Vehicle body protection structure and vehicle

Abstract

The invention discloses a vehicle body protection structure and a vehicle. The vehicle body protection structure comprises a vehicle frame longitudinal beam, a doorsill and a protection piece. A doorsill is arranged on at least one side of the frame longitudinal beam, a first gap is formed between the frame longitudinal beam and the doorsill, and at least part of the protection piece is arranged in the first gap. The protective part is arranged between the doorsill and the longitudinal beam, side face supporting is provided for the doorsill, the possibility that the doorsill turns over and deforms in the collision process is reduced, and the doorsill can be fully crushed and deformed when bearing side face collision; meanwhile, the protection piece can transmit side collision force borne by the threshold to the frame longitudinal beam, the high-strength frame longitudinal beam is used as a main force bearing part, the collision deformation of the vehicle body can be reduced, and therefore the safety of the vehicle is effectively protected.

Description

Technical Field

[0001] The present application belongs to the technical field of automobile safety protection, and specifically relates to a vehicle body protection structure and a vehicle. Background Art

[0002] In order to solve consumers' range anxiety and match or even exceed the range of existing fuel vehicles, new energy vehicles need to be equipped with larger power batteries, which greatly increases the weight of the vehicle compared to fuel vehicles of the same specifications. Compared with ordinary fuel vehicles, new energy vehicles need to be equipped with high-power motors, powerful cooling systems and large-capacity batteries, so the curb weight of new energy vehicles is generally larger. In the process of side collision, new energy vehicles need to absorb more collision energy.

[0003] In the prior art, when a vehicle is hit from the side, the vehicle body structure absorbs most of the energy by deformation of the door sill, and absorbs a small amount of energy by deformation of both ends of the seat crossbeam.

[0004] However, due to the limitations of the vehicle body structure, the door sill usually flips over when hit from the side without fully absorbing energy, endangering the safety of the vehicle. Summary of the invention

[0005] The present application aims to provide a vehicle body protection structure and a vehicle, which can solve the problem that the door sill flips over in a side collision condition due to the limitation of the vehicle body structure and fails to fully absorb energy, thus endangering the safety of the vehicle.

[0006] In order to solve the above technical problems, this application is implemented as follows:

[0007] In a first aspect, an embodiment of the present application provides a vehicle body protection structure, including: a frame longitudinal beam, a door sill and a protection member;

[0008] The threshold is disposed on at least one side of the frame longitudinal beam, a first gap is formed between the frame longitudinal beam and the threshold, and the protective member is at least partially disposed in the first gap.

[0009] Optionally, the protective member includes a first end and a second end arranged opposite to each other along a first direction, the second end is connected to the frame longitudinal beam, and the first end is arranged opposite to the door sill; a dimension of the first end along the second direction is less than or equal to a dimension of the second end along the second direction, and the second direction is respectively perpendicular to the extension direction of the frame longitudinal beam and the first direction.

[0010] Optionally, a size of the protective element along the second direction gradually increases from the first end to the second end.

[0011] Optionally, a hollow structure is provided in the protective element.

[0012] Optionally, the protective member includes a shell and a first reinforcing rib; the shell is arranged in the first gap, and the shell is connected to the frame longitudinal beam; a cavity is provided in the shell, and the first reinforcing rib is arranged in the cavity to form the hollow structure, and the first reinforcing rib extends from the first end to the second end.

[0013] Optionally, the protective member further includes a second reinforcing rib, wherein the second reinforcing rib is disposed in the cavity, and the second reinforcing rib is connected to the first reinforcing rib to form a cross structure.

[0014] Optionally, a second gap exists at least partially between the protective member and the threshold.

[0015] Optionally, the vehicle body protection structure also includes a reinforcement and a seat crossbeam; the seat crossbeam includes a first crossbeam and a second crossbeam, and the first crossbeam and the second crossbeam are both connected to the door sill; the second crossbeam is located on the side of the first crossbeam close to the frame longitudinal beam; a bending section is provided in the second crossbeam, and the bending section is bent from the second crossbeam toward the first crossbeam; the reinforcement is arranged between the bending section and the first crossbeam.

