A vehicle body and vehicle having a cabin side beam force transmission structure

Abstract

The application provides a vehicle body with a cabin side beam force transmission structure and a vehicle, and relates to the technical field of automobiles, and aims to solve the problem of excessive intrusion of a passenger cabin caused by force concentration on a front wall when an automobile is subjected to a collision. The vehicle body comprises a front collision cross beam, a front wall plate and a cabin side beam. The front collision cross beam is arranged at the front end of the vehicle. The front wall plate is arranged in a spaced manner relative to the front collision cross beam. The cabin side beam comprises a main beam, a first side beam and a second side beam. One end of the main beam is connected to the front collision beam. The first side beam is arranged on the front wall plate. The second side beam is arranged on the front wall plate. One end of each of the first side beam and the second side beam is connected to the other end of the main beam. In this way, the impact force transmitted by the front collision cross beam is transmitted to the front wall plate by the first side beam and the second side beam respectively, so that the impact force is quickly and effectively transmitted, and the deformation of the cabin side beam caused by the concentration of the impact force on the cabin side beam is avoided, thereby affecting the passenger cabin.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a vehicle body and vehicle with a load-bearing structure for engine compartment side beams. Background Technology

[0002] A car body shell is typically divided into three sections: the front body, the middle body, and the rear body, along with related components. The front body, or front structure, usually consists of components such as the front collision beam, front fenders, front bulkhead, and front side beams. In the event of a collision, the collision energy is absorbed by the front of the vehicle and the collision load is transferred and dispersed to the rear.

[0003] In existing technologies, the front frame structure of the vehicle body is of a single type. In most models, the front side beam overlaps too little with the rear frame of the vehicle body, which fails to effectively transfer collision energy. Furthermore, the front part of the vehicle body is limited by the vehicle body structure, resulting in poor rigidity of the front part. In the event of a collision, the front part is not very effective in transferring and dispersing the collision force, which can easily lead to damage to the front part. Therefore, the concentrated force on the front part and the excessive intrusion into the passenger compartment when a car is involved in a collision is an urgent problem that needs to be solved. Summary of the Invention

[0004] This application provides a vehicle body and vehicle with a cabin side beam force transmission structure to solve the problem of excessive intrusion into the passenger compartment due to concentrated force on the front of the vehicle when it is involved in a collision.

[0005] In a first aspect of this application, to address the aforementioned problems, a vehicle body with a cabin side beam force transmission structure is provided. The vehicle body includes: a front collision crossbeam, a front bulkhead, and a cabin side beam. The front collision crossbeam is disposed at the front end of the vehicle. The front bulkhead and the front collision crossbeam are spaced apart. The cabin side beam includes: a main beam, a first side beam, and a second side beam. One end of the main beam is connected to the front collision beam; the first side beam is disposed on the front bulkhead; the second side beam is disposed on the front bulkhead, and one end of both the first and second side beams is connected to the other end of the main beam.

[0006] In this way, when the front collision beam is impacted by an external force, the front collision beam will transfer the impact force to the cabin side beams. The impact force on the cabin side beams is then transferred from the main beam to the first and second side beams. Since the first and second side beams are located on the front bulkhead, the forces on them are transferred to the front bulkhead. Because the impact force transmitted by the front collision beam is transferred to the front bulkhead through the first and second side beams respectively, the impact force is quickly and effectively transferred, preventing the impact force from concentrating on the cabin side beams and causing deformation that could affect the passenger compartment.

[0007] In some embodiments, the vehicle body further includes a lower crossbeam of the front wall panel, which is disposed on the front wall panel and connected to the other end of the first side beam.

[0008] In this way, the impact force transmitted from the front collision beam to the first side beam can be transmitted to the lower front bulkhead beam. The lower front bulkhead beam can disperse the impact force and prevent the impact force from being concentrated on the cabin side beam, so that the deformation of the cabin side beam will affect the passenger compartment.

[0009] In some embodiments, the vehicle body further includes a sill side beam disposed on the front panel, one end of the sill side beam being located on the side of the front panel and connected to the other end of the second side beam, and the other end of the sill side beam extending away from the front collision beam.

