Vehicle body structure and vehicle

Abstract

The invention discloses a vehicle body structure and a vehicle. The vehicle body structure comprises a middle channel, a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly and a second longitudinal beam, wherein the front anti-collision beam, the first longitudinal beam, the front wall cross beam assembly and the second longitudinal beam are sequentially connected end to end to form a frame structure. The middle channel is located on the rear side of the front wall cross beam assembly and connected with the front wall cross beam assembly. The vehicle body structure further comprises a first energy absorption structure arranged on the first longitudinal beam, a second energy absorption structure arranged on the second longitudinal beam and a third energy absorption structure located in the frame structure, the third energy absorption structure is connected with the front wall cross beam assembly, and at least part of the third energy absorption structure is closer to the front anti-collision beam relative to the front wall cross beam assembly. In the vehicle body structure, through the third energy absorption structure connected with the front wall cross beam assembly, the front wall intrusion amount can be reduced, the collision resistance of the whole vehicle is improved, unification of power assembly mounting points is facilitated, and the design difficulty of the front wall cross beam assembly is reduced.

Description

Technical Field

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

[0002] In the pursuit of space utilization, more and more new energy hybrid vehicles today reduce the distance from the center of the front wheel to the heel point (that is, the horizontal distance from the center of the front wheel to the accelerator pedal) to increase the proportion of passenger compartment space, but it will lead to a smaller cabin layout space. Moreover, based on the current extreme pursuit of vehicle styling, the cabin layout space will also become smaller. Therefore, in the cabin of traditional vehicles, components such as the powertrain and radiator occupy most of the layout space. When a collision occurs at the front of the vehicle, the intrusion of the front enclosure is often too large, and the collision resistance of the entire vehicle is poor.

[0003] Moreover, in general, the front anti-collision assembly of the traditional vehicle body structure includes a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly and a second longitudinal beam which are connected end to end to form a "mouth"-shaped frame structure. Among them:

[0004] 1) Since the powertrain sizes of different models vary greatly, in order to avoid excessive intrusion of large-sized powertrains under collision conditions, it is necessary to arrange large-sized powertrains relatively forward and small-sized powertrains relatively backward, resulting in the inability to unify the powertrain installation points.

[0005] 2) In order to prevent the powertrain from colliding with the front crossbeam assembly and then invading the cab and injuring the occupants, it is necessary to control the amount of intrusion by increasing the material thickness of the front crossbeam assembly, increasing the cross-section of the parts, and improving the material strength, which makes the design of the front crossbeam assembly more difficult. Summary of the invention

[0006] In view of this, the purpose of the present application is to provide a body structure and a vehicle that can reduce the amount of front panel intrusion, improve the crash resistance of the entire vehicle, and is conducive to the unification of powertrain installation points and reducing the design difficulty of the front panel crossbeam assembly.

[0007] To achieve the above objectives, this application provides the following technical solutions:

[0008] A vehicle body structure, comprising a central channel, and a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly, and a second longitudinal beam connected end to end in sequence to form a frame structure, wherein the central channel is located at the rear side of the front wall cross beam assembly and is connected to the front wall cross beam assembly;

[0009] The vehicle body structure also includes

[0010] a first energy absorbing structure, disposed on the first longitudinal beam;

[0011] a second energy absorbing structure, disposed on the second longitudinal beam;

[0012] The third energy absorbing structure is located in the frame structure and connected to the front wall cross beam assembly. Moreover, at least a portion of the third energy absorbing structure is closer to the front anti-collision beam than the front wall cross beam assembly.

[0013] Optionally, in the above vehicle body structure, the third energy absorbing structure includes a plurality of crush ribs arranged in sequence along a first direction, and the first direction is perpendicular to the length direction of the front wall cross beam assembly.

[0014] Optionally, in the above vehicle body structure, a collapse gap having a distance greater than zero is provided between adjacent collapse ribs;

[0015] And / or, at least part of the collapse ribs include a main board area and a side area located at at least one side edge of the main board area, the length direction of the side area is perpendicular to the first direction, and the thickness of the side area gradually decreases in a direction away from the main board area.

[0016] Optionally, in the above vehicle body structure, the first energy absorbing structure includes a first energy absorbing box, one end of the first energy absorbing box is connected to the front anti-collision beam, and the other end of the first energy absorbing box is connected to the front end of the first longitudinal beam.

[0017] Optionally, in the above vehicle body structure, the second energy absorbing structure includes a second energy absorbing box, one end of the second energy absorbing box is connected to the front bumper beam, and the other end of the second energy absorbing box is connected to the front end of the second longitudinal beam.

[0018] Optionally, in the above vehicle body structure, the third energy absorption structure includes a third energy absorption box, the third energy absorption box is aligned front to back with the center channel, and is respectively connected to the front side and rear side of the front lower plate in the front cross beam assembly.