[0016] Optionally, the reinforcement is at least partially covered on the bending section.

[0017] In a second aspect, an embodiment of the present application proposes a vehicle, comprising any of the above-mentioned vehicle body protection structures.

[0018] In the embodiments of the present application, a protective member is provided between the door sill and the longitudinal beam, thereby providing lateral support for the door sill, reducing the possibility of the door sill flipping and deforming during a collision, so that the door sill can be fully crushed and deformed when subjected to a side collision; at the same time, the protective member can transfer the side collision force exerted on the door sill to the frame longitudinal beam, and by utilizing the high-strength frame longitudinal beam as the main load-bearing component, the collision deformation of the vehicle body can be reduced, thereby effectively protecting the safety of the vehicle.

[0019] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 It is a schematic diagram of a vehicle body structure in the prior art;

[0022] Figure 2 is along Figure 1 Sectional view along line AA;

[0023] Figure 3 is a schematic diagram of the arrangement of the vehicle body protection structure according to an embodiment of the present application;

[0024] Figure 4 is along Figure 3 Sectional view along the midline BB;

[0025] Figure 5 is a schematic diagram of a side impact force transmission path according to an embodiment of the present application;

[0026] Figure 6 is a cross-sectional view of a protective member according to an embodiment of the present application;

[0027] Figure 7 is a schematic diagram of a longitudinal beam force transmission path according to an embodiment of the present application;

[0028] Figure 8 is a schematic diagram of the position arrangement of reinforcement members in a vehicle body according to an embodiment of the present application;

[0029] Fig. 9 is a schematic diagram of a reinforcement member according to an embodiment of the present application.

[0030] Reference numerals:

[0031] 1- Door sill; 2- Frame longitudinal beam; 3- Seat cross beam; 4- Floor; 5- Protective member; 6- First gap; 7- Second gap; 8- Third gap; 9- Reinforcement member; 10- Frame cross beam; 11- Reinforcement cross beam under the front wall; 12- Cross beam under the middle floor; 13- Central channel;

[0032] 31-first beam; 32-second beam; 301-joint; 321-bending section; 51-first end; 52-second end; 53-first reinforcing rib; 54-second reinforcing rib; 55-mounting hole; housing-56; cavity-57; third end-58; fourth end-59;

[0033] 100 - first force transmission path; 200 - second force transmission path; 300 - third force transmission path. DETAILED DESCRIPTION

[0034] The embodiments of the present application will be described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and should not be construed as limitations on the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application.

[0035] The term "first" or "second" in the specification and claims of this application may include one or more of the features explicitly or implicitly. In the description of this application, unless otherwise specified, "plurality" means two or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / " generally means that the objects connected before and after are in an "or" relationship.

[0036] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0037] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0038] In the prior art, when a vehicle is hit from the side, the vehicle body structure absorbs most of the energy by deformation of the door sill, and absorbs a small amount of energy by deformation of both ends of the seat crossbeam.

[0039] Specifically, Figure 1 to Figure 2 As shown, when the vehicle is hit from the side, on the one hand, the energy is absorbed mainly through the door sill 1, and then transferred from the door sill 1 to the seat cross beam 3. Because the middle part of the seat cross beam 3 is an important guarantee for the survival space of the occupants and does not participate in energy absorption, the deformation area of ​​the seat cross beam 3 can only be located at the two ends of the seat cross beam 3, so that the seat cross beam 3 can only absorb less energy. On the other hand, due to the joint position of the door sill 1 and the seat cross beam 3, there is a certain height difference between the center axis of the door sill 1 and the center axis of the seat cross beam 3, so that when the vehicle is hit from the side, the door sill 1 is very likely to deflect and deform around its own center axis, so that the door sill 1 is not deformed sufficiently, resulting in excessive intrusion into the vehicle interior space, endangering the safety of the vehicle.