[0010] In this way, the impact force transmitted from the front collision beam to the second side beam can be transmitted to the door sill side beam. The door sill side beam can then transmit the impact force to the rear of the vehicle body, preventing the impact force from being concentrated on the engine compartment side beam and causing deformation of the engine compartment side beam to affect the passenger compartment.

[0011] In some embodiments, the first side beam and the second side beam are connected at one end near the main beam.

[0012] In this way, connecting the first and second side beams at the ends closest to the main beam can prevent breakage at the connection point when the main beam is subjected to excessive impact force, thereby increasing the strength of the connection point between the first and second side beams and the main beam, and thus improving the impact resistance of the cabin side beams.

[0013] In some embodiments, the first side beam, the second side beam, and the main beam are an integral structure.

[0014] Understandably, by making the first side beam, the second side beam, and the main beam a single integrated structure, compared to welding or bolting them together, the integrated structure can withstand greater impact forces at the joints, preventing the cabin side beams from breaking at the joints when subjected to large impacts, thus improving the impact resistance of the cabin side beams.

[0015] In some embodiments, a first U-shaped groove, a second U-shaped groove, and a third U-shaped groove are formed on the cabin side beam. One end of the first, second, and third U-shaped grooves intersects, and the third U-shaped groove is located on the side of the first and second U-shaped grooves closer to the forward collision crossbeam. A peripheral wall enclosing the first U-shaped groove forms a first side beam, a peripheral wall enclosing the second U-shaped groove forms a second side beam, and a peripheral wall enclosing the third U-shaped groove forms a main beam.

[0016] Thus, when the first side beam is subjected to a large impact force, the side beam of the first U-shaped groove can provide stress perpendicular to the direction of impact force transmission, preventing the first side beam from deforming. The side beam of the first U-shaped groove can improve the shear and bending resistance of the first side beam, thereby increasing the strength of the first side beam.

[0017] Furthermore, the second side beam and the main beam have the same effect as the first side beam, which will not be elaborated upon here.

[0018] In some embodiments, the vehicle body further includes a reinforcing member, which includes a first reinforcing part, a second reinforcing part, and a third reinforcing part. The first reinforcing part, the second reinforcing part, and the third reinforcing part are arranged in a Y-shape, with the first reinforcing part disposed in a first U-shaped groove, the second reinforcing part disposed in a second U-shaped groove, and the third reinforcing part disposed in a third U-shaped groove.

[0019] In this way, when the cabin side beam is subjected to the impact force transmitted by the front collision beam, the reinforcement can bear the impact force together with the cabin side beam, thereby improving the strength of the cabin beam. The first, second and third reinforcement parts are arranged in a Y shape, so that the impact force can be transmitted from the third reinforcement part, which is set in the third U-shaped groove, to the first and second reinforcement parts respectively, making the impact force transfer smoother and avoiding the impact force being concentrated on the cabin side beam, which would cause the cabin side beam to deform and affect the passenger compartment.

[0020] In some embodiments, the cabin side beam further includes a boss disposed between the first reinforcement and the second reinforcement shown, and the boss is located on the side of the third reinforcement away from the front collision beam.

[0021] In this way, when the engine compartment side beam is subjected to the impact force transmitted from the front collision crossbeam, the impact force is blocked by the boss. The boss disperses the impact force transmitted from the engine compartment side beam into two forces, which are then transmitted to the rear of the vehicle body by the first and second side beams. This makes the impact transmission smoother and avoids the impact force being concentrated at the connection between the main beam and the first and second side beams, which could lead to damage at the connection. The boss also increases the stress-bearing area of ​​the engine compartment side beam at the connection between the main beam and the first and second side beams, improving the strength of the connection and thus increasing the strength of the engine compartment side beam.

[0022] In some embodiments, the first reinforcing part, the second reinforcing part, and the third reinforcing part are an integral structure.

