Vehicle body assembly of vehicle and vehicle

Abstract

The invention discloses a vehicle body assembly of a vehicle and the vehicle, and relates to the field of vehicles, the vehicle body assembly of the vehicle comprises an anti-collision beam assembly, a tower package, a first longitudinal beam and a second longitudinal beam, and the first longitudinal beam and the second longitudinal beam are both connected between the anti-collision beam assembly and the tower package; and the third longitudinal beam is connected between the anti-collision beam assembly and the A column. Therefore, the first longitudinal beam and the second longitudinal beam are both connected between the anti-collision beam assembly and the tower package, and the third longitudinal beam is connected between the anti-collision beam assembly and the A column, so that the vehicle body assembly of the vehicle has excellent structural strength and collision performance, a force transmission path is smooth, and the vehicle body assembly is not damaged. The structural strength and the collision performance of the vehicle body assembly can be matched with a vehicle with the steer-by-wire and hub motor combined, and the safety of the vehicle can be improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle body assembly and a vehicle. Background Art

[0002] With the rapid development of intelligent driving and new energy vehicle technologies, innovations in vehicle chassis and body structures have become key to improving vehicle performance. This has spawned the concept of "corner modules." These modules combine steer-by-wire with in-wheel motors to enhance vehicle performance. Currently, traditional body structures are unable to meet crash performance requirements. Therefore, a body assembly with superior structural strength and crash performance is urgently needed. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a vehicle body assembly having excellent structural strength and collision performance.

[0004] The present invention further provides a vehicle.

[0005] The body assembly of the vehicle according to the present invention includes: an anti-collision beam assembly, a tower bag, a first longitudinal beam, and a second longitudinal beam, wherein the first longitudinal beam and the second longitudinal beam are both connected between the anti-collision beam assembly and the tower bag; a third longitudinal beam and an A-pillar, wherein the third longitudinal beam is connected between the anti-collision beam assembly and the A-pillar.

[0006] According to the vehicle body assembly of the present invention, by connecting the first longitudinal beam and the second longitudinal beam between the anti-collision beam assembly and the tower package, and connecting the third longitudinal beam between the anti-collision beam assembly and the A-pillar, the vehicle body assembly can have excellent structural strength and collision performance, and the force transmission path is smooth, so that the structural strength and collision performance of the body assembly can match the vehicle combining wire-controlled steering and hub motors, and the safety of the vehicle can be improved.

[0007] In some examples of the present invention, a distance between at least a portion of the second longitudinal beam and the first longitudinal beam gradually increases from an end of the second longitudinal beam close to the tower package to an end of the second longitudinal beam far from the tower package.

[0008] In some examples of the present invention, the second longitudinal beam includes: a first longitudinal beam section and a second longitudinal beam section, the first longitudinal beam section is connected to the anti-collision beam assembly and the second longitudinal beam section, the second longitudinal beam section is connected to the tower package, the second longitudinal beam section and the first longitudinal beam have the same extension direction, and the distance between the first longitudinal beam section and the first longitudinal beam gradually increases from the end of the first longitudinal beam section close to the tower package to the end away from the tower package.

[0009] In some examples of the present invention, along a height direction of the vehicle, the second longitudinal beam segment is directly opposite to the first longitudinal beam.

[0010] In some examples of the present invention, along the width direction of the vehicle, the tower pack is located on the side of the third longitudinal beam facing the first longitudinal beam and is connected to the third longitudinal beam, and the distance between the partial structure of the third longitudinal beam located in front of the tower pack and the second longitudinal beam gradually increases from the end of the third longitudinal beam close to the anti-collision beam assembly to the end away from the anti-collision beam assembly.

[0011] In some examples of the present invention, from one end of the third longitudinal beam close to the anti-collision beam assembly to the other end away from the anti-collision beam assembly, the partial structure of the third longitudinal beam located in front of the tower package and the partial structure of the second longitudinal beam extend in a direction away from each other.

[0012] In some examples of the present invention, along the width direction of the vehicle and from inside to outside, the first longitudinal beam, the second longitudinal beam, and the third longitudinal beam are arranged in sequence at their ends connected to the anti-collision beam assembly.

[0013] In some examples of the present invention, along a height direction of the vehicle, the second longitudinal beam is located above the first longitudinal beam, and at least a portion of the third longitudinal beam is located above the second longitudinal beam.

[0014] In some examples of the present invention, along the width direction of the vehicle, the first longitudinal beam and the second longitudinal beam are both connected to an end of the tower package away from the third longitudinal beam, and the third longitudinal beam is connected to an end of the tower package close to the third longitudinal beam.

[0015] In some examples of the present invention, the anti-collision beam assembly includes: a first anti-collision beam and a second anti-collision beam. Along the height direction of the vehicle, the first anti-collision beam is located above the second anti-collision beam, the second longitudinal beam and the third longitudinal beam are both connected to the first anti-collision beam, and the first longitudinal beam is connected to the second anti-collision beam.

[0016] The vehicle according to the present invention includes the vehicle body assembly described above.

[0017] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0019] Figure 1 is a structural schematic diagram of a vehicle body assembly according to an embodiment of the present invention;

[0020] Figure 2 is a structural schematic diagram of a vehicle body assembly according to an embodiment of the present invention from another angle;

[0021] Figure 3 is a schematic structural diagram of an anti-collision beam assembly according to an embodiment of the present invention;

[0022] Figure 4 is a front view of an anti-collision beam assembly according to an embodiment of the present invention;

[0023] Figure 5 is a top view of an anti-collision beam assembly according to an embodiment of the present invention;

[0024] Figure 6 is a side view of an anti-collision beam assembly according to an embodiment of the present invention;

[0025] Figure 7 is a schematic structural diagram of a connecting member according to an embodiment of the present invention;

[0026] Figure 8 is a schematic diagram of a second longitudinal beam according to an embodiment of the present invention;

[0027] Figure 9 yes Figure 8 Cross-section at dd;

[0028] Figure 10 is a schematic diagram of another angle of the second longitudinal beam according to an embodiment of the present invention;

[0029] Figure 11 yes Figure 10 Cross-section at ee;

[0030] Figure 12 is a schematic structural diagram of a third longitudinal beam according to an embodiment of the present invention;

[0031] Figure 13 is a top view of a third longitudinal beam according to an embodiment of the present invention;

[0032] Figure 14 is a schematic diagram of another angle of the third longitudinal beam according to an embodiment of the present invention;

[0033] Figure 15 yes Figure 14 Cross-sectional view of aa in the figure;

[0034] Figure 16 yes Figure 14 Cross-sectional view at the middle bb;

[0035] Figure 17 yes Figure 14 Cross-sectional view at cc;

[0036] Figure 18 4 is an exploded view of the third longitudinal beam according to an embodiment of the present invention.

[0037] Reference numerals:

[0038] Body assembly 100; Tower package 6; A-pillar 98;

[0039] First longitudinal beam 10;

[0040] Anti-collision beam assembly 1;

[0041] First anti-collision beam 11; anti-collision beam body 111; first partition plate 112; first cavity 113; first sub-cavity 1131; fourth mounting flange 114; second anti-collision beam 12;

[0042] Connecting member 13; reinforcing structure 131; first sub-reinforcing structure 1311; second sub-reinforcing structure 1312; connecting body 132; connecting flange 133; mounting hole 1331; reinforcing flange 134; energy absorption box 14; mounting plate 141; first mounting member 15;

[0043] Second longitudinal beam 20;

[0044] First longitudinal beam section 311; second longitudinal beam section 312; second cavity 313; second sub-cavity 3133; transition section 314;

[0045] a second partition plate 32;

[0046] Second mounting bracket 33; second mounting portion 331; sleeve 34;

[0047] a third longitudinal beam 30;

[0048] The third longitudinal beam section 21; the first outer plate 211; the second mounting member 2111; the first inner plate 212; the first mounting flange 2121; the first cavity 213;

[0049] Fourth longitudinal beam section 22; third outer plate 221; third inner plate 222;

[0050] Fifth longitudinal beam section 23; second outer plate 231; third mounting flange 2311; second inner plate 232; second mounting flange 2321; second cavity 233;

[0051] Sixth longitudinal beam section 24; fourth outer plate 241; fourth inner plate 242; fourth cavity 243;

[0052] First mounting bracket 25 ; first mounting portion 251 . DETAILED DESCRIPTION

[0053] The following describes embodiments of the present invention in detail. 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 intended only to explain the present invention and are not to be construed as limiting the present invention.

[0054] Reference below Figures 1-18 A body assembly 100 of a vehicle according to an embodiment of the present invention is described.

