Vehicle body structure and vehicle

Abstract

The vehicle body structure comprises a vehicle body, a longitudinal beam is arranged in the second direction, the longitudinal beam is provided with a deformation section, and the deformation section can be stressed to deform so as to reduce the size of the longitudinal beam in the second direction; the auxiliary frame and the longitudinal beam are arranged in parallel in the third direction, the auxiliary frame is connected with the automobile body, the auxiliary frame is provided with an auxiliary frame longitudinal beam in the second direction, and the auxiliary frame longitudinal beam can be broken at a fixed point when being impacted. According to the technical scheme, the safety performance of the vehicle is improved.

Description

Technical Field

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

[0002] At present, when the vehicle body is hit, if the subframe does not break, the fuel tank or the electric drive and electronic control system will be squeezed, and there may be a risk of fuel leakage or high-voltage leakage; if the subframe breaks randomly at a certain position, it may puncture the fuel tank or the electric drive and electronic control system, and there will also be a risk of fuel leakage or high-voltage leakage, so the safety performance of the vehicle cannot be guaranteed. Summary of the invention

[0003] The embodiments of the present application provide a vehicle body structure and a vehicle, which improve the safety performance of the vehicle and at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above-mentioned purpose, according to the first aspect of the present application, a body structure is provided, including: a body, on which a longitudinal beam is provided along the second direction, the longitudinal beam has a deformation section, and the deformation section can be deformed under force to reduce the size of the longitudinal beam in the second direction; a subframe, which is arranged in parallel with the longitudinal beam along the third direction and connected to the body, and the subframe is provided with a subframe longitudinal beam along the second direction, and the subframe longitudinal beam can be broken at a fixed point when impacted.

[0005] Optionally, at least one deformation segment comprises a bending structure.

[0006] Optionally, the bending structure is protruding in a first direction, the first direction is the width direction of the vehicle body, the extension length of the bending structure in the first direction is L4, the distance between the bending point of the bending structure close to the outer side of the vehicle body and the center axis of the longitudinal beam in the first direction is L5, and L4>1 / 2L5.

[0007] Optionally, the subframe longitudinal beam includes a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are spaced apart in a first direction, and the first direction is a width direction of the vehicle body.

[0008] Optionally, a bending section is provided on the first longitudinal beam and / or the second longitudinal beam.

[0009] Optionally, the subframe includes: a first crossbeam and a second crossbeam spaced apart along the second direction; two ends of the first longitudinal beam are respectively connected to the first crossbeam and the second crossbeam, two ends of the second longitudinal beam are respectively connected to the first crossbeam and the second crossbeam, and the first direction and the second direction have an angle; wherein the bending section can be bent and deformed to reduce the force on the first longitudinal beam and / or the second longitudinal beam; at least one bending section is protruding toward the third direction, and the third direction, the first direction and the second direction have an angle between each other.

[0010] Optionally, the first longitudinal beam and / or the second longitudinal beam are further provided with an induction groove, and the first longitudinal beam and / or the second longitudinal beam can break at the induction groove when the first longitudinal beam and / or the second longitudinal beam is impacted.

[0011] Optionally, the induction groove is arranged on the bending section.

[0012] Optionally, first mounting holes are provided at both ends of the first cross beam, and the first mounting holes are used to connect to the vehicle body. The distance between the central axis of the first mounting hole and the second cross beam in the first direction is L1, and the distance between the central axis of the first mounting hole and the central axis of the induction groove in the first direction is L2, and L2 is less than 2 / 3L1.

[0013] Optionally, a second mounting hole is provided on the first longitudinal beam and / or the second longitudinal beam, and the second mounting hole is used to connect with the power assembly. The distance between the central axis of the second mounting hole and the central axis of the first mounting hole in the first direction is L3, and L2>2L3.

[0014] Optionally, the second cross beam has a flat plate portion, one side surface of the flat plate portion is arranged toward the first cross beam, and the flat plate portion is used to connect with the electric drive.