[0023] Understandably, by making the first, second, and third reinforcing parts into a single structure, compared to welding or bolting them together, the integrated structure can withstand greater impact forces at the joints, preventing the reinforcing parts from breaking at the joints when subjected to large impact forces, thereby improving the impact resistance of the cabin side beams.

[0024] In a second aspect of this application, a vehicle is provided, the vehicle comprising: the aforementioned vehicle body having a cabin side beam force transmission structure.

[0025] Since the vehicle provided in this application includes the vehicle body with the engine compartment side beam force transmission structure as described in the first aspect above, the two can solve the same problem and achieve the same effect, and will not be described in detail here.

[0026] Therefore, the above-mentioned technical features of this application have the following beneficial effects:

[0027] (1) In this way, when the front collision beam is impacted by an external force, the front collision beam will transfer the impact force to the cabin side beams. The impact force on the cabin side beams is then transferred from the main beam to the first and second side beams. Since the first and second side beams are located on the front bulkhead, the forces on the first and second side beams will be transferred to the front bulkhead. Because the impact force transmitted by the front collision beam is transferred to the front bulkhead by the first and second side beams respectively, the impact force is effectively transferred, avoiding the impact force from being concentrated on the cabin side beams, which would cause the cabin side beams to deform and affect the passenger compartment.

[0028] (2) It is understandable that by setting the first side beam, the second side beam and the main beam as an integral structure, compared with the connection method of welding or bolting the first side beam, the second side beam and the main beam, the integral structure can withstand greater impact force at the connection point, avoid the cabin side beam from breaking at the connection point when subjected to a large impact force, and improve the impact resistance of the cabin side beam.

[0029] (3) It is understandable that by setting the first side beam, the second side beam and the main beam as an integral structure, compared with the connection method of welding or bolting the first side beam, the second side beam and the main beam, the integral structure can withstand greater impact force at the connection point, avoid the cabin side beam from breaking at the connection point when subjected to a large impact force, and improve the impact resistance of the cabin side beam.

[0030] (4) In this way, when the cabin side beam is subjected to the impact force transmitted by the front collision beam, the reinforcement can bear the impact force together with the cabin side beam, thereby improving the strength of the cabin beam. The first reinforcement, the second reinforcement and the third reinforcement are arranged in a Y shape, and the impact force can be transmitted from the third reinforcement in the third U-shaped groove to the first reinforcement and the second reinforcement respectively, so that the impact force is transferred more smoothly and avoids the impact force being concentrated on the cabin side beam, which would cause the cabin side beam to deform and affect the passenger compartment.

[0031] (5) In this way, when the cabin side beam is subjected to the impact force transmitted by the front collision crossbeam, the impact force will be blocked by the boss. The boss disperses the impact force transmitted from the cabin side beam into two forces, which are then transmitted to the rear vehicle body by the first and second side beams, making the impact transmission smoother and avoiding the impact force from concentrating at the connection between the main beam and the first and second side beams, which could lead to damage at the connection. The boss also increases the stress area of ​​the cabin side beam at the connection between the main beam and the first and second side beams, improving the strength of the connection and thus improving the strength of the cabin side beam. Attached Figure Description

[0032] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application. Figure 1 A schematic diagram of a prior art force transmission structure provided in the embodiments of this application;

[0033] Figure 1 A bottom view of a prior art cabin side beam force transmission structure provided in an embodiment of this application;

[0034] Figure 2 A bottom view of the cabin side beam force transmission structure provided in the embodiments of this application;

[0035] Figure 3 This application provides a partial structural schematic diagram of a vehicle body with a cabin side beam force transmission structure, as shown in the embodiments of this application.

[0036] Figure 4 A schematic diagram illustrating one arrangement of the first and second side beams provided in an embodiment of this application;

[0037] Figure 5 A schematic diagram illustrating another configuration of the first and second side beams provided in an embodiment of this application;

[0038] Figure 6 A top view of the cabin side beam force transmission structure provided in the embodiments of this application;

[0039] Figure 7 This is a structural schematic diagram of the cabin side beam force transmission structure provided in the embodiments of this application. Detailed Implementation

[0040] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0041] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0042] A car body shell is typically divided into three sections: the front body, the middle body, and the rear body, along with related components. The front body, or front structure, usually consists of components such as the front collision beam, front fenders, front bulkhead, and front side beams. In the event of a collision, the collision energy is absorbed by the front of the vehicle and the collision load is transferred and dispersed to the rear.