[0055] like Figures 1-18 As shown, the vehicle body assembly 100 according to an embodiment of the present invention includes: an anti-collision beam assembly 1 , a tower package 6 , a first longitudinal beam 10 , a second longitudinal beam 20 , a third longitudinal beam 30 and an A-pillar 98 .

[0056] like Figure 1 As shown, the first longitudinal beam 10 and the second longitudinal beam 20 are both connected between the anti-collision beam assembly 1 and the tower package 6; the third longitudinal beam 30 is connected between the anti-collision beam assembly 1 and the A-pillar 98.

[0057] like Figure 1 As shown, along the length direction of the vehicle (i.e. Figure 1 The X direction shown in the figure), the length direction of the vehicle is the X direction of the vehicle, the first longitudinal beam 10 and the second longitudinal beam 20 are both connected between the anti-collision beam assembly 1 and the tower package 6, that is, the first longitudinal beam 10 is connected between the anti-collision beam assembly 1 and the tower package 6, the first longitudinal beam 10 is connected to the anti-collision beam assembly 1 in a manner that can be a direct connection or an indirect connection, the first longitudinal beam 10 is directly connected to the anti-collision beam assembly 1 in a manner that can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the first longitudinal beam 10 is directly connected to the anti-collision beam assembly 1 by means of a bolt connection. As some embodiments of the present application, a connecting frame is provided between the first longitudinal beam 10 and the anti-collision beam assembly 1, and the first longitudinal beam 10 is indirectly connected to the anti-collision beam assembly 1 through the connecting frame.

[0058] The first longitudinal beam 10 can be connected to the tower package 6 directly or indirectly. The direct connection between the first longitudinal beam 10 and the tower package 6 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the first longitudinal beam 10 and the tower package 6 are directly connected by bolting. In some embodiments of the present application, a connecting bracket is provided between the first longitudinal beam 10 and the tower package 6, and the first longitudinal beam 10 and the tower package 6 are indirectly connected by the connecting bracket.

[0059] The second longitudinal beam 20 is connected between the anti-collision beam assembly 1 and the tower package 6. The second longitudinal beam 20 and the anti-collision beam assembly 1 can be connected directly or indirectly. The direct connection method of the second longitudinal beam 20 and the anti-collision beam assembly 1 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the second longitudinal beam 20 and the anti-collision beam assembly 1 are directly connected by bolting. In some embodiments of the present application, the anti-collision beam assembly 1 includes an energy absorption box 14, and the second longitudinal beam 20 is connected to the energy absorption box 14.

[0060] The second longitudinal beam 20 can be connected to the tower package 6 directly or indirectly. The direct connection between the second longitudinal beam 20 and the tower package 6 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the second longitudinal beam 20 and the tower package 6 are directly connected by bolting. In some embodiments of the present application, a connecting frame is provided between the second longitudinal beam 20 and the tower package 6, and the second longitudinal beam 20 and the tower package 6 are indirectly connected by the connecting frame.

[0061] The third longitudinal beam 30 is connected between the anti-collision beam assembly 1 and the A-pillar 98. The third longitudinal beam 30 and the anti-collision beam assembly 1 can be connected directly or indirectly. The direct connection method of the third longitudinal beam 30 and the anti-collision beam assembly 1 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the third longitudinal beam 30 and the anti-collision beam assembly 1 are directly connected by bolting. In some embodiments of the present application, the anti-collision beam assembly 1 includes an energy absorption box 14, and the third longitudinal beam 30 is connected to the energy absorption box 14.

[0062] The third longitudinal beam 30 and the A-pillar 98 may be connected directly or indirectly. The direct connection between the third longitudinal beam 30 and the A-pillar 98 may be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the third longitudinal beam 30 and the A-pillar 98 are directly connected by bolting. In some embodiments of the present application, a connecting frame is provided between the third longitudinal beam 30 and the A-pillar 98, and the third longitudinal beam 30 and the A-pillar 98 are indirectly connected by the connecting frame.

[0063] It should be noted that by connecting the first longitudinal beam 10 and the second longitudinal beam 20 between the anti-collision beam assembly 1 and the tower bag 6, and connecting the third longitudinal beam 30 between the anti-collision beam assembly 1 and the A-pillar 98, when the vehicle collides head-on, the force of the head-on collision will be transmitted along the force transmission path of the anti-collision beam assembly 1, the first longitudinal beam 10, and the tower bag 6, and the force of the head-on collision will also be transmitted along the force transmission path of the anti-collision beam assembly 1, the second longitudinal beam 20, and the tower bag 6. This arrangement can effectively absorb and decompose the energy generated by the collision, and the force transmission path is smooth, which can significantly improve the structural strength and collision performance of the body assembly 100.

[0064] Therefore, by connecting the first longitudinal beam 10 and the second longitudinal beam 20 between the anti-collision beam assembly 1 and the tower package 6, and connecting the third longitudinal beam 30 between the anti-collision beam assembly 1 and the A-pillar 98, the vehicle body assembly 100 can have excellent structural strength and collision performance, and the force transmission path is smooth, so that the structural strength and collision performance of the body assembly 100 can match the vehicle combining wire-controlled steering and hub motors, and can improve the safety of the vehicle.

[0065] In some embodiments of the present invention, Figure 1 As shown, from the end of the second longitudinal beam 20 close to the tower package 6 to the end away from the tower package 6, the distance between at least a portion of the second longitudinal beam 20 and the first longitudinal beam 10 gradually increases.

[0066] Among them, along the length direction of the vehicle (i.e. Figure 1 The second longitudinal beam 20 has an end close to the tower package 6 and an end away from the tower package 6. From the end close to the tower package 6 to the end away from the tower package 6, the distance between at least a portion of the second longitudinal beam 20 and the first longitudinal beam 10 gradually increases. In other words, the distance between a portion of the second longitudinal beam 20 and the first longitudinal beam 10 gradually increases, or the distance between the entire second longitudinal beam 20 and the first longitudinal beam 10 gradually increases.

[0067] Such a setting can optimize the force transmission path of the second longitudinal beam 20, can reasonably avoid the tire envelope to adapt to the vehicle's wire-controlled steering function, and facilitate the second longitudinal beam 20 to transmit and disperse the force of the frontal collision. Moreover, such a setting can make the first longitudinal beam 10, the second longitudinal beam 20, and the anti-collision beam assembly 1 form a triangular structure, and can make the second longitudinal beam 20, the tower bag 6, and the third longitudinal beam 30 form a triangular structure, significantly improving the structural strength of the body assembly 100, while improving the stability of force transmission.

[0068] In some embodiments of the present invention, Figure 1 and Figure 8 As shown, the second longitudinal beam 20 includes: a first longitudinal beam section 311 and a second longitudinal beam section 312. The first longitudinal beam section 311 is connected to the anti-collision beam assembly 1 and the second longitudinal beam section 312. The second longitudinal beam section 312 is connected to the tower package 6. The second longitudinal beam section 312 and the first longitudinal beam 10 have the same extension direction. From the end of the first longitudinal beam section 311 close to the tower package 6 to the end away from the tower package 6, the distance between the first longitudinal beam section 311 and the first longitudinal beam 10 gradually increases.

[0069] Among them, the first longitudinal beam section 311 is connected between the anti-collision beam assembly 1 and the second longitudinal beam section 312, the second longitudinal beam section 312 is connected to the tower package 6, the first longitudinal beam section 311 and the anti-collision beam assembly 1 can be connected directly or indirectly, and the direct connection between the first longitudinal beam section 311 and the anti-collision beam assembly 1 can be but not limited to welding, bolt connection, etc. As some embodiments of the present application, the first longitudinal beam section 311 is directly connected to the anti-collision beam assembly 1 by bolt connection. As some embodiments of the present application, such as Figure 3 As shown, the anti-collision beam assembly 1 includes an energy absorption box 14 , and the first longitudinal beam section 311 is connected to the energy absorption box 14 .

[0070] The second longitudinal beam section 312 can be connected to the tower package 6 directly or indirectly. The direct connection between the second longitudinal beam section 312 and the tower package 6 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the second longitudinal beam section 312 and the tower package 6 are directly connected by bolting. In some embodiments of the present application, a connecting bracket is provided between the second longitudinal beam section 312 and the tower package 6, and the second longitudinal beam 20 and the tower package 6 are indirectly connected by the connecting bracket.

[0071] The second longitudinal beam segment 312 is connected to the first longitudinal beam segment 311. As some embodiments of the present application, the second longitudinal beam segment 312 is connected to the first longitudinal beam segment 311 by welding. As some embodiments of the present application, the second longitudinal beam segment 312 is integrally formed with the first longitudinal beam segment 311.