[0015] Optionally, an extension length of the second beam in the third direction is H1, an extension length of the electric drive in the third direction is H2, and H1>0.95H2.

[0016] Optionally, the subframe further includes a support member, the support member is spaced apart from the first longitudinal beam and / or the second longitudinal beam, and two ends of the support member are respectively connected to the first cross beam and the second cross beam.

[0017] Optionally, the first cross beam, the second cross beam, the first longitudinal beam and the second longitudinal beam are an integral structure.

[0018] According to a second aspect of the present application, a vehicle is also provided, comprising the vehicle body structure as described above.

[0019] In the vehicle body structure of the embodiment of the present application, through the above-mentioned technical scheme, a longitudinal beam is provided on the vehicle body, and the longitudinal beam has a deformation section. When the vehicle collides, after the anti-collision beam is fully crushed to absorb energy, the subframe longitudinal beam can break at a fixed point when hit, thereby reducing the squeezing force on the fuel tank, thereby ensuring the safety performance of the vehicle.

[0020] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0022] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0023] Figure 1 is a schematic diagram of the overall structure of a subframe provided in an exemplary embodiment of the present disclosure;

[0024] Figure 2 is a side structural schematic diagram of a subframe provided in an exemplary embodiment of the present disclosure;

[0025] Figure 3 is a schematic diagram of the rear structure of a sub-frame provided in an exemplary embodiment of the present disclosure;

[0026] Figure 4 is a schematic diagram of a vehicle body structure of a vehicle provided in an exemplary embodiment of the present disclosure;

[0027] Figure 5 is a schematic structural diagram of a fuel tank, a floor crossbeam, and a subframe provided in an exemplary embodiment of the present disclosure;

[0028] Figure 6 1 is a bottom view structural diagram of a vehicle body provided in an exemplary embodiment of the present disclosure.

[0029] Description of reference numerals:

[0030] Subframe 1, first cross beam 11, second cross beam 12, flat plate portion 121, first longitudinal beam 13, second longitudinal beam 14, bending section 15, induction groove 20, first mounting hole 30, second mounting hole 40, support member 50, floor cross beam 60, power assembly 70, fuel tank 80, electric drive 90, vehicle body 100, longitudinal beam 110, deformation section 120, first direction X, second direction Y, third direction Z. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0032] like Figures 1 to 6As shown, in order to achieve the above-mentioned purpose, according to the first aspect of the present application, a vehicle body structure is provided, including: a vehicle body 100, on which a longitudinal beam 110 is provided along the second direction, the longitudinal beam 110 has a deformation section 120, and the deformation section 120 can be deformed by force to reduce the size of the longitudinal beam 110 in the second direction; a subframe 1, which is arranged in parallel with the longitudinal beam 110 along the third direction and connected to the vehicle body 100, and the subframe 1 is provided with a subframe longitudinal beam along the second direction, and the subframe longitudinal beam can be broken at a fixed point when impacted.

[0033] Through the above technical solution, a longitudinal beam 110 is provided on the vehicle body 100, and the longitudinal beam 110 has a deformation section 120. When the vehicle collides, after the anti-collision beam is fully crushed to absorb energy, the longitudinal beam of the subframe can break at a fixed point when hit, thereby reducing the squeezing force on the fuel tank 80, thereby ensuring the safety performance of the vehicle.

[0034] Optionally, at least one deformation section 120 includes a bending structure, which can facilitate the deformation section 120 to generate bending deformation to reduce stress.

[0035] Optionally, at least one deformation section 120 is arranged to protrude toward the second direction. In this way, the force is concentrated on the designed deformation section 120, and after the longitudinal beam 110 is bent, the force on the longitudinal beam of the vehicle body 100 is reduced to protect the vehicle body structure.