[0043] In existing technologies, such as Figure 1 As shown, the front frame structure of the vehicle body is of a single type. In most models, the overlap between the front side beam 1 and the front wall panel crossbeam 2 of the rear frame is too small. At the connection point 3 between the front side beam 1 and the front wall panel crossbeam 2, the collision energy cannot be effectively transferred. Part of the impact force A is transferred along the front wall panel crossbeam 2, part of the impact force B is transferred along the door sill side beam, and most of the impact force C is concentrated near the connection point 3, which is prone to breakage. In addition, the front bulkhead 4 of the vehicle body is limited by the vehicle body structure, resulting in poor rigidity of the front bulkhead. When a collision occurs, the front bulkhead 4 has a poor effect on the transfer and dispersion of collision force, which can easily lead to damage to the front bulkhead 4. Therefore, when the vehicle is hit by a collision, the front bulkhead 4 is subjected to concentrated force, resulting in excessive intrusion into the passenger compartment.

[0044] In the first aspect of this application, to solve the above-mentioned problems, a vehicle body with a cabin side beam force transmission structure is provided, such as... Figure 2 As shown, the vehicle body 100 may include a front collision beam, a front bulkhead 10, and a cabin side beam 20. The front collision beam is located at the front end of the vehicle. The front bulkhead 10 is spaced apart from the front collision beam.

[0045] The front collision beam is the first beam behind the front bumper of a vehicle. It is connected to the front bumper. When a collision occurs, the impact force is transferred from the front bumper to the front collision beam. The front collision beam can effectively absorb the collision energy, thereby reducing the damage to other parts of the vehicle body.

[0046] Among them, the front wall panel 10 is the partition between the engine compartment and the passenger compartment. It is connected to the vehicle floor and front pillars and is installed under the front cover, which is the upper cover of the engine compartment.

[0047] like Figure 3 As shown, the two cabin side beams 20 are respectively set on opposite sides of the cabin to support the front of the vehicle and can transfer the impact force received by the front collision beam to the rear of the vehicle body 100.

[0048] For example Figure 2 As shown, the cabin side beam 20 may include: a main beam 21, a first side beam 22, and a second side beam 23. One end of the main beam 21 is connected to the front collision crossbeam. The first side beam 22 is mounted on the front bulkhead 10, and the second side beam 23 is mounted on the front bulkhead 10. One end of both the first side beam 22 and the second side beam 23 is connected to the other end of the main beam 21.

[0049] The connection between the main beam 21 and the front collision crossbeam can be welding, bolting, or snap-fit ​​connection, etc., and this application does not limit this.

[0050] In this way, when the front collision beam is impacted by an external force, the front collision beam will transfer the impact force to the cabin side beam 20. The impact force on the cabin side beam 20 is then transferred from the main beam 21 to the first side beam 22 and the second side beam 23. Since the first side beam 22 and the second side beam 23 are mounted on the front bulkhead 10, the force on the first side beam 22 and the second side beam 23 will be transferred to the front bulkhead 10. Because the impact force transmitted by the front collision beam is transferred to the front bulkhead 10 by the first side beam 22 and the second side beam 23 respectively, the impact force is effectively transferred, avoiding the impact force from concentrating on the cabin side beam 20, which could deform and affect the passenger compartment.

[0051] In some embodiments, such as Figure 3 As shown, the vehicle body 100 may be provided with two sets of engine compartment side beams 20. The two sets of engine compartment side beams 20 are respectively located on opposite sides of the central axis L of the vehicle body 100, and the two sets of engine compartment side beams 20 are connected by beams.

[0052] In this way, when the front collision beam is impacted by an external force, the front collision beam will transfer the impact force to the cabin side beam 20. The two sets of cabin side beams 20 can effectively and evenly transfer the impact force, avoiding the impact force from being concentrated on one side of the cabin side beam 20, so that the deformation of one side of the cabin side beam 20 will affect the passenger compartment.