[0072] Along the length of the vehicle (i.e. Figure 8 The second longitudinal beam section 312 extends in the same direction as the first longitudinal beam 10. The first longitudinal beam section 311 has an end close to the tower package 6 and an end away from the tower package 6. From the end of the first longitudinal beam section 311 close to the tower package 6 to the end of the first longitudinal beam section 311 away from the tower package 6, the distance between the first longitudinal beam section 311 and the first longitudinal beam 10 gradually increases. In other words, along the length direction of the vehicle (i.e. Figure 8 In the X direction shown in FIG, from the front end to the rear end of the vehicle, the first longitudinal beam section 311 extends toward the inner side of the vehicle.

[0073] Such a setting can optimize the force transmission path of the second longitudinal beam 20, making it easier for the second longitudinal beam 20 to transmit and disperse the force of a frontal collision. Moreover, such a setting can enable the first longitudinal beam 10, the first longitudinal beam section 311, and the anti-collision beam assembly 1 to form a triangular structure, and can enable the first longitudinal beam section 311, the tower bag 6, and the third longitudinal beam 30 to form a triangular structure, thereby significantly improving the structural strength of the vehicle body assembly 100 and improving the stability of force transmission.

[0074] In some embodiments of the present invention, Figure 1 As shown, along the height direction of the vehicle (i.e. Figure 2 In the Z direction shown in FIG, the second longitudinal beam section 312 is directly opposite to the first longitudinal beam 10 .

[0075] The height direction of the vehicle is the Z direction of the vehicle. Figure 2 The second longitudinal beam section 312 is opposite to the first longitudinal beam 10. Specifically, a plane is set, which is in the height direction of the vehicle (ie Figure 2 The Z direction shown in FIG is perpendicular to the plane, and the normal of the plane is perpendicular to the height direction of the vehicle (ie Figure 2 The projection of the second longitudinal beam segment 312 on the plane has an overlapping area with the projection of the first longitudinal beam 10 on the plane. As some embodiments of the present application, the projection of the second longitudinal beam segment 312 on the plane coincides with the projection of the first longitudinal beam 10 on the plane.

[0076] With this arrangement, when the vehicle collides head-on, the second longitudinal beam section 312 and the first longitudinal beam 10 can disperse and transmit the collision force, reducing the probability of the second longitudinal beam section 312 or the first longitudinal beam 10 bending due to stress concentration during the collision, so that the collision force can be transmitted to the tower package 6 along multiple paths, which is beneficial to improving the collision performance of the body assembly 100.

[0077] In some embodiments of the present invention, Figure 1 As shown, along the width direction of the vehicle (ie Figure 1 The tower bag 6 is located on the side of the third longitudinal beam 30 facing the first longitudinal beam 10 and is connected to the third longitudinal beam 30. From the end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the end away from the anti-collision beam assembly 1, the distance between the part of the third longitudinal beam 30 located in front of the tower bag 6 and the second longitudinal beam 20 gradually increases.

[0078] The width direction of the vehicle is the Y direction of the vehicle. Figure 1 In the Y direction shown in the figure, the tower package 6 is located on the side of the third longitudinal beam 30 facing the first longitudinal beam 10 and is connected to the third longitudinal beam 30. That is, the third longitudinal beam 30 has a side facing the first longitudinal beam 10 and a side away from the first longitudinal beam 10. The tower package 6 is located on the side of the third longitudinal beam 30 facing the first longitudinal beam 10, and the tower package 6 is connected to the third longitudinal beam 30. In other words, the tower package 6 is located on the inner side of the third longitudinal beam 30.

[0079] From the end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the end away from the anti-collision beam assembly 1, that is, the third longitudinal beam 30 has an end close to the anti-collision beam assembly 1 and an end away from the anti-collision beam assembly 1, and part of the structure of the third longitudinal beam 30 is located in front of the tower package 6, along the length direction of the vehicle (i.e. Figure 1As shown in the X direction), from the front to the rear of the vehicle, that is, from the end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the end away from the anti-collision beam assembly 1, the distance between the portion of the third longitudinal beam 30 located in front of the tower package 6 and the second longitudinal beam 20 gradually increases.

[0080] That is, along the length direction of the vehicle (i.e. Figure 1 In the X direction shown in the figure), from the front to the rear of the vehicle, the portion of the third longitudinal beam 30 located in front of the tower package 6 extends toward the outside of the vehicle.

[0081] Such a setting can optimize the force transmission path, reasonably avoid the tire envelope to adapt to the vehicle's steer-by-wire function, and also facilitate the second longitudinal beam 20, the third longitudinal beam 30 and the tower bag 6 to form a stable triangular structure, which is beneficial to improving the structural strength and collision performance of the body assembly.

[0082] In some embodiments of the present invention, Figure 1 As shown, from one end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the other end away from the anti-collision beam assembly 1, the partial structure of the third longitudinal beam 30 located in front of the tower package 6 and the partial structure of the second longitudinal beam 20 extend in a direction away from each other.

[0083] The third longitudinal beam 30 has one end close to the anti-collision beam assembly 1 and one end away from the anti-collision beam assembly 1, and part of the structure of the third longitudinal beam 30 is located in front of the tower package 6, along the length direction of the vehicle (i.e. Figure 1 In some embodiments of the present application, the second longitudinal beam 20 includes a first longitudinal beam section 311 and a second longitudinal beam section 312. From the end of the third longitudinal beam 30 that is close to the anti-collision beam assembly 1 to the end that is far away from the anti-collision beam assembly 1, the portion of the third longitudinal beam 30 that is located in front of the tower package 6 and the portion of the second longitudinal beam 20 that is located in front of the tower package 6 extend away from each other.

[0084] Such a setting can make the force transmission path more reasonable, and can reliably and reasonably avoid the tire envelope to leave enough rotation space for the tire to adapt to the vehicle's wire-controlled steering function. In addition, it can also facilitate the second longitudinal beam 20, the third longitudinal beam 30 and the tower bag 6 to form a stable triangular structure, which is beneficial to improving the structural strength and collision performance of the body assembly 100.

[0085] In some embodiments of the present invention, Figure 1 and Figure 8As shown, the second longitudinal beam 20 includes: a first longitudinal beam section 311 and a second longitudinal beam section 312. The first longitudinal beam section 311 is connected to the anti-collision beam assembly 1 and the second longitudinal beam section 312. The second longitudinal beam section 312 is connected to the tower package 6. From the end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the end away from the anti-collision beam assembly 1, the partial structure of the third longitudinal beam 30 located in front of the tower package 6 and the first longitudinal beam section 311 extend in a direction away from each other.

[0086] Among them, the first longitudinal beam section 311 is connected between the anti-collision beam assembly 1 and the second longitudinal beam section 312, the second longitudinal beam section 312 is connected to the tower package 6, the first longitudinal beam section 311 and the anti-collision beam assembly 1 can be connected directly or indirectly, and the first longitudinal beam section 311 and the anti-collision beam assembly 1 can be directly connected by, but not limited to, welding, bolting, etc. In some embodiments of the present application, the first longitudinal beam section 311 and the anti-collision beam assembly 1 are directly connected by bolting. In some embodiments of the present application, the anti-collision beam assembly 1 includes an energy absorption box 14, and the first longitudinal beam section 311 is connected to the energy absorption box 14.

[0087] The second longitudinal beam section 312 can be connected to the tower package 6 directly or indirectly. The direct connection between the second longitudinal beam section 312 and the tower package 6 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the second longitudinal beam section 312 and the tower package 6 are directly connected by bolting. In some embodiments of the present application, a connecting bracket is provided between the second longitudinal beam section 312 and the tower package 6, and the second longitudinal beam 20 and the tower package 6 are indirectly connected by the connecting bracket.

[0088] The second longitudinal beam segment 312 is connected to the first longitudinal beam segment 311. As some embodiments of the present application, the second longitudinal beam segment 312 is connected to the first longitudinal beam segment 311 by welding. As some embodiments of the present application, the second longitudinal beam segment 312 is integrally formed with the first longitudinal beam segment 311.

[0089] Along the length of the vehicle (i.e. Figure 1 As shown in the X direction), from the front to the rear of the vehicle, that is, from the end of the third longitudinal beam 30 close to the anti-collision beam assembly 1 to the end away from the anti-collision beam assembly 1, the portion of the third longitudinal beam 30 located in front of the tower package 6 and the first longitudinal beam segment 311 extend in a direction away from each other.