[0036] Optionally, the extension length of the deformation section 120 in the second direction is L4, and the distance between the bending point of the deformation section 120 close to the outside of the vehicle body 100 and the central axis of the longitudinal beam 110 in the second direction is L5, and L4>1 / 2L5. By setting the above structure, the induced energy is concentrated at the bending point during the collision, and the purpose of stably controlling the deformation of the longitudinal beam 110 is achieved, ensuring that the longitudinal beam 110 can cooperate with the induction groove 20 of the subframe 1 after bending and crush at the same time. In addition, the longitudinal beam 110 also leaves more space for tires and suspension.

[0037] Optionally, the subframe longitudinal beam includes a first longitudinal beam 13 and a second longitudinal beam 14, and the first longitudinal beam 13 and the second longitudinal beam 14 are spaced apart in a first direction, and the first direction is a width direction of the vehicle body 100. This arrangement can not only improve the structural strength of the subframe longitudinal beam, but also can minimize the full crushing energy absorption during a collision.

[0038] Optionally, the subframe longitudinal beam has a bending section 15, and the first longitudinal beam 13 and / or the second longitudinal beam 14 are provided with the bending section 15. Through the above technical solution, the bending section 15 is provided on the first longitudinal beam 13 and / or the second longitudinal beam 14. When the vehicle collides, after the front section of the anti-collision beam and the first longitudinal beam 13 and / or the second longitudinal beam 14 is fully crushed to absorb energy, the bending section 15 bends, thereby reducing the force on the first longitudinal beam 13 and / or the second longitudinal beam 14, thereby reducing the squeezing force on the fuel tank 80, thereby ensuring the safety performance of the vehicle.

[0039] Optionally, the subframe 1 includes: a first crossbeam 11 and a second crossbeam 12 arranged at intervals along the second direction; two ends of the first longitudinal beam 13 are connected to the first crossbeam 11 and the second crossbeam 12 respectively, and two ends of the second longitudinal beam 14 are connected to the first crossbeam 11 and the second crossbeam 12 respectively, and the first direction and the second direction have an angle; wherein the bending section 15 can be bent and deformed to reduce the force on the first longitudinal beam 13 and / or the second longitudinal beam 14; at least one bending section 15 is arranged to protrude toward the third direction, and the third direction, the first direction and the second direction have an angle between each other. Through the above technical solution, the bending section 15 is arranged on the first longitudinal beam 13 and / or the second longitudinal beam 14, and when the vehicle collides, the anti-collision beam and the front section of the first longitudinal beam 13 and / or the second longitudinal beam 14 are fully crushed to absorb energy, and then the bending section 15 is bent, thereby reducing the force on the first longitudinal beam 13 and / or the second longitudinal beam 14, thereby reducing the squeezing force on the fuel tank 80, thereby ensuring the safety performance of the vehicle.

[0040] In the present application, the space enclosed by the first cross beam 11 and the second cross beam 12 and the first longitudinal beam 13 and the second longitudinal beam 14 is used to place the power assembly 70 .

[0041] Optionally, both the first longitudinal beam 13 and the second longitudinal beam 14 are provided with a bending section 15. When the bending section 15 is impacted by an external force, it can absorb a large amount of energy through its deformation. This deformation process is usually accompanied by plastic flow and local buckling of the material, thereby converting the impact force into internal energy and reducing direct damage to the surrounding structure. Providing the bending section 15 on the first longitudinal beam 13 and the second longitudinal beam 14 can more effectively absorb the collision energy and protect other parts of the vehicle or structure from serious damage. The design of the bending section 15 increases the toughness of the structure, so that the first longitudinal beam 13 and the second longitudinal beam 14 can better resist deformation and fracture when impacted. This improvement in toughness helps to extend the service life of the first longitudinal beam 13 and the second longitudinal beam 14 and improve the reliability of the overall structure.