[0053] In some embodiments, such as Figure 2 As shown, the vehicle body 100 also includes a front wall panel lower crossbeam 11, which is disposed on the front wall panel 10 and is connected to the other end of the first side beam 22.

[0054] In this way, the impact force transmitted from the front collision beam to the first side beam 22 can be transmitted to the front bulkhead lower beam 11. The front bulkhead lower beam 11 can disperse the impact force and avoid the impact force being concentrated on the cabin side beam 20, so that the deformation of the cabin side beam 20 will affect the passenger compartment.

[0055] In some embodiments, such as Figure 2 As shown, the vehicle body 100 also includes: a sill side beam 30, which is disposed on the front wall panel 10. One end of the sill side beam 30 is located on the side of the front wall panel 10 and is connected to the other end of the second side beam 23. The other end of the sill side beam 30 extends away from the front collision beam.

[0056] In this way, the impact force transmitted from the front collision beam to the second side beam 22 can be transmitted to the sill side beam 30. The sill side beam 30 can transmit the impact force to the rear vehicle body 100, avoiding the impact force from being concentrated on the engine compartment side beam 20, so that the deformation of the engine compartment side beam 20 will affect the passenger compartment.

[0057] In some embodiments, such as Figure 4 As shown, the end of the first side beam 22 near the main beam 21 and the end of the second side beam 23 near the main beam 21 are connected to each other.

[0058] In this way, connecting the first side beam 22 and the second side beam 23 at the end closest to the main beam 21 can prevent the main beam 21 from breaking at the connection point with the first side beam 22 and the second side beam 23 when the impact force on it is too great. This improves the strength of the connection point between the first side beam 22 and the second side beam 23 at the end closest to the main beam 21, thereby improving the impact resistance of the cabin side beam 20.

[0059] In other embodiments, such as Figure 5 As shown, the ends of the first side beam 22 and the second side beam 23 near the main beam 21 are not connected, that is, the ends of the first side beam 22 and the second side beam 23 near the main beam 21 can be set at intervals.

[0060] In some embodiments, the first side beam 22, the second side beam 23, and the main beam 21 are an integral structure.

[0061] Understandably, by setting the first side beam 22, the second side beam 23, and the main beam 21 as an integrated structure, compared to connecting the first side beam 22, the second side beam 23, and the main beam 21 through welding or bolting, the integrated structure can withstand greater impact forces at the connection points of the first side beam 22, the second side beam 23, and the main beam 21, preventing the cabin side beam 20 from breaking at the connection points when subjected to large impact forces, thus improving the impact resistance of the cabin side beam 20.

[0062] In some embodiments, such as Figure 3 and Figure 6As shown, a first U-shaped groove 41, a second U-shaped groove 42, and a third U-shaped groove 43 are formed on the cabin side beam 20. One end of the first U-shaped groove 41, the second U-shaped groove 42, and the third U-shaped groove 43 intersects, and the third U-shaped groove 43 is located on the side of the first U-shaped groove 41 and the second U-shaped groove 42 closer to the front collision crossbeam. The peripheral wall surrounding the first U-shaped groove 41 forms a first side beam 22, the peripheral wall surrounding the second U-shaped groove 42 forms a second side beam 23, and the peripheral wall surrounding the third U-shaped groove 43 forms a main beam 21.

[0063] Among them, such as Figure 7 As shown, the first U-shaped groove 41 may include a first side 411, a second side 412, and a bottom edge 413. The first side 411 and the second side 412 are respectively disposed on opposite sides of the bottom edge 413, and both the first side 411 and the second side 412 are connected to the bottom edge 413. The first side 411 may also be provided with a first flange surface 414, which is used to connect with the front wall panel 10.