[0040] At the same time, the main load-bearing component of the existing non-load-bearing vehicle model is the frame longitudinal beam 2, which extends from the front position to the rear position. At the same time, in order to ensure the smoothness of the force transmission of the frame longitudinal beam 2 during the front and rear collision, the frame longitudinal beam 2 is usually located on the inner side of the door sill 1. As a result, when the existing non-load-bearing vehicle model is subjected to a side collision, the door sill 1 first participates in the collision energy absorption alone, and the collision energy is transmitted to the seat cross beam 3 through the door sill 1, that is, the force transmission path is as follows Figure 2 As shown in the first force transmission path 100 in FIG, the force is transmitted from the door sill 1 to the seat crossbeam 3. At this time, only when the door sill 1 is fully deformed and squeezed to the frame longitudinal beam 2, the frame longitudinal beam 2 will begin to contact and bear the force, causing the passenger compartment to begin to deform under force. At the same time, because the force is also transmitted from the door sill 1 to the floor 4, the floor 4 is deformed under force, endangering the safety of the battery pack located under the floor 4. Therefore, in the prior art, the frame longitudinal beam 2 intervenes late when the vehicle is hit from the side, and the protection of the passenger compartment is poor.

[0041] The following is combined with Figure 3 To Attachment Fig. 9 , the vehicle body protection structure and the vehicle provided in the embodiments of the present application are described in detail through specific embodiments and their application scenarios.

[0042] like Figure 3 and Figure 4 As shown, the vehicle body protection structure according to some embodiments of the present application includes: a frame longitudinal beam 2, a door sill 1 and a protective member 5; the door sill 1 is provided on at least one side of the frame longitudinal beam 2, a first gap 6 is formed between the frame longitudinal beam 2 and the door sill 1, and the protective member 5 is at least partially provided in the first gap 6.

[0043] In the embodiment of the present application, a protective member 5 is provided between the door sill 1 and the frame longitudinal beam 2 to provide side support for the door sill 1, thereby reducing the possibility of the door sill 1 flipping and deforming during a collision, so that the door sill 1 can be fully crushed and deformed when subjected to a side collision; at the same time, the protective member 5 can transfer the side collision force exerted on the door sill 1 to the frame longitudinal beam 2. By using the high-strength frame longitudinal beam 2 as the main load-bearing component, the collision deformation of the vehicle body can be reduced, thereby effectively protecting the safety of the vehicle.

[0044] Specifically, Figure 4 As shown, the X direction refers to the extension direction of the frame longitudinal beam 2, the Y direction refers to the extension direction of the frame cross beam 10, and the Z direction refers to the height direction of the vehicle body. The protective member 5 is arranged between the door sill 1 and the frame longitudinal beam 2. The protective member 5 provides Y-direction support for the door sill 1 when the vehicle is hit from the side, so that the load-bearing surface of the door sill 1 in the Y direction is evenly stressed, which greatly reduces the possibility of the door sill 1 flipping and deforming around the X direction during the collision, so that the door sill 1 is fully crushed and deformed, thereby better protecting the battery pack structure under the floor 4.

[0045] Furthermore, the protective member 5 will crush and absorb energy when subjected to a side collision, thereby absorbing a portion of the collision energy, thereby improving the safety of the battery pack and effectively reducing the intrusion of the floor 4, thereby effectively ensuring the safety of the battery pack under the floor 4.

[0046] In some embodiments, the protective member 5 can be connected to at least one of the frame longitudinal beam 2, the seat cross beam 3 or the floor 4, and can be flexibly set according to actual conditions, and the embodiments of the present application are not limited here.

[0047] In some embodiments, Figure 5 As shown, the frame longitudinal beam 2 is connected to the frame cross beam 10. When the vehicle is hit from the side, the collision force can be transmitted to the protective member 5 through the door sill 1, and then the collision force is transmitted to the frame longitudinal beam 2 through the protective member 5, and the collision force of the frame longitudinal beam 2 is transmitted to the frame cross beam 10, that is, Figure 5 The second force transmission path 200 shown in the figure. Compared with the prior art which only has the first force transmission path 100, the present application adds the second force transmission path 200, and the second force transmission path 200 includes: collision force → door sill 1 → protective member 5 → frame longitudinal beam 2 → frame cross beam 10 → frame longitudinal beam 2; by using the high-strength frame longitudinal beam 2 and frame cross beam 10 as the main load-bearing components of the vehicle body when it is hit by a side collision, the collision deformation of the vehicle body is effectively reduced, thereby effectively protecting the safety of the vehicle.