[0042] Furthermore, by providing the bending section 15, the impact force can be dispersed to a larger area, thereby reducing the concentrated impact on a single part. This helps to reduce the degree of local damage to the first longitudinal beam 13 and the second longitudinal beam 14 under impact and improve the stability of the overall structure. In addition, the design of the bending section 15 enables it to adapt to the force requirements under various working conditions. Whether it is a frontal collision, a side collision or other complex working conditions, the bending section 15 can absorb energy through its deformation characteristics and reduce damage to the first longitudinal beam 13 and the second longitudinal beam 14.

[0043] Furthermore, the design of the bent section 15 also provides convenience during the repair and replacement of the vehicle. Since the bent section 15 is usually located at the front end of the structure or a part that is susceptible to impact, it is easier to identify and replace it when it is damaged. This reduces the repair cost and time and improves the repair efficiency.

[0044] Furthermore, due to the existence of the bending section 15, the structure can produce progressive deformation when subjected to external force. This deformation process helps to gradually transform the external force into internal energy, thereby improving the efficiency of energy absorption.

[0045] In the present application, the bent section 15 protrudes in a direction away from the supporting member 50 .

[0046] Optionally, the first longitudinal beam 13 and / or the second longitudinal beam 14 are further provided with an induction groove 20, which is used to break to prevent the subframe 1 from puncturing the fuel tank 80. When the subframe 1 is subjected to a large force, the first longitudinal beam 13 and / or the second longitudinal beam 14 breaks near the induction groove 20, preventing the subframe 1 from moving forward and squeezing the fuel tank 80, and preventing the subframe 1 from breaking at the front end and puncturing the fuel tank 80 at the damaged position, so that the fuel tank 80 can be effectively protected.

[0047] Meanwhile, in the present application, the bottom height of the first cross beam 11 is set higher than the bottom height of the floor cross beam 60. When a collision occurs, the first cross beam 11 moves forward to squeeze the floor cross beam 60, thereby preventing the first cross beam 11 from squeezing the fuel tank 80. Since the floor cross beam 60 is located above the fuel tank 80, this design effectively blocks the direct impact of the first cross beam 11 on the fuel tank 80, thereby reducing the risk of damage to the fuel tank 80 and fuel leakage. At the same time, by adjusting the height of the first cross beam 11, the space at the bottom of the vehicle can be more effectively utilized. This design allows the fuel tank 80 to be placed in a safer position without affecting the layout of other components. After a collision accident, if the first cross beam 11 or the floor cross beam 60 is damaged, it can be repaired or replaced more easily due to the height difference. This reduces the cost and time of repair and improves the availability of the vehicle.

[0048] Optionally, the induction groove 20 is provided on the bending section 15. The design principle of the induction groove 20 is to guide and control the deformation mode of the structure during a collision by providing a specific concave-convex shape on the structure. When the induction groove 20 is provided on the bending section 15, the deformation characteristics of the bending section 15 combined with the guiding effect of the induction groove 20 can more effectively absorb the collision energy. This design enables the first longitudinal beam 13 and / or the second longitudinal beam 14 to deform in a predetermined manner when impacted by an external force, thereby absorbing more energy and reducing damage to the occupants and surrounding structures. The provision of the induction groove 20 can guide the bending section 15 to produce a stable folding deformation mode during a collision.

[0049] By providing the induction groove 20 on the bending section 15, the local stiffness of the first longitudinal beam 13 and / or the second longitudinal beam 14 can be increased, so that they can better resist deformation when subjected to external forces. This strengthening effect helps to improve the overall strength and stability of the structure, so that it can better protect the occupants and other parts of the vehicle in a collision. By providing the induction groove 20 on the bending section 15, the shape and characteristics of the bending section 15 can be fully utilized, making the processing process more convenient. At the same time, this design can also reduce production costs and improve production efficiency.

[0050] Furthermore, the design of the guide groove 20 being arranged on the bending section 15 can meet the requirements of various collision conditions. Whether it is a frontal collision, a side impact or other complex conditions, this design can absorb energy through its deformation characteristics and reduce damage to the structure.