[0019] Optionally, in the above vehicle body structure: the rear end of the top surface of the third energy absorption box is connected to the front panel cross beam assembly; the rear end of the bottom surface of the third energy absorption box extends backward along the front panel lower plate relative to the rear end of the top surface of the third energy absorption box.

[0020] Optionally, in the above vehicle body structure, one or more collapse holes are provided on the upper side of the third energy absorption box;

[0021] And / or, the lower side of the third energy absorption box is provided with one or more collapse holes;

[0022] And / or, the front end of the third energy absorption box is provided with one or more collapse holes;

[0023] And / or, collapse holes are provided at at least some of the corners of the front end of the third energy absorption box.

[0024] Optionally, in the above vehicle body structure, the front end of the third energy absorption box is away from the front wall cross beam assembly, and the projection area of ​​the front end in the vertical plane is S1;

[0025] The rear end of the third energy absorption box is connected to the front wall cross beam assembly, and the projection area of ​​the rear end in the vertical plane is S2, S2>S1.

[0026] Optionally, in the above vehicle body structure, the third energy absorption box includes:

[0027] The box body unit has a first collapse zone disposed on its lower side, wherein the first collapse zone includes a plurality of first collapse ribs sequentially arranged along the first direction;

[0028] The cover unit has a second collapse zone disposed on its upper side, and the second collapse zone has a plurality of second collapse ribs arranged in sequence along the first direction;

[0029] Wherein, the cover unit is buckled on the upper opening of the box unit.

[0030] Optionally, in the above vehicle body structure, the box unit further includes:

[0031] A first side plate, located on the left and right sides of the first crumple zone;

[0032] A first top plate, located at the front side of the first crumple zone;

[0033] The first connecting portion is located at the rear side of the first crumple zone and is used for connecting with the front enclosure cross beam assembly.

[0034] Optionally, in the above vehicle body structure, the cover unit further includes:

[0035] A second side plate, located at left and right sides of the second crumple zone;

[0036] a second top plate, located at the front side of the second crumple zone;

[0037] The second connecting portion is located at the rear side of the second crumple zone and is used for connecting with the front enclosure cross beam assembly.

[0038] Optionally, in the above vehicle body structure, the third energy absorbing structure is welded to the front wall cross beam assembly or connected via fasteners.

[0039] Optionally, in the above vehicle body structure, the third energy absorbing structure includes a sheet metal structural member.

[0040] A vehicle is provided with the vehicle body structure as described above.

[0041] It can be seen from the above technical solution that in the vehicle body structure provided by the present application, not only are energy absorption structures respectively arranged on the first longitudinal beam and the second longitudinal beam, but a third energy absorption structure is also additionally arranged on the front side of the front panel cross beam assembly. The third energy absorption structure can directly and specifically play an energy absorption and buffering role for the powertrain and other devices in the engine compartment when a collision occurs at the front of the vehicle, thereby reducing the amount of entry of the powertrain and other devices in the engine compartment into the passenger compartment, thereby avoiding the problem of excessive intrusion of the front panel and poor crash resistance of the entire vehicle.

[0042] Moreover, in the vehicle body structure provided by the present application, since a third energy absorption structure is added to the front side of the front panel cross beam assembly, energy absorption and buffering can be carried out specifically for powertrains of different sizes, which is beneficial to the unification of the powertrain installation points.

[0043] In addition, in the vehicle body structure provided in the present application, since a third energy absorbing structure is added to the front side of the front dash cross beam assembly, the strength requirement for the front dash cross beam assembly can be reduced, thereby helping to reduce the design difficulty of the front dash cross beam assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0045] Figure 1 A schematic diagram of a vehicle body structure provided in an embodiment of the present application.

[0046] Figure 2 for Figure 1 Schematic diagram of the combined structure of the third energy absorption box and the front wall cross beam assembly.

[0047] Figure 3 for Figure 1 Side view of the combined structure of the third energy absorption box, front wall cross beam assembly and center channel.

[0048] Figure 4 for Figure 3 Schematic diagram of the exploded structure of the third energy absorption box, front wall cross beam assembly and center channel.

[0049] Figure 5 It is a schematic diagram of the exploded structure of the third energy absorption box and the lower front panel.

[0050] Figure 6 It is a schematic diagram of the combined structure of the third energy absorption box and the front lower panel.

[0051] Figure 7 for Figure 6 A partial enlarged view of the combined structure at the bottom connection area.

[0052] Figure 8 A schematic diagram of the overall structure of a third energy absorption box provided in an embodiment of the present application.

[0053] Fig. 9 for Figure 8 Side view of the third energy absorption box in FIG.

[0054] Fig.10 for Figure 8 Schematic diagram of the exploded structure of the third energy absorption box shown in FIG.

[0055] Fig.11 A schematic diagram of the combined structure of a vehicle body structure and an engine assembly provided in an embodiment of the present application.