[0090] Such a setting can make the force transmission path more reasonable, and can reliably and reasonably avoid the tire envelope to leave enough rotation space for the tire to adapt to the vehicle's wire-controlled steering function. In addition, it can also make the second longitudinal beam 20, the third longitudinal beam 30 and the tower bag 6 form a triangular structure with a reasonable angle, which is beneficial to improving the structural strength and collision performance of the body assembly 100.

[0091] In some embodiments of the present invention, Figure 1 As shown, along the width direction of the vehicle (ie Figure 1 In the Y direction shown in FIG2 , and from inside to outside, the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 are arranged in sequence at one end connected to the anti-collision beam assembly 1.

[0092] Among them, the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 all have one end connected to the anti-collision beam assembly 1, the width direction of the vehicle is the Y direction of the vehicle, and the width direction of the vehicle (i.e. Figure 1 In the Y direction shown in the figure), from the inside of the vehicle to the outside of the vehicle, the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 are arranged in sequence at one end connected to the anti-collision beam assembly 1. That is to say, the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 are arranged in sequence at one end connected to the anti-collision beam assembly 1 from the inside of the vehicle to the outside of the vehicle in the order of the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30.

[0093] Such a setting can make the connection positions of the first longitudinal beam 10, the second longitudinal beam 20, the third longitudinal beam 30 and the anti-collision beam assembly 1 reasonable, optimize the force transmission path of the vehicle body structure, enable the frontal collision force to be transmitted along multiple X-direction paths, and enable the vehicle body assembly 100 to reliably transmit and absorb the energy generated by the frontal collision, which is beneficial to improving the collision performance of the vehicle body assembly 100.

[0094] In some embodiments of the present invention, Figure 2 As shown, along the height direction of the vehicle (i.e. Figure 2 In the Z direction shown in FIG, the second longitudinal beam 20 is located above the first longitudinal beam 10 , and at least a portion of the third longitudinal beam 30 is located above the second longitudinal beam 20 .

[0095] Among them, along the height direction of the vehicle (i.e. Figure 2 In the Z direction shown in the figure, the second longitudinal beam 20 is located above the first longitudinal beam 10, and at least a portion of the third longitudinal beam 30 is located above the second longitudinal beam 20, that is, a portion of the third longitudinal beam 30 is located above the second longitudinal beam 20, or the entire third longitudinal beam 30 is located above the second longitudinal beam 20.

[0096] This arrangement enables the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 to be aligned with the height direction of the vehicle (i.e. Figure 2 The Z direction as shown is arranged reasonably, which can transmit the collision force along multiple force transmission paths with different heights, which is beneficial to improving the collision performance of the body assembly 100.

[0097] In some embodiments of the present invention, Figure 1 As shown, along the width direction of the vehicle (ie Figure 1The first longitudinal beam 10 and the second longitudinal beam 20 are both connected to one end of the tower package 6 away from the third longitudinal beam 30 , and the third longitudinal beam 30 is connected to one end of the tower package 6 close to the third longitudinal beam 30 .

[0098] Among them, along the width direction of the vehicle (i.e. Figure 1 The tower package 6 has an end adjacent to the third longitudinal beam 30 and an end facing away from the third longitudinal beam 30. The first longitudinal beam 10 and the second longitudinal beam 20 are both connected to the end of the tower package 6 facing away from the third longitudinal beam 30. The third longitudinal beam 30 is connected to the end of the tower package 6 adjacent to the third longitudinal beam 30. In some embodiments of the present application, the third longitudinal beam 30 is also connected to the A-pillar 98.

[0099] Such an arrangement can make the positions of the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30 connected to the tower bag 6 reasonable. During a side collision, the third longitudinal beam 30 can transmit the side impact force to the tower bag 6, and the first longitudinal beam 10 and the second longitudinal beam 20 can share the collision force borne by the tower bag 6. Moreover, this can make the relative positions of the first longitudinal beam 10, the second longitudinal beam 20, the third longitudinal beam 30, the tower bag 6, and the A-pillar 98 reasonable, so that the body assembly 100 can have excellent head-on collision performance and side collision performance.

[0100] In some embodiments of the present invention, Figure 1 、 Figure 3-Figure 6 As shown, the anti-collision beam assembly 1 includes: a first anti-collision beam 11, a second anti-collision beam 12, and a first anti-collision beam 11. Figure 6 The first anti-collision beam 11 is located above the second anti-collision beam 12, the second longitudinal beam 20 and the third longitudinal beam 30 are both connected to the first anti-collision beam 11, and the first longitudinal beam 10 is connected to the second anti-collision beam 12.

[0101] The anti-collision beam assembly 1 includes a first anti-collision beam 11 and a second anti-collision beam 12, which are arranged along the height direction of the vehicle (ie Figure 6 The Z direction is shown), the first anti-collision beam 11 is located above the second anti-collision beam 12, the second longitudinal beam 20 is connected to the first anti-collision beam 11, and the second longitudinal beam 20 is connected to the first anti-collision beam 11 in a manner that is not limited to welding, bolting, etc. As some embodiments of the present application, the second longitudinal beam 20 is connected to the first anti-collision beam 11 by welding, and the third longitudinal beam 30 is connected to the first anti-collision beam 11. The third longitudinal beam 30 is connected to the first anti-collision beam 11 in a manner that is not limited to welding, bolting, etc. As some embodiments of the present application, the third longitudinal beam 30 is connected to the first anti-collision beam 11 by welding.

[0102] The first longitudinal beam 10 is connected to the second anti-collision beam 12. The connection method of the first longitudinal beam 10 and the second anti-collision beam 12 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the first longitudinal beam 10 and the second anti-collision beam 12 are connected by welding.

[0103] Such a setting can enable the first anti-collision beam 11 and the second anti-collision beam 12 to jointly bear the frontal collision force, and can increase the force-bearing area. In addition, the frontal collision force can be transmitted and absorbed through the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30, which can improve the structural strength of the body assembly 100, optimize the force transmission path, and enable the anti-collision beam component 1 to stably and smoothly transmit the collision force to the first longitudinal beam 10, the second longitudinal beam 20, and the third longitudinal beam 30, which is beneficial to improving the collision performance of the body assembly 100.

[0104] As some embodiments of this application, Figure 3-Figure 7 As shown, the anti-collision beam assembly 1 includes: a first anti-collision beam 11, a second anti-collision beam 12, and a connecting member 13, which are arranged along the height direction of the vehicle (ie Figure 6 The first anti-collision beam 11 is located above the second anti-collision beam 12; the connecting member 13 is connected between the first anti-collision beam 11 and the second anti-collision beam 12, and the connecting member 13 forms a reinforcement structure 131.

[0105] Among them, along the height direction of the vehicle (i.e. Figure 6 The first anti-collision beam 11 is located above the second anti-collision beam 12. In some embodiments of the present application, the first anti-collision beam 11 and the second anti-collision beam 12 can be arranged at intervals, for example, along the height direction of the vehicle (i.e. Figure 6 In the Z direction shown in the figure), the spacing between the first anti-collision beam 11 and the second anti-collision beam 12 can be, but is not limited to, 130 mm to 145 mm. In some embodiments of the present application, the spacing between the end of the first anti-collision beam 11 close to the second anti-collision beam 12 and the end of the second anti-collision beam 12 close to the first anti-collision beam 11 is 137.6 mm. This arrangement reduces the spacing between the first anti-collision beam 11 and the second anti-collision beam 12, allowing the first anti-collision beam 11 and the second anti-collision beam 12 to simultaneously contact and collide with obstacles, thereby enhancing the anti-collision capability of the anti-collision beam assembly 1 and contributing to improving the safety performance of the vehicle.

[0106] As some embodiments of the present application, the first anti-collision beam 11 and the second anti-collision beam 12 may be made of high-strength materials such as steel and aluminum alloy.

[0107] As some embodiments of this application, Figure 3 and Figure 5 As shown, the first anti-collision beam 11 can be constructed as an arc shape that bulges away from the vehicle, and along the height direction of the vehicle (ie Figure 3The first anti-collision beam 11 corresponds to the second anti-collision beam 12, and is arranged along the length direction of the vehicle (ie Figure 5 In the X direction shown in the figure, the front end surface of the first anti-collision beam 11 is located in front of the second anti-collision beam 12. In this way, when the vehicle is hit by a collision, the deformation of the first anti-collision beam 11 can reliably withstand and absorb part of the collision energy, which is beneficial to improving the safety performance of the vehicle. In addition, after the deformation, the first anti-collision beam 11 can be stabilized at the same horizontal position with the second anti-collision beam 12, thereby improving the collision stability of the anti-collision beam assembly 1.