[0051] Optionally, first mounting holes 30 are provided at both ends of the first cross beam 11, and the first mounting holes 30 are used to connect with the vehicle body 100. The distance between the center axis of the first mounting hole 30 and the second cross beam 12 in the first direction is L1, and the distance between the center axis of the first mounting hole 30 and the center axis of the induction groove 20 in the first direction is L2, and L2 < 2 / 3L1. Through the above arrangement, it is possible to avoid the subframe 1 breaking at the rear position, resulting in excessive forward movement and squeezing of the fuel tank 80. When L2 < 2 / 3L1, the relative position of the induction groove 20 and the collision direction is more reasonable, so that more energy can be absorbed during the collision.

[0052] Optionally, a second mounting hole 40 is provided on the first longitudinal beam 13 and / or the second longitudinal beam 14, and the second mounting hole 40 is used to connect with the power assembly, and the distance between the central axis of the second mounting hole 40 and the central axis of the first mounting hole 30 in the first direction is L3, and L2>2L3. In this way, the problem that the subframe 1 breaks forward and punctures the fuel tank 80, and the induction groove 20 is too close to the second mounting hole 40, resulting in the local strength of the subframe 1 being too weak, can be avoided.

[0053] Optionally, the second mounting hole 40 is located on a side of the induction groove 20 close to the first crossbeam 11. The second mounting hole 40 is close to the induction groove 20 and is located on one side of the first crossbeam 11. This layout helps to enhance the connection strength between the first crossbeam 11 and the connecting component. Under the action of collision or other external forces, this design can better resist deformation and maintain the integrity of the structure. By arranging the second mounting hole 40 near the induction groove 20, the stress under the action of external force can be more effectively dispersed to avoid local stress concentration. This helps to extend the service life of the structure and reduce the risk of damage caused by stress concentration.

[0054] Optionally, the second cross beam 12 has a flat plate portion 121, one side of the flat plate portion 121 is disposed toward the first cross beam 11, and the flat plate portion 121 is used to connect with the electric drive 90. The design of the flat plate portion 121 provides a larger contact area, which can more effectively resist vibration and impact, and ensure the stable operation of the electric drive 90 during vehicle driving. Through the connection of the flat plate portion 121, the force exerted on the electric drive 90 can be more evenly distributed on the second cross beam 12. This helps to reduce local stress concentration and reduce the risk of damage to the flat plate portion 121.

[0055] At the same time, the design of the flat plate portion 121 allows the electric drive 90 to be installed more compactly at the bottom of the vehicle. This helps optimize the spatial layout of the bottom of the vehicle and provides more installation space for other components such as batteries and fuel tanks 80. Furthermore, since the design of the flat plate portion 121 has a certain degree of versatility, it can meet the installation requirements of the electric drive 90 of various different models. This helps reduce production costs and improve production efficiency.

[0056] Optionally, the first cross beam 11, the second cross beam 12, the first longitudinal beam 13 and the second longitudinal beam 14 are an integrated structure, which facilitates the processing and manufacturing of the structure, thereby reducing the production cost of the device.

[0057] In the present application, the overlap rate between the flat plate portion 121 and the electric control cover plate reaches more than 95%, which prevents the electric control from being squeezed by the hard points of the subframe 1. The high overlap rate between the flat plate portion 121 and the electric control cover plate means that the electric control system is more comprehensively protected. During the driving of the vehicle, even if it encounters extreme situations such as bumps or collisions, the electric control system can reduce the direct impact of the hard points of the subframe 1 or other potential sources of squeezing due to this design, which helps to ensure the stable operation of the electric control system and reduce the degradation of vehicle performance or safety hazards caused by failures. By ensuring a high overlap rate between the flat plate portion 121 and the electric control cover plate, designers can achieve a more compact structural layout within a limited space, which helps to optimize the space utilization at the bottom of the vehicle and provide more installation space for other key components.