[0056] Fig.12 A top view of the combined structure of the third energy absorption box and its surrounding devices in the vehicle provided in an embodiment of the present application.

[0057] Fig.13 A schematic diagram of the structure and partial dimensions of a first longitudinal beam and a second longitudinal beam in a vehicle provided with a third energy absorption box provided in an embodiment of the present application.

[0058] Fig.14 A schematic diagram of the structure and partial dimensions of a first longitudinal beam and a second longitudinal beam in a vehicle without a third energy absorption box is provided in a pair of ratios.

[0059] in:

[0060] 1-front anti-collision beam, 21-first longitudinal beam, 22-second longitudinal beam, 3-third energy absorption box,

[0061] 4-front wall crossbeam assembly, 40-front wall crossbeam body, 41-front wall plate, 42-front wall lower plate,

[0062] 5-Middle channel, 6-Powertrain,

[0063] 7-high voltage wiring harness, 8-fuel pipe, 9-steering, 10-exhaust pipe, 11-wheel bag,

[0064] 301-collapse ribs, 302-collapse gaps, 303-collapse holes,

[0065] 31-box unit, 32-cover unit,

[0066] 311-first collapse zone, 3111-first collapse rib,

[0067] 312-first side plate, 313-first connecting portion, 314-first top plate,

[0068] 321- second collapse zone, 3211- second collapse rib,

[0069] 322 - second side plate, 323 - second connecting portion, 324 - second top plate. DETAILED DESCRIPTION

[0070] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0071] See also Figure 1 The embodiment of the present application provides a vehicle body structure, which includes a central channel 5, and a front anti-collision beam 1, a first longitudinal beam 21, a front wall cross beam assembly 4, and a second longitudinal beam 22 which are connected end to end to form a U-shaped frame structure. The central channel 5 is located at the rear side of the front wall cross beam assembly 4 (that is, the central channel 5 is located on the side of the front wall cross beam assembly 4 away from the front anti-collision beam 1), and the central channel 5 is fixedly connected to the front wall cross beam assembly 4.

[0072] In addition, the vehicle body structure also includes a first energy absorption structure arranged on the first longitudinal beam 21, a second energy absorption structure arranged on the second longitudinal beam 22, and a third energy absorption structure arranged in the above-mentioned U-shaped frame structure, and the third energy absorption structure is fixedly connected to the front panel cross beam assembly 4, and the third energy absorption structure is at least partially closer to the front bumper beam 1 relative to the front panel cross beam assembly 4.

[0073] It can be seen that in the vehicle body structure provided by the present application, not only are energy absorbing structures respectively provided on the first longitudinal beam 21 and the second longitudinal beam 22, but also a third energy absorbing structure is additionally provided on the front side of the front wall cross beam assembly 4. The third energy absorbing structure can be used to absorb the energy when a collision occurs at the front of the vehicle (the collision force transmission path can be seen in FIG. Fig.11 The arrow in the figure directly plays the role of energy absorption and buffering for the powertrain and other devices in the cabin, thereby reducing the amount of entry of the powertrain and other devices in the cabin into the passenger compartment, thereby avoiding the problem of excessive intrusion of the front panel and poor crash resistance of the whole vehicle. Moreover, in the body structure provided by the present application, since the third energy absorption structure is added to the front side of the front panel cross beam assembly, energy absorption and buffering can be performed for powertrains of different sizes, which is beneficial to the unification of the powertrain installation points. In addition, in the body structure provided by the present application, since the third energy absorption structure is added to the front side of the front panel cross beam assembly, the strength requirement for the front panel cross beam assembly can be reduced, which is beneficial to reduce the design difficulty of the front panel cross beam assembly.

[0074] In specific implementation, the first energy absorbing structure, the second energy absorbing structure, and the third energy absorbing structure can all be energy absorbing boxes, or any other structures with energy absorbing effects. For ease of understanding, the energy absorbing box structure is taken as an example for specific description.

[0075] See also Figures 1 to 3 In some embodiments, the first energy absorption structure includes a first energy absorption box, one end of which is connected to the front anti-collision beam 1, and the other end is connected to the front end of the first longitudinal beam 21; the second energy absorption structure includes a second energy absorption box, one end of which is connected to the front anti-collision beam 1, and the other end is connected to the front end of the second longitudinal beam 22; the third energy absorption structure includes a third energy absorption box 3, and the rear end of the third energy absorption box 3 is fixedly connected to the front wall cross beam assembly 4. Wherein, see Figure 8 The third energy absorption box 3 includes a plurality of crushing ribs 301 arranged in sequence along the first direction L, so that the crushing ribs 301 can play an energy absorption and buffering role for the power assembly and other devices in the cabin when a collision occurs at the front of the vehicle, thereby reducing the amount of the power assembly and other devices in the cabin entering the passenger compartment. It should be noted that the first direction L mentioned herein refers to the horizontal direction perpendicular to the length direction of the front wall cross beam assembly 4, and is also the front-to-back direction of the vehicle where the body structure is located.