[0048] In some embodiments, Figure 3 As shown, the vehicle body also includes a front panel lower reinforcing cross beam 11 and a middle floor lower cross beam 12; the protective member 5 extends from the front panel lower reinforcing cross beam 11 to the middle floor lower cross beam 12; Figure 7 As shown, when the vehicle is hit from the side, the body structure will generate a third force transmission path 300. The third force transmission path 300 includes four second force transmission paths 200, that is, the collision force can be transmitted to the protective member 5 through the door sill 1, and then transmitted to the chassis frame longitudinal beam 2 through the protective member 5, specifically: collision force → door sill 1 → protective member 5 → frame longitudinal beam 2 → frame cross beam 10 → frame longitudinal beam 2. When the vehicle is hit from the side, the third force transmission path 300 allows the protective member 5 to absorb more energy during the force crushing process, thereby effectively reducing the residual collision energy, reducing the intrusion into the occupant safety space, and effectively protecting the battery structure under the floor 4.

[0049] It should be noted that the cross-sectional shape of the protective member 5 can be a combination of shapes, for example, the shape of the protective member 5 can be a combination of a trapezoid and a rectangle, or a combination of a triangle and a rectangle, and the present application does not limit this. The cross-sectional shape of the protective member 5 can also be a single shape, for example, a trapezoid, a semicircular arc, a triangle, a rectangle, etc., and the cross-sectional shape refers to the surface seen after the protective member 5 is cut along the Z direction.

[0050] Optional, such as Figure 6 As shown, the protective member 5 includes a first end 51 and a second end 52 which are arranged opposite to each other along a first direction Y, the second end is connected to the frame longitudinal beam 2, and the first end 51 is arranged opposite to the door sill 1; the dimension of the first end 51 along the second direction Z is less than or equal to the dimension of the second end along the second direction Z, and the second direction is respectively perpendicular to the extension direction of the frame longitudinal beam 2 and the first direction.

[0051] In an embodiment of the present application, a first end 51 and a second end 52 along a first direction Y are provided in the protective member 5, the second end 52 is connected to the frame longitudinal beam 2, and the first end 51 is arranged opposite to the door sill 1, wherein the dimension of the first end 51 along the second direction Z is less than or equal to the dimension of the second end 52 along the second direction Z. Such a cross-sectional design can effectively ensure that the protective member 5 will not become unstable and flip over when subjected to a side collision, thereby affecting the energy absorption effect.

[0052] Furthermore, the cross-sectional shape of the protective member 5 is a trapezoid. When the narrow side of the trapezoidal cross-section faces the door sill 1 and the wide side of the trapezoidal cross-section faces the frame longitudinal beam 2, the deformation resistance of the protective member 5 on the side close to the door sill 1 is worse than that on the side close to the frame longitudinal beam 2. When the protective member 5 is hit, it will start to be squeezed and deformed from the side with poor deformation resistance, which is consistent with the principle that the vehicle body deforms from left to right in sequence when it is hit from the side. At the same time, the deformation mode of the protective member 5 from left to right can also reduce the tendency of the door sill 1 to flip downward and deform, effectively improving the energy absorption effect of the door sill 1.

[0053] Specifically, the first direction is the extension direction of the frame cross beam 10, that is, the Y direction; the second direction is the direction along the height of the vehicle body, that is, the Z direction. The protective member 5 is provided with a first end 51 and a second end 52 along the Y direction. The size of the first end 51 and the size of the second end 52 refer to the size in the Z direction, that is, the size along the height of the vehicle body. The protective member 5 is also provided with a mounting hole 55, and the corresponding frame longitudinal beam 2 also has a corresponding mounting hole. The fastener passes through the mounting hole 55 on the protective member 5 and the mounting hole on the frame longitudinal beam 2 in sequence to connect the protective member 5 to the frame longitudinal beam 2.