[0108] The connecting member 13 is connected between the first anti-collision beam 11 and the second anti-collision beam 12. As some embodiments of the present application, the connecting member 13 and the first anti-collision beam 11 and the second anti-collision beam 12 can be fixedly connected. For example, the connection method of the connecting member 13 and the first anti-collision beam 11 and the second anti-collision beam 12 can be but not limited to welding connection, bolt connection, etc. As some embodiments of the present application, along the height direction of the vehicle (i.e. Figure 4 In the Z direction shown in the figure), one end of the connecting member 13 is bolted to the first anti-collision beam 11, and the other end of the connecting member 13 is bolted to the second anti-collision beam 12.

[0109] The connecting member 13 is formed with a reinforcement structure 131 . In some embodiments of the present application, the reinforcement structure 131 may be constructed as a reinforcement rib to enhance the rigidity and structural strength of the connecting member 13 .

[0110] Therefore, by setting the first anti-collision beam 11 and the second anti-collision beam 12 and connecting the first anti-collision beam 11 and the second anti-collision beam 12 through the connecting member 13, the two anti-collision beams can be connected as a whole. When the vehicle collides, the first anti-collision beam 11 and the second anti-collision beam 12 can jointly withstand and absorb the collision energy. Moreover, by forming the connecting member 13 with a reinforcing structure 131, the structural strength of the connecting member 13 can be significantly improved, and the combined structure of the first anti-collision beam 11, the second anti-collision beam 12 and the connecting member 13 can be stabilized, which is beneficial to improving the impact resistance of the anti-collision beam assembly 1 and improving the safety performance of the vehicle.

[0111] As some embodiments of this application, Figure 5 As shown, along the length direction of the vehicle (i.e. Figure 5 The front end of the first anti-collision beam 11 is located in front of the second anti-collision beam 12, and along the height direction of the vehicle (ie Figure 5 In the Z direction shown in FIG, the orthographic projection of the first anti-collision beam 11 and the orthographic projection of the second anti-collision beam 12 have an overlapping area.

[0112] Among them, along the length direction of the vehicle ( Figure 5The front end surface of the first anti-collision beam 11 is located in front of the second anti-collision beam 12. As some embodiments of the present application, the first anti-collision beam 11 can be constructed as an arc convex away from the vehicle, along the length direction of the vehicle (i.e. Figure 5 In the X direction shown in the figure), the maximum distance between the end of the first anti-collision beam 11 close to the second anti-collision beam 12 and the end of the second anti-collision beam 12 close to the first anti-collision beam 11 can be, but is not limited to, 60 mm to 75 mm. In some embodiments of the present application, the maximum distance between the end of the first anti-collision beam 11 close to the second anti-collision beam 12 and the end of the second anti-collision beam 12 close to the first anti-collision beam 11 is 68.5 mm.

[0113] Along the height direction of the vehicle (i.e. Figure 6 The Z direction shown in FIG, the orthographic projection of the first anti-collision beam 11 and the orthographic projection of the second anti-collision beam 12 have an overlapping area. Specifically, a plane is set, which is in the height direction of the vehicle (ie Figure 6 In other words, the normal of the plane is perpendicular to the height direction of the vehicle (i.e. Figure 6 The first anti-collision beam 11 is parallel to the Z direction shown in the figure, and the orthographic projection of the first anti-collision beam 11 on this plane overlaps with the orthographic projection of the second anti-collision beam 12 on this plane. When the vehicle is involved in a head-on collision, the first anti-collision beam 11 preferentially collides with the obstacle, and the first anti-collision beam 11 collapses to absorb the collision energy. When the first anti-collision beam 11 collapses to a certain extent, the second anti-collision beam 12 intervenes and absorbs the collision energy together with the first anti-collision beam 11. It should be noted that the spacing between the first anti-collision beam 11 and the second anti-collision beam 12 can be flexibly changed according to the actual design requirements of different vehicles.

[0114] This arrangement can make the arrangement of the first anti-collision beam 11 and the second anti-collision beam 12 reasonable, can improve the anti-collision ability of the anti-collision beam assembly 1, and improve the safety performance of the vehicle. At the same time, it can meet the actual design requirements of different vehicles and has better compatibility.

[0115] As some embodiments of this application, Figure 3 and Figure 6 As shown, the first anti-collision beam 11 includes: an anti-collision beam body 111 and a first partition plate 112. The anti-collision beam body 111 is formed with a first cavity 113. The first partition plate 112 is arranged in the first cavity 113 to divide the first cavity 113 into multiple first sub-cavities 1131. The first partition plate 112 is constructed as a corrugated plate.

[0116] As some embodiments of the present application, along the length direction of the vehicle (ie Figure 6The first partition plate 112 is wavy in shape (in the X direction shown). By configuring the first partition plate 112 as a wavy plate, the first partition plate 112 can be deformed after being squeezed after a vehicle collision, causing the first anti-collision beam 11 to collapse and absorb the collision energy, thereby improving the anti-collision capability of the anti-collision beam assembly 1 and further enhancing the safety performance of the vehicle.

[0117] As some embodiments of this application, Figure 3 and Figure 6 As shown, the first anti-collision beam 11 includes: an anti-collision beam body 111 and a first partition plate 112, the anti-collision beam body 111 forms a first cavity 113, the first partition plate 112 is multiple, and the multiple first partition plates 112 are all arranged in the first cavity 113 along the height direction of the vehicle (i.e. Figure 6 In the Z direction shown in the figure, a plurality of first partition plates 112 are arranged at intervals to divide the first cavity 113 into a plurality of first sub-cavities 1131. In two adjacent first partition plates 112, a partial structure of each first partition plate 112 is recessed in a direction away from the other first partition plate 112.

[0118] The number of the first partition plates 112 is multiple, for example, the number of the first partition plates 112 can be but is not limited to two, three, four, etc. In some embodiments of the present application, the number of the first partition plates 112 is two, and both first partition plates 112 are provided in the first cavity 113. Figure 6 In the Z direction shown in FIG, a plurality of first partition plates 112 are arranged at intervals to divide the first cavity 113 into a plurality of first sub-cavities 1131. In two adjacent first partition plates 112, a portion of the structure of each first partition plate 112 is recessed in a direction away from the other first partition plate 112. As some embodiments of the present application, such as Figure 3 and Figure 6 As shown, the number of the first partition plates 112 is two, along the height direction of the vehicle (ie Figure 6 The two first partition plates 112 are arranged at intervals, and the two first partition plates 112 divide the first cavity 113 into three first sub-cavities 1131, and the partial structures of the two first partition plates 112 are recessed in the direction away from the other first partition plate 112.

[0119] The first partition plate 112 and the anti-collision beam body 111 can be fixedly connected. For example, the connection method of the first partition plate 112 and the anti-collision beam body 111 can be but not limited to welding connection, bolt connection, etc., or the first partition plate 112 and the anti-collision beam body 111 can be integrally formed, that is, the first partition plate 112 and the anti-collision beam body 111 are constructed as an integrally formed part, and the integrally formed part has good structural strength. By integrally forming the first partition plate 112 and the anti-collision beam body 111, the connection reliability of the first partition plate 112 and the anti-collision beam body 111 can be improved, the risk of fracture at the connection between the first partition plate 112 and the anti-collision beam body 111 can be reduced, the structural strength of the first anti-collision beam 11 is improved, and the impact resistance of the first anti-collision beam 11 is improved.

[0120] By setting up multiple first partition plates 112 and dividing the first cavity 113 into multiple first sub-cavities 1131, the weight of the first anti-collision beam 11 can be reduced and costs can be saved. At the same time, the first anti-collision beam 11 can have excellent structural strength and better force transmission performance, which is beneficial to improving the impact resistance of the first anti-collision beam 11 and the energy absorption effect of the first anti-collision beam 11. In addition, by making the partial structures of the two adjacent first partition plates 112 concave in the direction away from the other first partition plate 112, after the vehicle is hit, the first partition plate 112 can be guided to be squeezed and deformed, so that the first anti-collision beam 11 is crushed to absorb the collision energy, thereby improving the impact resistance of the anti-collision beam assembly 1, and thus helping to improve the safety performance of the vehicle.

[0121] As some embodiments of this application, Figure 3 and Figure 4 As shown, along the width direction of the vehicle (ie Figure 3 The dimension of the first anti-collision beam 11 is A, the dimension of the second anti-collision beam 12 is B, and the dimension of the connecting member 13 is C, which satisfy the relationship: 0.8≤B / A≤0.92, 0.07≤C / A≤0.15.