[0076] Furthermore, among the plurality of crush ribs 301 arranged in parallel, a crush gap 302 with a distance greater than zero is provided between adjacent crush ribs 301. When a front collision occurs in the vehicle, the crush gap 302 deforms first, and then the crush ribs 301 deform, so that a distinct and stable buffering effect can be obtained.

[0077] Furthermore, among the plurality of crusher ribs 301 arranged in parallel, each crusher rib 301 includes a main plate area 3011 and a side area 3012 located at at least one side edge of the main plate area 3011. The length direction of the side area 3012 is perpendicular to the first direction L described above, and the thickness of the side area 3012 gradually decreases in the direction away from the main plate area 3011. When the front of the vehicle collides, the plurality of crusher ribs 301 are squeezed and deformed in sequence from front to back. In this process, the “thinned side areas 3012” enable the adjacent crusher ribs 301 to overlap each other when squeezed, and then deform in the overlapping process. The force transmission direction in the deformation process is relatively stable, which is conducive to improving the stability of the buffering process and the final buffering effect.

[0078] The longitudinal beams of traditional vehicle body structures must take into account the function of transmitting force to the door sill beams and the center channel, so the longitudinal beams are designed at a certain angle so that the above-mentioned U-shaped frame structure shrinks toward the inside of the vehicle in the form of being wide at the front and narrow at the rear, resulting in insufficient space for the rear end of the cabin. Based on this, in the frame structure provided by the present application, the third energy absorption structure is arranged in the middle position of the front panel cross beam assembly 4 or as close to the middle position of the front panel cross beam assembly 4 as possible, so that the number of force transmission paths is changed from two (respectively located on the first longitudinal beam and the second longitudinal beam) to three (respectively located on the first longitudinal beam, the second longitudinal beam and the third energy absorption structure), which can effectively improve the stability problem of the traditional "U-shaped" design. For example, see Figure 1 and Fig.11 The third energy absorbing box 3 is located behind the powertrain 6, connected to the front side of the front lower plate 42, and located on the longitudinal extension line of the middle channel 5, so that the third energy absorbing box 3 and the middle channel 5 are respectively located on the front and rear sides of the front lower plate 42, and the projections of the third energy absorbing box 3 and the middle channel 5 in the front and rear directions of the vehicle at least partially overlap, so as to form a third force transmission path through the third energy absorbing box 3 that can transmit force to the middle channel 5.

[0079] Specifically, see Figures 2 to 6 In some embodiments, the front wall cross beam assembly 4 includes a front wall panel 41, a front wall cross beam body 40, and a front wall lower plate 42 connected in sequence from top to bottom. The upper end of the front wall lower plate 42 is connected to the front wall cross beam body 40, and the lower end of the front wall lower plate 42 extends obliquely backward and downward relative to its upper end. Correspondingly, the rear end of the top surface of the third energy absorption box 3 (for details, see Fig.10 The second connecting portion 323 in the figure is connected to the front side of the front lower plate 42, and the rear end of the bottom surface of the third energy absorption box 3 (see Fig.10 The third connection portion 315 in the middle extends rearward relative to the rear end of the top surface of the third energy absorbing box 3; the front bottom of the middle channel 5 is an inclined structure adapted to the inclined rear side surface of the front lower plate 42. Therefore, the third energy absorbing box 3 and the middle channel 5 not only at least partially overlap in the front-to-back direction of the vehicle, but also, in the vertical direction (i.e., the height direction of the vehicle), the rear end of the bottom surface of the third energy absorbing box 3 overlaps at least partially with the front end of the middle channel 5. During a vehicle collision, the third energy absorbing box 3 can participate in collision energy absorption in advance, absorb part of the energy from the powertrain 6 during a high-speed front collision, and can directly transfer the energy to the middle channel 5, thereby improving the force transmission efficiency and reducing the amount of front intrusion during a high-speed front collision, thereby better protecting the safety of the occupants.

[0080] See also Figure 8 and Fig.10In some embodiments, one or more collapse holes 303 are provided on the upper side of the third energy absorption box 3; and / or, one or more collapse holes 303 are provided on the lower side of the third energy absorption box 3; and / or, one or more collapse holes 303 are provided on the front end of the third energy absorption box 3; and / or, collapse holes 303 are provided at at least part of the corners of the front end of the third energy absorption box 3. For example, the collapse holes 303 are provided at the front center area and the lower left and lower right corners of the third energy absorption box 3, respectively. The above collapse holes 303 can not only play the role of energy absorption and buffering, but also help to reduce the weight of the vehicle body.