[0064] Thus, when the first side beam 22 is subjected to a large impact force, the first side 411 and the second side 412 of the first U-shaped groove 41 can provide stress perpendicular to the direction of impact force transmission, preventing the first side beam 22 from deforming. The first side 411 and the second side 412 of the first U-shaped groove 41 can improve the shear and bending resistance of the first side beam 22, thereby increasing the strength of the first side beam 22. Furthermore, the first side 411 is provided with a first flange surface for connecting with the front wall panel 10, so that the front wall panel 10 can transmit part of the impact force, thereby increasing the bearing capacity of the first side beam 22 and improving the impact resistance of the cabin side beam 20.

[0065] In addition, the first side 411, the second side 412 and the bottom side 413 can be an integral structure, thereby increasing the strength of the first U-shaped groove 41 and preventing breakage at the connection between the first side 411, the second side 412 and the bottom side 413.

[0066] Furthermore, the technical effects of the second side beam 23 and the main beam 21 are the same, and can be referred to the description of the first side beam 22, which will not be repeated here.

[0067] In some embodiments, such as Figure 7 As shown, the vehicle body 100 also includes a reinforcing member 24, which includes a first reinforcing part 241, a second reinforcing part 242 and a third reinforcing part 243. The first reinforcing part 241, the second reinforcing part 242 and the third reinforcing part 243 are arranged in a Y shape, and the first reinforcing part 241 is disposed in the first U-shaped groove 41, the second reinforcing part 242 is disposed in the second U-shaped groove 42 and the third reinforcing part 243 is disposed in the third U-shaped groove 43.

[0068] In this way, when the cabin side beam 20 is subjected to the impact force transmitted by the front collision beam, the reinforcing member 24 can bear the impact force together with the cabin side beam 20, thereby improving the strength of the cabin beam. The first reinforcing part 241, the second reinforcing part 242 and the third reinforcing part 243 are arranged in a Y shape. The impact force can be transmitted from the third reinforcing part 243, which is set in the third U-shaped groove 43, to the first reinforcing part 241 and the second reinforcing part 242 respectively, so that the impact force is transferred more smoothly and avoids the impact force being concentrated on the cabin side beam 20, which would cause the cabin side beam 20 to deform and affect the passenger compartment.

[0069] In one possible structural design, such as Figure 7 As shown, the first reinforcing part 241, the second reinforcing part 242 and the third reinforcing part 243 can all enclose the U-shaped groove 244, and the reinforcing part 24 is fitted with the side beam 20 of the cabin, that is, the first reinforcing part 241 is fitted with the first side beam 22, the second reinforcing part 242 is fitted with the second side beam 23, and the third reinforcing part 243 is fitted with the main beam 21.

[0070] Thus, the side beams of the U-shaped groove 244 can provide stress perpendicular to the direction of impact force transmission, which can improve the shear and bending resistance of the stiffener 24, prevent the stiffener 24 from deforming, and by fitting the stiffener 24 close to the cabin side beam 20, the impact force of the cabin side beam 20 can be evenly transferred to the stiffener 24, preventing the connection between the cabin side beam 20 and the stiffener 24 from breaking when the impact force is too large, thereby improving the strength of the cabin side beam 20.

[0071] In some embodiments, such as Figure 7 As shown, the cabin side beam 20 also includes a boss 25, which is disposed between the first reinforcement 241 and the second reinforcement 242 shown, and the boss 25 is located on the side of the third reinforcement 243 away from the front collision beam.

[0072] In this way, when the cabin side beam 20 is subjected to the impact force transmitted from the front collision beam, the impact force will be blocked by the boss 25. The boss 25 can disperse the impact force transmitted from the cabin side beam 20 into two forces, which are then transmitted to the rear vehicle body 100 by the first side beam 22 and the second side beam 23, making the impact transmission smoother and avoiding the impact force from concentrating at the connection between the main beam 21 and the first side beam 22 and the second side beam 23, which could lead to damage at the connection. The boss 25 also increases the stress-bearing area of ​​the cabin side beam 20 at the connection between the main beam 21 and the first side beam 22 and the second side beam 23, improving the strength of the connection and thus improving the strength of the cabin side beam 20.

[0073] In other embodiments, such as Figure 7 As shown, the side of the boss 25 closest to the front wall panel 10 is configured as a table surface 251, and the table surface 251 is connected to the front wall panel 10.