[0054] In some embodiments, the dimension of the first end 51 along the Z direction is smaller than the dimension of the second end 52 along the Z direction. In this way, the dimension of the side of the protective member 5 close to the door sill 1 is narrower, and the dimension of the side close to the frame longitudinal beam 2 is wider. The cross-sectional design from narrow to wide can effectively ensure that the protective member 5 will not be unstable and flipped when subjected to a side collision, thereby affecting the energy absorption effect.

[0055] It should be noted that the material of the protective member 5 can be aluminum, alloy, carbon fiber and the like, and this application does not impose any limitation thereto.

[0056] Optional, such as Figure 6 As shown, from the first end 51 to the second end 52 , the size of the protective member 5 along the second direction gradually increases.

[0057] In the embodiment of the present application, the size of the protective member 5 is set to gradually increase from the first end 51 to the second end, so that when the protective member 5 is collided, the force will gradually increase from the first end 51 to the second end 52, and the force can be effectively transmitted.

[0058] Specifically, the first end 51 and the second end 52 are arranged in parallel. When the protective member 5 is subjected to the collision force transmitted from the door sill 2, since the size of the second end 52 is larger than the size of the first end 51 and is gradually increased, the protective member 5 will not produce a sudden change in cross section and stress concentration phenomenon. This cross-sectional design can make the collision force received by the first end 51 be evenly transmitted to the second end 52. Because the size of the second end 52 is larger than the size of the first end 51, the first end 51 is deformed first and the second end 52 is deformed later. In this way, the force on the protective member 5 is stable, and the collision force received by the first end 51 can be better transmitted to the frame longitudinal beam 2, which is beneficial to protecting the vehicle body structure. At the same time, the size of the protective member 5 gradually increases from the first end 51 to the second end 52. Such a structure has strong stability, which is consistent with the principle that the vehicle body deforms from left to right in sequence, thereby maintaining a good crushing deformation mode.

[0059] Optional, such as Figure 6 As shown, a hollow structure is provided in the protective member 5 .

[0060] In the embodiment of the present application, a hollow structure is provided in the protective member 5, so that the protective member 5 can better absorb energy and collapse when it is hit. Furthermore, the hollow structure can realize a lightweight design of the protective member 5 and reduce production costs.

[0061] Specifically, the specific structure of the hollow structure is not limited here; for example, it can be a honeycomb, a rhombus, a face-centered cubic stacking, a body-centered cubic stacking, a hexagonal closest packing structure, etc.

[0062] Optional, such as Figure 6As shown, the protective member 5 includes a shell 56 and a first reinforcing rib 53; the shell 56 is arranged in the first gap 6, and the shell 56 is connected to the frame longitudinal beam 2; a cavity 57 is provided in the shell 56, and the first reinforcing rib 53 is provided in the cavity 57 to form a hollow structure, and the first reinforcing rib 53 extends from the first end 51 to the second end 52.

[0063] In an embodiment of the present application, a shell 56 and a first reinforcing rib 53 are provided in the protective member 5, the first reinforcing rib 53 is provided in a cavity 57 in the shell 56 to form a hollow structure, and the first reinforcing rib 53 is connected to the first end 51 and the second end 52 on the shell 56. In this way, when the protective member 5 is subjected to a collision force transmitted from the door sill 2, the collision force can be transmitted to the frame longitudinal beam 2 through the shell 56 and the first reinforcing rib 53, and at the same time, the hollow structure composed of the shell 56 and the first reinforcing rib 53 can enable the protective member 5 to absorb energy better. Specifically, the first reinforcing rib 53 is provided along the Y direction, and the first reinforcing rib 53 can be respectively connected vertically to the first end 51 and the second end 52, or can be non-vertically connected, and the present application does not make any restrictions here. Furthermore, the thickness of the shell 56 can be designed accordingly according to the actual force of the vehicle body structure.

[0064] In some embodiments, the thickness of the first reinforcing rib 53 may be the same as or different from that of the shell 56. The first reinforcing rib 53 may be integrally formed with the shell 56, which may increase the overall strength of the protective element 5 and help the protective element 5 absorb more collision energy.