[0081] See also Figure 8 and Fig. 9 In some embodiments, the thickness a of the front end of the third energy absorbing box 3 is less than the thickness b of the rear end of the box. Therefore, assuming that the projection area of ​​the front end of the third energy absorbing box 3 away from the front wall cross beam assembly 4 in the vertical plane is S1, and the projection area of ​​the rear end of the third energy absorbing box 3 close to the front wall cross beam assembly in the vertical plane is S2, then S2>S1, and this structure is conducive to ensuring the stable deformation of the third energy absorbing box 3 when a collision occurs at the front of the vehicle, and ensuring the stability of the energy absorption and buffering process.

[0082] Preferably, see Fig.10 In some embodiments, the third energy absorbing box 3 is composed of a box body unit 31 and a cover body unit 32. The lower side of the box body unit 31 is the lower side of the third energy absorbing box 3, and the lower side is provided with a first crushing zone 311, and the first crushing zone 311 includes a plurality of first crushing ribs 3111 arranged in sequence along the first direction L; the upper side of the cover body unit 32 is the upper side of the third energy absorbing box 3, and the upper side is provided with a second crushing zone 321, and the second crushing zone 321 includes a plurality of second crushing ribs 3211 arranged in sequence along the first direction L; and the cover body unit 32 is buckled at the upper opening of the box body unit 31.

[0083] In addition, the box body unit 31 further includes a first side plate 312, a first top plate 314, and a first connecting portion 313, wherein: the first side plate 312 is located at the left and right sides of the first crumple zone 311 and is bent upward; the first top plate 314 is located at the front side of the first crumple zone 311 and is bent upward; the first connecting portion 313 is located at the rear end of the first side plate 312 and is bent outward, and is used to connect with the front side of the front lower plate 42 in the front wall cross beam assembly 4. Correspondingly, the cover body unit 32 further includes a second side plate 322, a second top plate 324, and a second connecting portion 323, wherein: the second side plate 322 is located at the left and right sides of the second crumple zone 321 and is bent downward; the second top plate 324 is located at the front side of the second crumple zone 321 and is bent downward; the second connecting portion 323 is located at the rear end of the second crumple zone 321 and is bent upward, and is used to connect with the front wall cross beam assembly 4. Specifically, the second connection portion 323 is disposed at the rear end of the top surface of the third energy absorption box 3, and the second connection portion 323 is connected to the front side surface of the front wall lower plate 42 in the front wall cross beam assembly 4. When the cover unit 32 and the box unit 31 are buckled together to form the third energy absorption box 3, the second side plate 322 and the second top plate 324 of the cover unit 32 are respectively located outside the first side plate 312 and the first top plate 314 of the box unit 31 and are welded thereto.

[0084] In some embodiments, the third energy absorbing box 3 is a sheet metal structural member. For example, the box unit 31 and the cover unit 32 mentioned above are different sheet metal components, and are respectively provided with collapse ribs or collapse hole structures. However, it is not limited to this. The third energy absorbing structure (such as the third energy absorbing box 3) provided in the present application and fixedly connected to the front wall cross beam assembly 4 can also adopt other forms of structural members, or be designed with other different materials to achieve different or substantially the same performance effects.

[0085] During the production process, the first side panels 312 on the left and right sides of the box body unit 31 and the second side panels 322 on the left and right sides of the cover body unit 32 are first welded to form the third energy absorption box 3; then the third energy absorption box 3 is installed to the front side of the front lower panel 42 of the front enclosure cross beam assembly 4 through the first connection portion 313 located at the rear side of the box body unit 31 and the second connection portion 323 located at the rear side of the cover body unit 32, and the rear side of the front lower panel 42 is connected to the middle channel 5. Specifically, the first connection portion 313, the front lower panel 42 and the middle channel 5 can be fixedly connected by welding three layers of plates at the same time. Similarly, the second connection portion 323, the front lower panel 42 and the middle channel 5 can also be fixedly connected by welding three layers of plates at the same time. However, it is not limited to this. In other embodiments, the third energy absorption box 3, the front enclosure cross beam assembly 4 and the middle channel 5 can also be fixedly connected by fastener connection (such as screw connection).

[0086] In specific implementation, the third force transmission path where the third energy absorption box 3 is located can be decoupled from other structures. By specifically designing the energy absorption ribs in the third energy absorption structure and adjusting the material design and installation form, different energy absorption and force transmission effects can be achieved, thereby ensuring that the force transmission of other structures in the front cabin remains basically unchanged, thereby realizing the universal design of cabin parts and installation points.

[0087] In summary, the present application further provides a vehicle, in which the vehicle body structure described above is provided, that is, a third energy absorption structure is provided at a position opposite to the power assembly 6 on the front side of the front wall cross beam assembly 4, and the third energy absorption structure can adopt an energy absorption box structure, that is, a third energy absorption box 3. When implemented specifically, in the vehicle body structure, not only is the third energy absorption box 3 provided on the front side of the front wall cross beam assembly 4, but also a first energy absorption box is provided between the front end of the first longitudinal beam 21 and the front anti-collision beam 1, and a second energy absorption box is provided between the front end of the second longitudinal beam 22 and the front anti-collision beam 1.

