an offset collision, the lower front bulkhead plate 15 can resist deformation to the greatest extent and play a role in protecting the passenger compartment.

[0064] Meanwhile, the lower front bulkhead 15 has a raised cavity structure 22, which corresponds to the front bulkhead crossbeam 18. This cavity structure 22 can disperse the impact force transmitted from the first front beam 1 to both sides, which is equivalent to the function of the front bulkhead reinforcement plate in conventional technology, but with the reduction of the front bulkhead reinforcement plate compared to conventional technology. In the event of offset collision or side collision, the front bulkhead crossbeam 18 and the front floor crossbeam 4 can play a pulling role on the non-collision side, avoiding excessive deformation on the collision side and thus preventing excessive damage.

[0065] The present invention also provides a vehicle including the aforementioned body structure.

[0066] The above description, based on the embodiments shown in the figures, details the structure, features, and effects of the present invention. The above description is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the figures. Any changes made in accordance with the concept of the present invention, or equivalent embodiments modified to have equivalent changes, that do not exceed the spirit covered by the specification and figures, should be within the protection scope of the present invention.

Claims

1. A vehicle body structure, characterized in that, This includes the first front beam, the second front beam, the door sill, the front floor crossbeam, the front floor longitudinal beam, and the rear extension plate of the front beam, wherein: The first front beam and the second front beam are arranged sequentially along the length of the vehicle body. The second front beam includes a first beam segment, a second beam segment, and a third beam segment. The first end of the first beam segment is connected to the end of the first front beam. The first end of the second beam segment and the first end of the third beam segment are respectively connected to the second end of the first beam segment. The second end of the second beam segment is connected to the door sill. The second end of the third beam segment is connected to the front floor crossbeam. The first end of the rear extension plate of the front beam is connected to the second end of the first beam segment, and the second end of the rear extension plate of the front beam is connected to the front floor longitudinal beam. Along the width direction of the vehicle body, there is a preset gap between the front floor longitudinal beam and the door sill. The size of the preset gap can be adjusted by controlling the tilt angle between the rear extension plate of the front beam and the length direction of the vehicle body.

2. The vehicle body structure according to claim 1, characterized in that, It also has a subframe, the mounting points of which are all arranged on the second front beam.

3. The vehicle body structure according to claim 1, characterized in that, The second front beam has a battery mounting point.

4. The vehicle body structure according to claim 1, characterized in that, The front floor longitudinal beam has a battery mounting point, and the rear end of the battery is offset from the mounting point of the rear suspension.

5. The vehicle body structure according to claim 4, characterized in that, Along the length of the vehicle body, the rear end of the battery is offset from the mounting point of the rear suspension, and the mounting point of the rear suspension is further away from the second front beam than the battery.

6. The vehicle body structure according to claim 1, characterized in that, The second front beam has a first beam reinforcing plate and a second beam reinforcing plate. Along the width direction of the vehicle body, the first beam reinforcing plate and the second beam reinforcing plate are connected in sequence, wherein: The front end of the first beam reinforcement plate extends to the connection between the first front beam and the second front beam. Along the length of the vehicle body, the position of the first beam reinforcement plate corresponds to the position of the front bulkhead crossbeam. The first side end of the first beam reinforcement plate is connected to the lower front bulkhead plate, and the second side end of the first beam reinforcement plate is connected to the second side end of the second beam reinforcement plate. The front end of the second main beam reinforcement plate extends to connect with the front end of the second front main beam, the rear end of the second main beam reinforcement plate extends to connect with the rear end of the second front main beam, the second side end of the second main beam reinforcement plate is connected to the second front main beam, and the second side end of the second main beam reinforcement plate is located near the door sill along the width direction of the vehicle body.

7. The vehicle body structure according to claim 6, characterized in that, The first main beam reinforcing plate is an "L"-shaped sheet structure, and the second main beam reinforcing plate is a semi-box sheet structure.

8. The vehicle body structure according to claim 1, characterized in that, It also has a front enclosure, which includes an upper front enclosure plate and a lower front enclosure plate, wherein the thickness of the lower front enclosure plate is greater than the thickness of the upper front enclosure plate.

9. The vehicle body structure according to claim 8, characterized in that, The lower front panel has a raised cavity structure.

10. The vehicle body structure according to any one of claims 1-9, characterized in that, A longitudinal beam extension plate is provided between the threshold and the front floor longitudinal beam.

11. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 1-10.

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