[0065] Optional, such as Figure 6 As shown, the protective member 5 further includes a second reinforcing rib 54 , which is disposed in the cavity 57 , and the second reinforcing rib 54 is connected to the first reinforcing rib 53 to form a cross structure.

[0066] In the embodiment of the present application, the second reinforcing rib 54 is provided in the protective member 5, and the second reinforcing rib 54 is connected with the first reinforcing rib 53 to form a cross structure. In this way, the overall strength of the protective member 5 can be enhanced, which is conducive to the protective member 5 absorbing more collision energy and transmitting collision force.

[0067] Specifically, the shell also includes a third end 58 and a fourth end 59 arranged along the second direction, the second reinforcing rib 54 extends from the third end 58 to the fourth end 59, and the second reinforcing rib 54 intersects with the first reinforcing rib 53; in this way, reinforcing ribs in the Z direction and the Y direction exist inside the protective member 5, which is beneficial to improving the overall strength of the protective member 5, and thereby absorbing more collision force transmitted from the threshold 1.

[0068] In some embodiments, the first reinforcing rib 53 and the second reinforcing rib 54 can be integrally formed with the shell 56, or the second reinforcing rib 54 and the shell 56 can be integrally formed, or the first reinforcing rib 53 and the second reinforcing rib 54 can be integrally formed, which can improve the overall strength of the protective member 5 and help the protective member 5 absorb more collision energy.

[0069] In some embodiments, more reinforcing ribs may be provided in the shell 56, and these reinforcing ribs are connected to the shell 56 and intersect with each other to form a cross structure, which can further increase the overall strength of the protective element 5 and help the protective element 5 absorb more collision energy. The specific number and intersection of the reinforcing ribs are not limited in this application.

[0070] Optional, such as Figure 4 and Figure 6 As shown, a second gap 7 exists at least partially between the protection element 5 and the door sill 1 .

[0071] In an embodiment of the present application, a second gap 7 is provided between the protective member 5 and the door sill 1, so that when the door sill 1 is deformed by a collision, a deformation buffer space can be provided for the deformation of the door sill 1; at the same time, the second gap 7 can also ensure that no abnormal noise is generated due to the friction between the door sill 1 and the protective member 5 when the vehicle is driving.

[0072] Specifically, Figure 4 As shown, a second gap 7 is formed between the first end 51 of the protective member 5 and the door sill 1 , and the second gap 7 can also be used to prevent the protective member 5 from expanding and deforming due to heat, causing friction between the door sill 1 and the protective member 5 and generating abnormal noise.

[0073] In some embodiments, Figure 4 and Figure 6 As shown, there is at least a portion of a third gap 8 between the fourth end 58 and the seat cross beam 3 and / or the floor 4. When the door sill 1 is hit and the seat cross beam 3 is deformed, a deformation buffer space can be provided for the deformation of the seat cross beam 3; at the same time, the third gap 8 can also ensure that no abnormal noise is generated due to friction between the seat cross beam 3 and / or the floor 4 and the protective member 5 when the vehicle is driving.

[0074] In some embodiments, the second gap 7 and the third gap 8 may be filled with a sound-absorbing material to further eliminate abnormal noises between the protective member 5 and the seat crossbar 3 and the door sill 1. The specific sound-absorbing material may be sponge, plastic, etc., and the present application does not limit this.

[0075] Optional, such as Figure 4As shown, the vehicle body protection structure further includes a reinforcement member 9 and a seat cross beam 3; the seat cross beam 3 includes a first cross beam 31 and a second cross beam 32, both of which are connected to the door sill 1; the second cross beam 32 is located on the side of the first cross beam 31 close to the frame longitudinal beam 2; a bending section 321 is provided in the second cross beam 32, and the bending section 321 is bent from the second cross beam 32 to the first cross beam 31; the reinforcement member 9 is arranged between the bending section 321 and the first cross beam 31. Among them, the seat cross beam 3 extends along the Y direction and is arranged above the longitudinal beam 2.