[0088] When the car encounters a high-speed front collision, the front anti-collision beam 1 first deforms and squeezes the first energy absorption box and the second energy absorption box, transferring the collision force to the first longitudinal beam 21 and the second longitudinal beam 22; then the power assembly 6 quickly moves backward and squeezes the third energy absorption box 3, the third energy absorption box 3 and the front wall cross beam assembly 4 deform and transfer the energy to the middle channel 5 and the rear of the vehicle through the middle channel support plate, while reducing the cross-sectional force of the first longitudinal beam 21 and the second longitudinal beam 22. At the same time, the third energy absorption box 3 contacts the power assembly 6, and the energy absorption ribs of the third energy absorption box 3 itself are crushed and deformed along the first direction L, quickly absorbing part of the collision energy, and the remaining part of the energy is transferred to the middle channel 5 and the rear of the vehicle body through the rear end of the third energy absorption box 3, thereby reducing the intrusion of the power assembly 6 into the passenger compartment and better protecting the safety of the passengers.

[0089] In the above process, since the powertrain 6 moves backward quickly and contacts the third energy absorption box 3, the third energy absorption box 3 absorbs a part of the force and then transmits it longitudinally to the middle channel 5, so that the third energy absorption box 3 can provide partial energy absorption effect for the powertrain 6. Therefore, in some embodiments, the longitudinal space between the powertrain 6 and the front panel crossbeam assembly 4 can be reduced to increase the cockpit space ratio, simplify the design of the force transmission structure in the cockpit of the middle channel, reduce the encroachment of the body structure on the space in the cockpit, thereby reducing safety and the space requirements of the powertrain 6 in the cockpit and the cabin, which is conducive to releasing the freedom of styling design and increasing the cockpit space ratio.

[0090] In specific implementation, in the vehicle provided by the present application, the first longitudinal beam 21 and the second longitudinal beam 22 are collectively referred to as longitudinal beams. Since the third energy absorbing structure is disposed at a position opposite to the power assembly 6 on the front side of the front wall cross beam assembly 4, thus:

[0091] The thickness of the longitudinal beam outer plate can be changed from 1.6 / 2.0 to 1.4 / 1.6(20), the longitudinal beam inner plate can be changed from 2.0 / 2.0 to 1.8 / 2.0, and the longitudinal beam reinforcement plate can be changed from 2.0 to 1.6; (the values ​​in this paragraph are all in millimeters)

[0092] The thickness of the longitudinal beam outer panel and the longitudinal beam inner panel can be reduced by 10% to 20% to achieve a lightweight body design;

[0093] While keeping the longitudinal beam's X-direction dimension (i.e., the longitudinal beam's length in the vehicle's front-rear direction) and Z-direction dimension (i.e., the longitudinal beam's length in the vehicle's height direction) unchanged, its area dimension in the YZ cross section can be reduced by 10% to 12%, thereby facilitating an increase in the spacing dimension between the first longitudinal beam 21 and the second longitudinal beam 22, being compatible with a powertrain with a larger size in the Y direction, and realizing a diversified design of the cabin powertrain layout;

[0094] For example, see Fig.13 and Fig.14 , Fig.13 A schematic diagram of the structure and partial dimensions of a first longitudinal beam 21 and a second longitudinal beam 22 in a vehicle provided with a third energy absorption box provided in an embodiment of the present application. Fig.14 2 is a schematic diagram of the structure and partial dimensions of the first longitudinal beam 21 and the second longitudinal beam 22 in a vehicle without a third energy absorption box provided in a comparison. Fig.13 and Fig.14 It can be seen from the cross-sectional dimensions (YZ cross-sectional dimensions) of multiple positions of the middle longitudinal beam and the spacing distance between the first longitudinal beam 21 and the second longitudinal beam 22 that by providing the third energy absorbing structure on the front side of the front wall cross beam assembly 4, the cross-sectional dimensions of the longitudinal beam can be reduced, which is beneficial to the spacing dimension between the first longitudinal beam 21 and the second longitudinal beam 22, so as to increase the Y-direction arrangement space of the power assembly at the front of the cabin, and also beneficial to increase the Y-direction arrangement space of the wheel bag 11 outside the first longitudinal beam 21 and the second longitudinal beam 22 (i.e. Fig.13 The W position in the figure can reserve a larger layout space for the wheel package), so that the architecture design can be compatible with larger tires and powertrains and meet safety collision requirements while keeping L113 (i.e. the length from the center point of the vehicle's front wheel to the point where the foot and brake pedal contact) unchanged.