[0074] In this way, when the impact force is transmitted from the main beam 21 to the part where the boss 25 is located, since the boss 25 is connected to the front wall panel 10, the front wall panel 10 can transmit part of the impact force, thereby increasing the bearing capacity of the boss 25 and improving the strength of the cabin side beam 20.

[0075] In some embodiments, the first reinforcing part 241, the second reinforcing part 242, and the third reinforcing part 243 are an integral structure.

[0076] Understandably, by setting the first reinforcing part 241, the second reinforcing part 242, and the third reinforcing part 243 as an integral structure, compared with the connection methods such as welding or bolting the first reinforcing part 241, the second reinforcing part 242, and the third reinforcing part 243, the integral structure can withstand greater impact force at the connection point, avoid the reinforcing part 24 from breaking at the connection point when subjected to a large impact force, and thus improve the impact resistance of the cabin side beam 20.

[0077] In a second aspect of this application, a vehicle is provided, the vehicle comprising: the aforementioned vehicle body 100 having a cabin side beam force transmission structure.

[0078] Since the vehicle provided in this application embodiment includes the vehicle body 100 with the engine compartment side beam force transmission structure as described in the first aspect above, the two can solve the same problem and achieve the same effect, and will not be described in detail here.

[0079] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle body with a cabin side beam force transmission structure, characterized in that, The vehicle body includes: The front collision beam is located at the front of the vehicle; The front wall panel is spaced apart from the front collision beam; The cabin side beam includes: The main beam, one end of which is connected to the front collision crossbeam; The first side beam is disposed on the front wall panel; The second side beam is disposed on the front wall panel, and one end of both the first side beam and the second side beam is connected to the other end of the main beam. The first side beam, the second side beam, and the main beam are an integral structure; The cabin side beam has a first U-shaped groove, a second U-shaped groove and a third U-shaped groove formed thereon. One end of the first U-shaped groove, the second U-shaped groove and the third U-shaped groove intersects, and the third U-shaped groove is located on the side of the first U-shaped groove and the second U-shaped groove that is close to the front collision beam. The first side beam is formed by enclosing the peripheral wall of the first U-shaped groove, the second side beam is formed by enclosing the peripheral wall of the second U-shaped groove, and the main beam is formed by enclosing the peripheral wall of the third U-shaped groove. The vehicle body also includes; The reinforcing member includes a first reinforcing part, a second reinforcing part, and a third reinforcing part. The first reinforcing part, the second reinforcing part, and the third reinforcing part are arranged in a Y-shape. The first reinforcing part is disposed in the first U-shaped groove, the second reinforcing part is disposed in the second U-shaped groove, and the third reinforcing part is disposed in the third U-shaped groove.

2. A vehicle body with a cabin side beam force transmission structure according to claim 1, characterized in that, The vehicle body also includes: A lower crossbeam of the front wall panel is disposed on the front wall panel and is connected to the other end of the first side beam.

3. A vehicle body with a cabin side beam force transmission structure according to claim 1 or 2, characterized in that, The vehicle body also includes: A sill side beam is provided on the front wall panel. One end of the sill side beam is located on the side of the front wall panel and is connected to the other end of the second side beam. The other end of the sill side beam extends away from the front collision beam.

4. A vehicle body with a cabin side beam force transmission structure according to claim 1, characterized in that, The end of the first side beam near the main beam is connected to the end of the second side beam near the main beam.

5. A vehicle body with a cabin side beam force transmission structure according to claim 1, characterized in that, The cabin side beam also includes: A boss is disposed between the first reinforcing part and the second reinforcing part shown, and the boss is located on the side of the third reinforcing part away from the front collision beam.

6. A vehicle body with a cabin side beam force transmission structure according to claim 1, characterized in that, The first reinforcing part, the second reinforcing part, and the third reinforcing part are an integral structure.

7. A vehicle, characterized in that, include: The vehicle body with a cabin side beam force transmission structure as described in any one of claims 1-6 above.

Images