[0076] In the embodiment of the present application, by arranging a reinforcement member 9 at a position corresponding to the bending section 321 of the seat cross beam 3, the cross-sectional deformation resistance of the bending section 321 can be greatly improved, thereby effectively bearing the residual collision force transmitted to the bending section 321, avoiding bending of the bending section 321, and effectively protecting the frame longitudinal beam 2 and the battery pack under the seat cross beam 3, further improving the collision safety of the vehicle body structure.

[0077] Specifically, Figure 4 and Figure 8 As shown, the seat cross beam 4 is arranged in the middle position of the vehicle body, and the seat cross beam 4 extends along the Y direction and is arranged on the upper side of the longitudinal beam 2. The reinforcement member 9 is arranged in the seat cross beam 3 and connected to the seat cross beam 3. The seat cross beam 3 includes a first cross beam 31 and a second cross beam 32. The first cross beam 31 and the second cross beam 32 include a joint 301 at the door sill 1. The seat cross beam 3 is connected to the door sill 1 through the joint 301. The first cross beam 31 is located on the side close to the upper half of the vehicle body, and the second cross beam 32 is located on the side close to the longitudinal beam 2 of the frame. A cavity is formed between the first cross beam 31 and the second cross beam 32, and the reinforcement member 9 is arranged in the cavity. The middle part of the second cross beam 32 is bent and protruded upward to form a bent section 321, and a central channel 13 is formed below the bent section 321;

[0078] In some embodiments, when the vehicle body structure is hit from the side, the protective member 5 provides Y-direction support for the lower half of the door sill 1, so that the door sill 1 can smoothly transmit the collision force to the first cross beam 31 and the second cross beam 32 through the joint 301, and will not easily cause the joint 301 to bend, resulting in interruption of force transmission. Further, the joint 301 continues to transmit the collision force to the bending section 321, because a reinforcement member 9 is provided at the bending section 321, and the reinforcement member 9 is provided between the bending section 321 and the first cross beam 31, and is connected to the bending section 321 and the first cross beam 31, which can enhance the anti-deformation performance of the seat cross beam 3 at the bending section 321, thereby effectively bearing the remaining collision force transmitted to the bending section 321 without bending, ensuring the smoothness of the force transmission of the seat cross beam 3 at the bending section 321, effectively protecting the safety of the battery pack under the seat cross beam 3, and further improving the collision safety of the structure.

[0079] In some embodiments, Figure 4 and Fig. 9 As shown, a floor 4 is also provided between the first cross beam 31 and the second cross beam 32, and the floor 4 is provided with a raised section, which is raised from the second cross beam 32 to the first cross beam 31, and the raised section matches the bent section 321. In this way, the reinforcement 9 can be arranged between the floor 4 and the first cross beam 31, and / or, the reinforcement 9 can be arranged between the floor 4 and the second cross beam 32; the shape of the reinforcement 9 matches the raised section in the floor 4; when the reinforcement 9 is arranged on the upper and lower sides of the floor 4, the reinforcement 9 connects the floor 4 and the seat cross beam 3 into a whole, which can effectively improve the cross-sectional deformation resistance of the seat cross beam 3 at the bent section 321, thereby effectively bearing the residual collision force transmitted to the bent section 321, avoiding bending of the bent section 321 due to deformation, thereby effectively protecting the frame longitudinal beam 2 and the battery pack under the seat cross beam 3, and further improving the collision safety of the vehicle body structure.

[0080] It should be noted that the reinforcement 9 can be connected to the floor 4 and the seat cross beam 3 by adhesive bonding, or by snap-on connection or the like, and this application does not impose any limitation thereto.

[0081] It should be noted that the material and structure of the reinforcement 9 can be designed as required according to the vehicle body structure, and this application does not impose any restrictions thereon. For example, the structure of the reinforcement 9 can be a cavity structure or a solid structure; the material of the reinforcement 9 can be a lightweight material such as a composite material, plastic, or aluminum; when the material of the reinforcement 9 is a composite material, it has the advantage of being light in weight compared to a traditional sheet metal reinforcement structure. That is, on the basis of having the same weight as other materials, composite materials can have both good anti-deformation performance and the advantages of high cost performance.

[0082] Optional, such as Figure 4 As shown, the reinforcement member 9 is at least partially covered on the bending section 321 .