[0122] Among them, along the width direction of the vehicle ( Figure 3 The straight line length from one end of the first anti-collision beam 11 to the other end is A, the straight line length from one end of the second anti-collision beam 12 to the other end is B, and the width of the connecting member 13 is C. B / A can be any value between 0.8 and 0.92, for example, B / A can be but not limited to 0.8, 0.85, 0.9, etc. As some embodiments of the present application, along the width direction of the vehicle (i.e. Figure 3The straight line length from one end of the first anti-collision beam 11 to the other end can be 1488 mm, and the straight line length from one end of the second anti-collision beam 12 to the other end can be 1265 mm. C / A can be any value between 0.07 and 0.15, for example, C / A can be but not limited to 0.1, 0.11, 0.12, etc. As some embodiments of the present application, along the width direction of the vehicle (i.e. Figure 3 In the Y direction shown in FIG, the straight line length from one end of the first anti-collision beam 11 to the other end may be 1488 mm, and the width of the connecting member 13 may be 163 mm.

[0123] This arrangement allows the width of the vehicle (i.e. Figure 3 The size of the first anti-collision beam 11, the size of the second anti-collision beam 12, and the size of the connecting member 13 (in the Y direction shown) are in a reasonable ratio, which is beneficial to improving the overall structural strength of the anti-collision beam assembly 1, thereby improving the safety performance of the vehicle.

[0124] As some embodiments of this application, Figure 3 、 Figure 4 、 Figure 6 As shown, the connecting member 13 includes: a connecting body 132 and a connecting flange 133 . The connecting body 132 is connected between two connecting flanges 133 , and the two connecting flanges 133 are respectively connected to the first anti-collision beam 11 and the second anti-collision beam 12 .

[0125] The connecting body 132 is connected between the two connecting flanges 133. As some embodiments of the present application, along the height direction of the vehicle (ie Figure 4 The two connecting flanges 133 can be located at opposite ends of the connecting body 132. The connecting body 132 and the connecting flanges 133 can be fixedly connected. For example, the connecting body 132 and the connecting flanges 133 can be connected by, but not limited to, welding, bolting, etc. Alternatively, the connecting body 132 and the connecting flanges 133 can be integrally formed.

[0126] The two connecting flanges 133 are respectively connected to the first anti-collision beam 11 and the second anti-collision beam 12. The connecting flanges 133 and the first anti-collision beam 11 can be fixedly connected. For example, the connection method of the connecting flange 133 and the first anti-collision beam 11 can be, but not limited to, welding connection, bolt connection, etc. The connecting flange 133 and the second anti-collision beam 12 can be fixedly connected. For example, the connection method of the connecting flange 133 and the second anti-collision beam 12 can be, but not limited to welding connection, bolt connection, etc. In some embodiments of the present application, the two connecting flanges 133 are respectively bolted to the first anti-collision beam 11 and the second anti-collision beam 12.

[0127] As some embodiments of the present application, the connecting member 13 can be constructed as a "Z"-shaped structure, along the height direction of the vehicle (ie Figure 6 The two connecting flanges 133 are at different horizontal positions so that the two connecting flanges 133 are connected to the first anti-collision beam 11 and the second anti-collision beam 12 respectively. As some embodiments of the present application, along the length direction of the vehicle (i.e. Figure 6 The connecting flange 133 connected to the first anti-collision beam 11 is located in front of the connecting flange 133 connected to the second anti-collision beam 12. This arrangement allows the connecting member 13 to be compatible with the first anti-collision beam 11 and the second anti-collision beam 12 along the length direction of the vehicle (i.e. Figure 6 The spacing in the X direction shown is convenient for connection. It should be noted that the connecting flange 133 is arranged with the corresponding anti-collision beam.

[0128] By connecting the connecting body 132 between the two connecting flanges 133, the structure of the connecting member 13 can be made reasonable, which facilitates the connection of the connecting member 13 with the first anti-collision beam 11 and the second anti-collision beam 12, thereby facilitating the first anti-collision beam 11 and the second anti-collision beam 12 to jointly bear and absorb the collision energy, thereby improving the impact resistance of the anti-collision beam assembly 1.

[0129] As some embodiments of this application, Figure 3 、 Figure 4 、 Figure 6 、 Figure 7 As shown, the reinforcement structure 131 includes: at least one first sub-reinforcement structure 1311 and at least one second sub-reinforcement structure 1312 . The first sub-reinforcement structure 1311 is formed on the connecting body 132 , and the second sub-reinforcement structure 1312 is formed on the connecting flange 133 .

[0130] The reinforcement structure 131 includes at least one first sub-reinforcement structure 1311, for example, the reinforcement structure 131 includes one first sub-reinforcement structure 1311, or the reinforcement structure 131 includes multiple first sub-reinforcement structures 1311. The reinforcement structure 131 includes at least one second sub-reinforcement structure 1312, for example, the reinforcement structure 131 includes one second sub-reinforcement structure 1312, or the reinforcement structure 131 includes multiple second sub-reinforcement structures 1312. The first sub-reinforcement structure 1311 is formed on the connecting body 132, and the second sub-reinforcement structure 1312 is formed on the connecting flange 133. In some embodiments of the present application, the reinforcement structure 131 includes four first sub-reinforcement structures 1311 and four second sub-reinforcement structures 1312, each of which is formed on the connecting body 132, and each of which is formed on the connecting flange 133.

[0131] As some embodiments of the present application, the first sub-reinforcement structure 1311 and the second sub-reinforcement structure 1312 can both be constructed as reinforcing ribs to increase the rigidity and structural strength of the connector 13 and improve the reliability of the connector 13 .

[0132] By forming the first sub-reinforcement structure 1311 on the connecting body 132 and the second sub-reinforcement structure 1312 on the connecting flange 133, the structural strength of the connecting body 132 and the connecting flange 133 can be improved, so that the reliability of the connecting member 13 is better, and the impact resistance of the anti-collision beam assembly 1 is further improved, thereby improving the safety performance of the vehicle.

[0133] As some embodiments of this application, Figure 4 and Figure 7 As shown, the second sub-reinforcement structure 1312 is connected to the first sub-reinforcement structure 1311;

[0134] And / or, the first sub-reinforcement structure 1311 and the second sub-reinforcement structure 1312 are both multiple and arranged along the width direction of the vehicle (ie Figure 4 In the Y direction shown in FIG, a plurality of first sub-reinforcement structures 1311 are arranged at intervals, and a plurality of second sub-reinforcement structures 1312 are arranged at intervals.

[0135] The second sub-reinforcement structure 1312 is connected to the first sub-reinforcement structure 1311, or the first sub-reinforcement structure 1311 and the second sub-reinforcement structure 1312 are multiple and arranged along the width direction of the vehicle (ie Figure 4 In the Y direction shown in the figure), a plurality of first sub-reinforcement structures 1311 are arranged at intervals, and a plurality of second sub-reinforcement structures 1312 are arranged at intervals, or the second sub-reinforcement structures 1312 are connected to the first sub-reinforcement structure 1311, and both the first sub-reinforcement structure 1311 and the second sub-reinforcement structure 1312 are multiple, along the width direction of the vehicle (i.e. Figure 4 In the Y direction shown in FIG, a plurality of first sub-reinforcement structures 1311 are arranged at intervals, and a plurality of second sub-reinforcement structures 1312 are arranged at intervals.

[0136] The second sub-reinforcement structure 1312 is connected to the first sub-reinforcement structure 1311. As some embodiments of the present application, the second sub-reinforcement structure 1312 and the first sub-reinforcement structure 1311 can be welded together, or the second sub-reinforcement structure 1312 and the first sub-reinforcement structure 1311 can be integrally formed.

[0137] As some embodiments of this application, Figure 3 、 Figure 6 、 Figure 7 As shown, the second sub-reinforcement structure 1312 and the first sub-reinforcement structure 1311 can be integrally formed, and the second sub-reinforcement structure 1312 and the first sub-reinforcement structure 1311 can form a certain angle to adapt to the connection body 132 and the connection flange 133.

[0138] There are multiple first sub-reinforcement structures 1311 and multiple second sub-reinforcement structures 1312. For example, the number of the first sub-reinforcement structures 1311 can be, but is not limited to, four, five, or six, and the number of the second sub-reinforcement structures 1312 can be, but is not limited to, four, five, or six. Figure 4 In the Y direction shown in the figure), a plurality of first sub-reinforcement structures 1311 are arranged at intervals, and a plurality of second sub-reinforcement structures 1312 are arranged at intervals. In some embodiments of the present application, the number of the first sub-reinforcement structures 1311 is four, and they are arranged along the width direction of the vehicle (i.e. Figure 4 The four first sub-reinforcement structures 1311 are arranged at intervals, and the number of the second sub-reinforcement structures 1312 is four, along the width direction of the vehicle (ie Figure 4 In the Y direction shown in FIG, a plurality of second sub-reinforcement structures 1312 located on the same connecting flange 133 are arranged at intervals.