[0058] Optionally, the extension length of the second cross beam 12 in the third direction is H1, the extension length of the electric drive 90 in the third direction is H2, and H1>0.95H2. In this way, the second cross beam 12 can better support and fix the electric drive 90, enhance the connection strength between the electric drive 90 and the vehicle body 100 structure, and improve the stability and reliability of the overall structure.

[0059] By ensuring that the extension length of the second crossbeam 12 in the third direction is long enough, the vibration and impact force generated by the electric drive 90 during vehicle driving can be more effectively dispersed, which helps to reduce local stress concentration and reduce the risk of structural damage. The extension design of the second crossbeam 12 not only enhances the protection effect of the electric drive 90, but also indirectly improves the strength of the entire vehicle bottom structure. This makes the vehicle more stable and reliable when dealing with various complex working conditions, reduces safety hazards caused by structural problems, and further ensures the safety performance of the electric drive 90 during operation.

[0060] Optionally, the subframe 1 further includes a support member 50 spaced apart from the first longitudinal beam 13 and the second longitudinal beam 14, and the two ends of the support member 50 are connected to the first crossbeam 11 and the second crossbeam 12 respectively. This arrangement is used to ensure the strength and stiffness requirements of the subframe 1 under medium and low speed conditions. At the same time, compared with the breakage of the subframe 1, replacing the strut is more economical and easy to repair, which improves the commercial value. The addition of the support member 50 forms a more stable triangular or polygonal structure, which enhances the overall anti-rolling ability of the frame. In the case of vehicle turning or encountering side wind, this design can more effectively resist the roll moment and maintain the stability of the vehicle. At the same time, the connection between the support member 50 and the first crossbeam 11 and the second crossbeam 12 increases the connection points of the internal structure of the frame and improves the overall connection strength. This helps to better maintain the integrity of the frame and reduce the risk of damage under collision or other external forces.

[0061] Furthermore, the support member 50 can more effectively disperse the stress generated by the frame during driving and avoid local stress concentration, which helps to extend the service life of the frame and reduce the risk of damage caused by stress concentration.

[0062] Optionally, the subframe 1 includes two support members 50, and the two support members 50 are respectively arranged in alignment with the first longitudinal beam 13 and the second longitudinal beam 14. The two support members 50 are respectively arranged in alignment with the first longitudinal beam 13 and the second longitudinal beam 14, forming a more stable support structure. This design can more effectively resist forces and torques from all directions, and improve the overall rigidity and stability of the subframe 1. The support members 50 arranged in alignment can more evenly disperse the stress generated by the frame during driving. This helps to avoid local stress concentration, reduce the risk of damage to the frame, and extend its service life.

[0063] Furthermore, when it is necessary to repair or replace a component of the subframe 1, the support member 50 arranged in position allows maintenance personnel to more easily approach and operate the faulty component, which helps to shorten maintenance time and reduce maintenance costs.

[0064] According to a second aspect of the present application, a vehicle is also provided, comprising the vehicle body structure as described above.

[0065] In the subframe 1 of the embodiment of the present application, a bending section 15 is provided on the first longitudinal beam 13 and / or the second longitudinal beam 14 through the above technical solution. When the vehicle collides, after the anti-collision beam and the front section of the first longitudinal beam 13 and / or the second longitudinal beam 14 are fully crushed to absorb energy, the bending section 15 bends, thereby reducing the force on the first longitudinal beam 13 and / or the second longitudinal beam 14, thereby reducing the squeezing force on the fuel tank 80, thereby ensuring the safety performance of the vehicle.

[0066] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0067] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present application. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be considered as a part of the authorization specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0068] In the description of the present application, it should be understood that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present application; the directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0069] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0070] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of this application.