[0083] In the embodiment of the present application, by providing the reinforcement member 9 to at least partially cover the bending section 321 , the bending resistance of the cross section of the seat beam 3 at the bending section 321 can be effectively improved.

[0084] Specifically, Figure 4 and Fig. 9 As shown, the dimension of the reinforcement member 9 along the Y direction is greater than or equal to the dimension of the bending section 321 along the Y direction, so that the reinforcement member 9 is at least partially covered by the bending section 321, thereby effectively improving the cross-sectional deformation resistance of the seat beam 3 at the bending section 321.

[0085] In some embodiments, the dimension of the reinforcement member 9 along the Y direction is greater than the dimension of the bending section 321 along the Y direction, that is, the reinforcement member 9 can extend along the Y direction to the cavity formed by the first cross beam 31 and the second cross beam 32 except the bending section 321. Furthermore, both ends of the reinforcement member 9 along the Y direction can extend to the door sill 1 and be connected to the door sill 1, thereby enhancing the overall anti-deformation capability of the cross section of the seat cross beam 3.

[0086] Optionally, an embodiment of the present application provides a vehicle, comprising any vehicle body protection structure of the above embodiments.

[0087] In the embodiment of the present application, a protective member 5 is provided between the door sill 1 and the frame longitudinal beam 2 to provide side support for the door sill 1, thereby reducing the possibility of the door sill 1 flipping and deforming during a collision, so that the door sill 1 can be fully crushed and deformed when subjected to a side collision; at the same time, the protective member 5 can transfer the side collision force exerted on the door sill 1 to the frame longitudinal beam 2. By using the high-strength frame longitudinal beam 2 as the main load-bearing component, the collision deformation of the vehicle body can be reduced, thereby effectively protecting the safety of the vehicle.

[0088] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0089] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle body protection structure, characterized in that: This includes frame rails, door sills and guards; The threshold is disposed on at least one side of the frame longitudinal beam, a first gap is formed between the frame longitudinal beam and the threshold, and the protective member is at least partially disposed in the first gap.

2. The vehicle body protection structure according to claim 1, characterized in that: The protective member includes a first end and a second end arranged opposite to each other along a first direction, the second end is connected to the frame longitudinal beam, and the first end is arranged opposite to the door sill; a dimension of the first end along the second direction is less than or equal to a dimension of the second end along the second direction, and the second direction is respectively perpendicular to an extension direction of the frame longitudinal beam and the first direction.

3. The vehicle body protection structure according to claim 2, characterized in that: From the first end to the second end, a size of the protection element along the second direction gradually increases.

4. The vehicle body protection structure according to claim 2, characterized in that: The protective member is provided with a hollow structure.

5. The vehicle body protection structure according to claim 4, characterized in that: The protective member includes a shell and a first reinforcing rib; the shell is arranged in the first gap, and the shell is connected to the frame longitudinal beam; a cavity is provided in the shell, and the first reinforcing rib is arranged in the cavity to form the hollow structure, and the first reinforcing rib extends from the first end to the second end.

6. The vehicle body protection structure according to claim 5, characterized in that: The protective member further includes a second reinforcing rib, which is disposed in the cavity and is connected to the first reinforcing rib to form a cross structure.

7. The vehicle body protection structure according to claim 1, characterized in that: A second gap exists at least partially between the guard and the door sill.

8. The vehicle body protection structure according to any one of claims 1 to 7, characterized in that: The vehicle body protection structure also includes a reinforcement and a seat crossbeam; the seat crossbeam includes a first crossbeam and a second crossbeam, and the first crossbeam and the second crossbeam are both connected to the door sill; the second crossbeam is located on the side of the first crossbeam close to the frame longitudinal beam; a bending section is provided in the second crossbeam, and the bending section is bent from the second crossbeam toward the first crossbeam; the reinforcement is arranged between the bending section and the first crossbeam.

9. The vehicle body protection structure according to claim 8, characterized in that: The reinforcement member is at least partially covered on the bending section.

10. A vehicle, characterized in that: The vehicle body protection structure comprises the vehicle body protection structure as described in any one of claims 1 to 9.

Images