[0139] As some embodiments of this application, Figure 7 As shown, the number of the first sub-reinforcement structures 1311 is four, and the four first sub-reinforcement structures 1311 are arranged along the width direction of the vehicle (ie Figure 7 The Y direction shown in the figure) are arranged in sequence at intervals, the number of the second sub-reinforcement structures 1312 is four, and the four second sub-reinforcement structures 1312 are located in two connecting flanges 133 in a group of two, and the two second sub-reinforcement structures 1312 located on the same connecting flange 133 are arranged at intervals, and the two second sub-reinforcement structures 1312 on the same connecting flange 133 are connected one-to-one with the middle two first sub-reinforcement structures 1311 among the four first sub-reinforcement structures 1311. This arrangement makes it convenient to arrange installation points on both sides, which is convenient for installation.

[0140] As some embodiments of the present application, the number of the first sub-reinforcement structures 1311 is four, and the four first sub-reinforcement structures 1311 are arranged along the width direction of the vehicle (ie Figure 7 The Y direction shown in the figure) are arranged in sequence at intervals, the number of the second sub-reinforcement structures 1312 is eight, and the eight second sub-reinforcement structures 1312 are located in two connecting flanges 133 in groups of two, and the four second sub-reinforcement structures 1312 located on the same connecting flange 133 are arranged at intervals, and the four second sub-reinforcement structures 1312 on the same connecting flange 133 are connected to the four first sub-reinforcement structures 1311 in a one-to-one correspondence. Such an arrangement can make the connecting member 13 have a higher structural strength.

[0141] Such an arrangement can make the arrangement positions of the first sub-reinforcement structure 1311 and the second sub-reinforcement structure 1312 reasonable, so as to improve the structural strength of the connecting member 13 and further improve the reliability of the connecting member 13 .

[0142] As some embodiments of this application, Figure 3-Figure 7 As shown, the anti-collision beam assembly 1 further includes: a first mounting member 15, a matching member, a connecting flange 133 formed with a mounting hole 1331, and a first mounting member 15, ... Figure 7 Y direction as shown), there is a second sub-reinforcement structure 1312 between the two mounting holes 1331 of the same connecting flange 133, the first anti-collision beam 11 and the second anti-collision beam 12 are pre-embedded with matching parts, and the first mounting part 15 is passed through the corresponding mounting hole 1331 and connected to the corresponding matching part.

[0143] The connecting flange 133 is formed with a mounting hole 1331. The number of the mounting holes 1331 can be multiple. For example, the number of the mounting holes 1331 can be, but is not limited to, four, six, eight, etc. In some embodiments of the present application, the number of the mounting holes 1331 is four. The four mounting holes 1331 are located in pairs on the two connecting flanges 133 and along the width direction of the vehicle (i.e. Figure 7 The Y direction shown in the figure) is arranged at intervals, and along the width direction of the vehicle (i.e. Figure 7 A second sub-reinforcement structure 1312 is provided between the two mounting holes 1331 of the same connecting flange 133 (in the Y direction shown).

[0144] The first anti-collision beam 11 and the second anti-collision beam 12 are both pre-embedded with matching parts. As some embodiments of the present application, the matching parts and the first anti-collision beam 11 and the second anti-collision beam 12 can be fixedly connected. For example, the connection method between the matching parts and the first anti-collision beam 11 and the second anti-collision beam 12 can be but is not limited to welding connection, riveting, etc.

[0145] As some embodiments of the present application, the number of first mounting members 15 can be multiple and correspond one-to-one with the mounting holes 1331 , and the number of matching members can be multiple and correspond one-to-one with the mounting holes 1331 .

[0146] The first mounting member 15 is passed through the corresponding mounting hole 1331 and connected to the corresponding matching member. As some embodiments of the present application, the first mounting member 15 can be constructed as a bolt, and the matching member can be constructed as a nut. The bolt is sequentially passed through the corresponding mounting hole 1331, the corresponding anti-collision beam and connected to the corresponding nut to connect the corresponding anti-collision beam to the connecting member 13.

[0147] It should be noted that the width direction of the vehicle (i.e. Figure 3 Y direction shown), the height direction of the vehicle (i.e. Figure 3 The Z direction shown), the length direction of the vehicle (i.e. Figure 3 The X direction shown in the figure) is perpendicular to each other.

[0148] As some embodiments of the present application, a fourth mounting flange 114 may be formed on the anti-collision beam body 111, along the height direction of the vehicle (ie Figure 6The fourth mounting flange 114 is located at one end of the anti-collision beam body 111 close to the second anti-collision beam 12 (i.e., the lower end of the anti-collision beam body 111), and the fourth mounting flange 114 and the connecting flange 133 can be constructed as arc-shaped plates with the same curvature. The first mounting member 15 is sequentially passed through the corresponding mounting hole 1331 and the fourth mounting flange 114 and connected to the corresponding mating member to connect the first anti-collision beam 11 to the connecting member 13.

[0149] Such a setting can facilitate the connection of the connecting member 13 between the first anti-collision beam 11 and the second anti-collision beam 12, reduce the difficulty of assembly, improve assembly efficiency, and increase the connection strength between the connecting member 13 and the first anti-collision beam 11 and the second anti-collision beam 12, thereby improving the impact resistance of the anti-collision beam assembly 1 and improving the safety performance of the vehicle.

[0150] As some embodiments of this application, Figure 3 and Figure 6 As shown, the connecting member 13 further includes a reinforcing flange 134 , which is connected to the connecting body 132 .

[0151] As some embodiments of the present application, the reinforcing flange 134 can form a certain angle with the connecting body 132. For example, the angle between the reinforcing flange 134 and the connecting body 132 can be but is not limited to 30 degrees, 60 degrees, 90 degrees, etc. As some embodiments of the present application, the angle between the reinforcing flange 134 and the connecting body 132 is 90 degrees, that is, the reinforcing flange 134 is arranged vertically to the connecting body 132.

[0152] As some embodiments of the present application, the width direction of the vehicle (ie Figure 6 The reinforcing flange 134 is connected to both ends of the connecting body 132, and the reinforcing flange 134 and the connecting body 132 can be fixedly connected. For example, the connection method of the reinforcing flange 134 and the connecting body 132 can be but not limited to welding connection, bolt connection, etc., or the reinforcing flange 134 and the connecting body 132 can be integrally formed.

[0153] It should be noted that along the height direction of the vehicle (i.e. Figure 6 The reinforcing flange 134 is located between the first anti-collision beam 11 and the second anti-collision beam 12, and the reinforcing flange 134 is located along the height direction of the vehicle (ie Figure 2 The dimension in the Z direction (shown) is slightly smaller than the distance between the first anti-collision beam 11 and the second anti-collision beam 12.

[0154] The provision of the reinforcing flange 134 can further improve the structural strength of the connecting member 13 , thereby improving the reliability of the connecting member 13 .

[0155] As some embodiments of this application, Figure 3-Figure 6 As shown, the anti-collision beam assembly 1 of the vehicle further includes: an energy absorption box 14, which is arranged along the length direction of the vehicle (ie Figure 6 The energy absorbing box 14 is connected to the rear end of the first anti-collision beam 11, and each energy absorbing box 14 is along the length direction of the vehicle (ie Figure 6 X direction shown) corresponds to one connecting member 13; and / or, there are multiple connecting members 13, along the width direction of the vehicle (ie Figure 7 In the Y direction shown in the figure), a plurality of connecting members 13 are arranged in sequence at intervals.

[0156] Among them, along the length direction of the vehicle (i.e. Figure 6 The energy absorbing box 14 is connected to the rear end of the first anti-collision beam 11. In some embodiments of the present application, the energy absorbing box 14 and the first anti-collision beam 11 can be fixedly connected. For example, the connection between the energy absorbing box 14 and the first anti-collision beam 11 can be, but not limited to, welding connection, bolt connection, etc. Along the length direction of the vehicle (i.e. Figure 6 In the X direction shown in FIG, each energy absorption box 14 corresponds to a connecting member 13 .

[0157] It should be noted that when a vehicle collides, the energy absorption box 14 can absorb part of the collision energy. Specifically, the energy absorption box 14 is prone to wrinkling and deformation during a collision. This deformation method can effectively absorb the collision energy and minimize the damage of the impact force to the vehicle body longitudinal beam.