[0095] Also, see Fig.12In specific implementation, since the front side of the front crossbeam assembly 4 is provided with a third energy absorbing structure at a position opposite to the power assembly 6, the fuel pipe 8 and high-voltage wiring harness 7 and other safety-related parts need to avoid the layout position of the third energy absorbing structure to avoid the risk of leakage of electricity and oil during the collision and to avoid spontaneous combustion after the collision. In addition, to ensure the lifting installation of the exhaust pipe 10, the Z-direction projection needs to avoid the third energy absorbing structure by at least 20mm to meet the lifting installation requirements. At the same time, to meet the heat damage requirements, the exhaust pipe 10 needs to maintain a static gap of at least 30mm with the surrounding area, resulting in the exhaust pipe 10 and the steering 9 moving outward at the same time, and the longitudinal beam of the vehicle body adjusts the longitudinal beam trend according to the layout requirements.

[0096] In specific implementation, the third energy absorption structure is the third energy absorption box 3, and the third energy absorption box 3 can be made of steel. The specific materials can be HC300LA, HC340 / 590DP, and HC420 / 780DP. Moreover, the third energy absorption box 3 and the front lower plate 42, as well as the middle channel 5 and the front lower plate 42 can be overlapped by spot welding. For example, the third energy absorption box 3 adopts a self-welding box-shaped structure, which contacts the front side of the front lower plate 42, and the rear side of the front lower plate 42 contacts the middle channel 5, and then the third energy absorption box 3, the front lower plate 42 and the middle channel 5 are fixedly connected by three layers of spot welding. During the front-side collision of the vehicle, the third energy absorption box 3 and the front crossbeam assembly 4 can simultaneously transmit force to the middle channel 5 in the X direction (for details, please refer to Fig.11 ), thereby reducing the amount of front intrusion and improving the safety performance of the passenger compartment.

[0097] In specific implementation, the longitudinal dimension of the powertrain of a gasoline vehicle or a hybrid vehicle is large, and the safe and effective energy absorption space is small, so the vehicle body structure provided in this application can be adopted. Moreover, the third energy absorption structure of the same structural form can be compatible with a variety of powertrains and cabin layouts, and this application does not specifically limit the specific structure of the powertrain and cabin layout.

[0098] In summary, the vehicle body structure and vehicle provided by the embodiments of the present application have at least the following advantages:

[0099] In the process of frontal collision, the vehicle body structure has an additional force transmission path in the middle in addition to the two side longitudinal beams, which is helpful to reduce the risk of the two side longitudinal beams becoming unstable in collision;

[0100] In the process of frontal collision, the vehicle body structure has a third energy absorbing structure added to the front middle of the front wall cross beam assembly 4, so that the force transmission paths at the front of the vehicle are increased from two to three, which can reduce the strength requirements of the longitudinal beams on both sides (i.e., the first longitudinal beam 21 and the second longitudinal beam 22), reduce the difficulty of longitudinal beam design, and thus facilitate the realization of universal design;

[0101] Since the longitudinal beam load is reduced, the longitudinal beam can be moved outward, and it is not necessary to design the U-shaped frame structure at the front of the vehicle to be wide at the front and narrow at the rear, so that the cabin has a larger layout space;

[0102] Since the third energy absorbing structure (such as the third energy absorbing box 3) added in the present application directly corresponds to the middle channel, the received collision force can be transmitted to the middle channel in a straight line and then dispersed to the rear of the vehicle body, and the force transmission is smoother and the force transmission performance is better;

[0103] Since the third energy absorbing structure (such as the third energy absorbing box 3) added in the present application constitutes a middle force transmission structure and is designed outside the passenger compartment, it can intervene in advance during a collision, thereby reducing the impact of the collision force on the passenger compartment and further improving the riding safety of the passengers in the vehicle;

[0104] The third energy absorbing structure (for example, the third energy absorbing box 3) added in the present application can be independently adjusted relative to other structures of the vehicle body, and the design requirements of different vehicle models can be met by adjusting the third energy absorbing structure alone;

[0105] Since the third energy absorbing structure (e.g., the third energy absorbing box 3) added in the present application constitutes a middle force transmission structure, i.e., a third force transmission path in addition to the patented path where the longitudinal beams on both sides are located, the corresponding collision force of the longitudinal beams on both sides can be dispersed, thereby achieving a universal design of the longitudinal beams on multiple models by keeping the collision force of the longitudinal beams on both sides on different models basically consistent;

[0106] The energy absorption design of the third force transmission path can absorb the collision capacity changes caused by different powertrains, ensure the same intrusion amount, and achieve the same installation point of the powertrain inside the cabin;

[0107] The same architecture can be compatible with a variety of powertrains and cabin layouts. The gasoline or hybrid models add the first energy absorption box, while the pure electric models cancel the energy absorption box, and the other cabin structures remain basically the same;

[0108] The third force transmission path is the crush energy absorption design, which can make up for the poor energy absorption of the longitudinal beam bending during a high-speed collision.