[0071] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle body structure, characterized in that: include: The vehicle body is provided with a longitudinal beam along the second direction, the longitudinal beam having a deformation section, and the deformation section can be deformed by force to reduce the size of the longitudinal beam in the second direction; The sub-frame is arranged in parallel with the longitudinal beam along the third direction and connected to the vehicle body. The sub-frame is provided with a sub-frame longitudinal beam along the second direction, and the sub-frame longitudinal beam can be broken at a fixed point when impacted.

2. The vehicle body structure according to claim 1, characterized in that: At least one of the deformation sections comprises a bending structure.

3. The vehicle body structure according to claim 2, characterized in that: The bending structure is protruding in a first direction, which is the width direction of the vehicle body. The extension length of the bending structure in the first direction is L4. The distance between the bending point of the bending structure close to the outer side of the vehicle body and the center axis of the longitudinal beam in the first direction is L5, and L4>1 / 2L5.

4. The vehicle body structure according to claim 1, characterized in that: The sub-frame longitudinal beam includes a first longitudinal beam and a second longitudinal beam, and the first longitudinal beam and the second longitudinal beam are spaced apart from each other in a first direction, which is a width direction of the vehicle body.

5. The vehicle body structure according to claim 4, characterized in that: The first longitudinal beam and / or the second longitudinal beam is provided with a bending section.

6. The vehicle body structure according to claim 5, characterized in that: The subframe comprises: A first crossbeam and a second crossbeam are arranged at intervals along the second direction; two ends of the first longitudinal beam are respectively connected to the first crossbeam and the second crossbeam, two ends of the second longitudinal beam are respectively connected to the first crossbeam and the second crossbeam, and the first direction and the second direction have an angle; The bending section can be bent and deformed to reduce the stress on the first longitudinal beam and / or the second longitudinal beam; at least one of the bending sections is protruding toward the third direction, and the third direction, the first direction and the second direction have an angle between each other.

7. The vehicle body structure according to claim 6, characterized in that: The first longitudinal beam and / or the second longitudinal beam are provided with an induction groove, and the first longitudinal beam and / or the second longitudinal beam can be broken at the induction groove when the first longitudinal beam and / or the second longitudinal beam are impacted.

8. The vehicle body structure according to claim 7, characterized in that: The induction groove is arranged on the bending section.

9. The vehicle body structure according to claim 7, characterized in that: The first cross beam is provided with first mounting holes at both ends, and the first mounting holes are used to connect to the vehicle body. The distance between the center axis of the first mounting hole and the second cross beam in the second direction is L1, and the distance between the center axis of the first mounting hole and the center axis of the induction groove in the second direction is L2, and L2 is less than 2 / 3L1.

10. The vehicle body structure according to claim 9, characterized in that: A second mounting hole is provided on the first longitudinal beam and / or the second longitudinal beam, and the second mounting hole is used to connect with the power component. The second mounting hole is located on the side of the induction groove close to the first cross beam. The distance between the central axis of the second mounting hole and the central axis of the first mounting hole in the second direction is L3, and L2>2L3.

11. The vehicle body structure according to any one of claims 1 to 10, characterized in that: The second cross beam has a flat plate portion, one side surface of the flat plate portion is arranged toward the first cross beam, and the flat plate portion is used to be connected to the electric drive.

12. The vehicle body structure according to claim 11, characterized in that: An extension length of the second crossbeam in the third direction is H1, an extension length of the electric drive in the third direction is H2, and H1>0.95H2.

13. The vehicle body structure according to any one of claims 1 to 12, characterized in that: The subframe further includes a support member, the support member is spaced apart from the first longitudinal beam and / or the second longitudinal beam, and two ends of the support member are respectively connected to the first cross beam and the second cross beam.

14. The vehicle body structure according to any one of claims 1 to 13, characterized in that: The first cross beam, the second cross beam, the first longitudinal beam and the second longitudinal beam are an integrated structure.

15. A vehicle, characterized in that: It comprises the vehicle body structure as claimed in any one of claims 1 to 14.

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