[0109] It should be noted here that the directions such as "up", "down", "front", "rear", "top" and "bottom" mentioned in this article are based on the perspective of the vehicle during normal driving, and are not limited to the actual direction of the vehicle body structure in actual production or other situations.

[0110] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed.

[0111] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0112] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle body structure, comprising a central channel (5), and a front anti-collision beam (1), a first longitudinal beam (21), a front wall cross beam assembly (4), and a second longitudinal beam (22) which are connected end to end to form a frame structure, wherein the central channel (5) is located at the rear side of the front wall cross beam assembly (4) and is connected to the front wall cross beam assembly (4); It is characterized in that Also includes: A first energy absorbing structure, arranged on the first longitudinal beam (21); A second energy absorbing structure, arranged on the second longitudinal beam (22); The third energy absorbing structure is located in the frame structure and is connected to the front enclosure cross beam assembly (4). Moreover, at least a portion of the third energy absorbing structure is closer to the front anti-collision beam (1) relative to the front enclosure cross beam assembly (4).

2. The vehicle body structure according to claim 1, characterized in that: The third energy absorption structure comprises a plurality of collapse ribs (301) arranged in sequence along a first direction (L), wherein the first direction (L) is perpendicular to the length direction of the front enclosure cross beam assembly (4).

3. The vehicle body structure according to claim 2, characterized in that: A collapse gap (302) with a distance greater than zero is provided between adjacent collapse ribs (301); And / or, at least part of the collapse rib (301) includes a main board area (3011), and a side area (3012) located at at least one side edge of the main board area (3011), the length direction of the side area (3012) is perpendicular to the first direction (L), and the thickness of the side area (3012) gradually decreases in a direction away from the main board area (3011).

4. The vehicle body structure according to claim 1, characterized in that: The first energy absorption structure comprises a first energy absorption box, one end of the first energy absorption box is connected to the front anti-collision beam (1), and the other end is connected to the front end of the first longitudinal beam (21); And / or, the second energy absorbing structure comprises a second energy absorbing box, one end of the second energy absorbing box is connected to the front anti-collision beam (1), and the other end is connected to the front end of the second longitudinal beam (22); And / or, the third energy absorption structure comprises a third energy absorption box (3), the third energy absorption box (3) and the middle channel (5) are aligned front to back, and are respectively connected to the front side and rear side of the front enclosure lower plate (42) in the front enclosure cross beam assembly (4).

5. The vehicle body structure according to claim 4, characterized in that: One or more collapse holes (303) are provided on the upper side of the third energy absorption box (3); And / or, the lower side of the third energy absorption box (3) is provided with one or more collapse holes (303); And / or, the front end of the third energy absorbing box (3) is provided with one or more collapse holes (303); And / or, at least part of the corners of the front end of the third energy absorption box (3) are provided with collapse holes (303).

6. The vehicle body structure according to claim 4, characterized in that: The front end of the third energy absorption box (3) is far away from the front wall cross beam assembly (4), and the projection area of ​​the front end in the vertical plane is S1; The rear end of the third energy absorption box (3) is connected to the front enclosure crossbeam assembly (4), and the projection area of ​​the rear end in the vertical plane is S2, S2>S1.

7. The vehicle body structure according to claim 4, characterized in that: The third energy absorption box (3) comprises: The box body unit (31) has a first crush zone (311) disposed on its lower side, the first crush zone (311) comprising a plurality of first crush ribs (3111) arranged in sequence along a first direction (L), the first direction (L) being perpendicular to the length direction of the front enclosure cross beam assembly (4); A cover unit (32), wherein a second collapse zone (321) is provided on an upper side thereof, wherein the second collapse zone (321) has a plurality of second collapse ribs (3211) arranged in sequence along the first direction (L); Wherein, the cover unit (32) is buckled on the upper opening of the box unit (31).

8. The vehicle body structure according to claim 7, characterized in that: The box unit (31) further comprises: A first side plate (312) located on the left and right sides of the first collapse zone (311); A first top plate (314) located at the front side of the first collapse zone (311); A first connecting portion (313), located at the rear side of the first crush zone (311), and used for connecting to the front enclosure cross beam assembly (4); and / or, The cover unit (32) further comprises: A second side plate (322) located on the left and right sides of the second collapse zone (321); A second top plate (324) located at the front side of the second collapse zone (321); The second connecting portion (323) is located at the rear side of the second crush zone (321) and is used for connecting to the front enclosure cross beam assembly (4).

9. The vehicle body structure according to any one of claims 1 to 8, characterized in that: The third energy absorbing structure is welded to the front wall cross beam assembly (4) or connected via fasteners; And / or, the third energy absorbing structure includes a sheet metal structure.

10. A vehicle, characterized in that: A vehicle body structure according to any one of claims 1 to 9 is provided.

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