[0158] By arranging an energy absorption box 14 at the rear end of the first anti-collision beam 11 and making each energy absorption box 14 correspond to a connecting member 13, the connection between the connecting member 13 and the first anti-collision beam 11 can be reinforced to a great extent, so as to improve the overall structural strength of the anti-collision beam assembly 1, thereby improving the safety performance of the vehicle.

[0159] The number of the connecting members 13 is multiple, for example, the number of the connecting members 13 can be but not limited to two, three, four, etc., along the width direction of the vehicle (ie Figure 7 In the Y direction shown in FIG, a plurality of connecting members 13 are sequentially arranged at intervals. In some embodiments of the present application, the number of connecting members 13 is three, and the width direction of the vehicle (ie Figure 7 The three connecting members 13 are arranged in sequence and spaced apart. There are two energy absorbing boxes 14, and the two energy absorbing boxes 14 correspond one to one with the two connecting members 13 located on both sides of the three connecting members 13.

[0160] As some embodiments of the present application, the number of the connecting members 13 is two, along the width direction of the vehicle (ie Figure 5 The two connecting members 13 are arranged in sequence and spaced apart. There are two energy absorbing boxes 14 , and the two energy absorbing boxes 14 correspond to the two connecting members 13 in a one-to-one manner.

[0161] Such an arrangement can further improve the overall structural strength of the anti-collision beam assembly 1 and can further improve the safety performance of the vehicle.

[0162] As some embodiments of this application, Figures 8-11 As shown, along the width direction of the vehicle (ie Figure 8 The two second longitudinal beams 20 are spaced apart and the second longitudinal beam 20 includes a first longitudinal beam section 311 and a second longitudinal beam section 312. The first longitudinal beam section 311 is connected to the second longitudinal beam section 312 and extends along the length direction of the vehicle (i.e. Figure 8 The first longitudinal beam segment 311 is located in front of the second longitudinal beam segment 312, and the two first longitudinal beam segments 311 extend toward each other from one end of the first longitudinal beam segment 311 away from the second longitudinal beam segment 312 to the other end close to the second longitudinal beam segment 312.

[0163] Along the width direction of the vehicle (i.e. Figure 8 The width direction of the vehicle is the Y direction of the vehicle, and the two second longitudinal beams 20 are arranged at intervals. The second longitudinal beam 20 includes a first longitudinal beam section 311 and a second longitudinal beam section 312. The first longitudinal beam section 311 and the second longitudinal beam section 312 are connected and arranged. As some embodiments of the present application, the first longitudinal beam section 311 and the second longitudinal beam section 312 can be formed as one piece.

[0164] Along the length of the vehicle (i.e. Figure 8 The first longitudinal beam section 311 is located in front of the second longitudinal beam section 312, and the end of the first longitudinal beam section 311 away from the second longitudinal beam section 312 can be connected to the energy absorption box 14 of the anti-collision beam assembly 1 (directly or indirectly), and the end of the second longitudinal beam section 312 away from the first longitudinal beam section 311 can be connected to the tower package 6 of the vehicle (directly or indirectly).

[0165] As some embodiments of this application, Figure 8 As shown, the energy absorption box 14 may have a mounting plate 141, which may be screwed or welded to the energy absorption box 14, and an end of the first longitudinal beam segment 311 away from the second longitudinal beam segment 312 may be screwed or welded to the mounting plate 141. In some embodiments of the present application, an end of the second longitudinal beam segment 312 away from the first longitudinal beam segment 311 may be connected to the tower package 6 via a connecting bracket, that is, the end of the second longitudinal beam segment 312 away from the first longitudinal beam segment 311 may be connected to the connecting bracket (screwed or welded), and the connecting bracket may be connected to the tower package 6 (screwed or welded).

[0166] Along the length of the vehicle (i.e. Figure 8In the X direction shown, the two first longitudinal beam segments 311 extend toward each other from the end of the first longitudinal beam segment 311 away from the second longitudinal beam segment 312 to the end closer to the second longitudinal beam segment 312. In other words, the distance between the two first longitudinal beam segments 311 gradually increases from the rear of the vehicle to the front of the vehicle. In other words, the two first longitudinal beam segments 311 can form a quasi-figure-eight structure. This provides diagonal support and facilitates forming a stable triangular structure with the second longitudinal beam 20 and other components, thereby improving the overall stability of the vehicle and enhancing its impact resistance.

[0167] When the vehicle is subjected to a head-on collision or an oblique collision (for example, an oblique collision can be a 40% offset collision), the collision energy can be transmitted to the first longitudinal beam section 311, the second longitudinal beam section 312, and the tower package 6 in sequence through the energy absorption box 14. The energy absorption box 14, the first longitudinal beam section 311, the second longitudinal beam section 312, and the tower package 6 can form a stable transmission path, which can transmit the offset collision force to the components at the center position of the vehicle, so as to effectively absorb the collision energy and reduce the damage to the users of the vehicle's passenger compartment to protect the safety of the users.

[0168] It should be noted that existing or future smart vehicles increasingly need to meet the needs of large-angle wheel rotation. The tire envelope needs to occupy a relatively large space, which will encroach on the space in the width direction of the vehicle. The second longitudinal beam 20 can provide a larger rotation space for the wheel to meet the needs of large-angle wheel rotation.

[0169] In the above embodiment, by extending the two first longitudinal beam sections 311 from one end of the first longitudinal beam section 311 away from the second longitudinal beam section 312 to the other end close to the second longitudinal beam section 312, the wheel envelope can be avoided to provide a larger rotation space for the vehicle's wheels to meet the requirements of large-angle rotation of the wheels.

[0170] As some embodiments of this application, Figure 8 As shown, the distance between the two first longitudinal beam sections 311 and the second longitudinal beam section 312 is D, which satisfies the relationship: 420 mm ≤ D ≤ 900 mm.

[0171] The two first longitudinal beam sections 311 extend along the length of the vehicle. The distance between the two first longitudinal beam sections 311 and the second longitudinal beam section 312 can be D. D can satisfy the relationship: 420mm≤D≤900mm. D can be 420mm, 460mm, 600mm, 830mm, 900mm, etc. In some embodiments of the present application, D can satisfy the relationship: 460mm≤D≤869mm. This arrangement can reduce the distance between the two first longitudinal beam sections 311 and the second longitudinal beam section 312, providing more rotational space for the vehicle wheels to meet the requirements of large-angle wheel rotation.

[0172] As some embodiments of this application, Figure 8 As shown, the distance between the two second longitudinal beam sections 312 is E, which satisfies the relationship: 400 mm ≤ E ≤ 850 mm.

[0173] The spacing between the two second longitudinal beam sections 312 can be E, expressed in mm, where E satisfies the relationship: 400 mm ≤ E ≤ 850 mm. E can be 400 mm, 460 mm, 600 mm, 830 mm, or 850 mm, among others. In some embodiments of the present application, E can satisfy the relationship: 460 mm ≤ E ≤ 830 mm. This configuration allows for flexible adjustment of the spacing between the two second longitudinal beam sections 312 to accommodate the spatial layout of different vehicles and provides greater rotational space for the vehicle's wheels to accommodate large-angle wheel rotation requirements.

[0174] As some embodiments of this application, Figure 8 As shown, the included angle between the first longitudinal beam section 311 and the second longitudinal beam section 312 is α, which satisfies the relationship: 150°≤α<180°.

[0175] Among them, the angle between the first longitudinal beam section 311 and the second longitudinal beam section 312 can be α, and α can satisfy the relationship: 150°≤α<180°, and α can be 150°, 160°, 170°, 179°, etc. The angle between the first longitudinal beam section 311 and the second longitudinal beam section 312 can be set to different values ​​according to different vehicle models to adapt to the corresponding vehicles and different spatial layouts, and the performance of the oblique support of the second longitudinal beam 20 can be made reliable to meet the offset collision requirements of the vehicle.

[0176] As some embodiments of this application, Figure 8 and Figure 9 As shown, the second longitudinal beam 20 further includes a second partition plate 32 . The second longitudinal beam 20 forms a second cavity 313 . The second partition plate 32 is disposed in the second cavity 313 to partition the second cavity 313 into a plurality of second sub-cavities 3133 .

[0177] Among them, the second longitudinal beam 20 may further include a second partition plate 32. The second longitudinal beam 20 forms a second cavity 313, and the second cavity 313 extends along the extending direction of the second longitudinal beam 20. The second partition plate 32 may be disposed in the second cavity 313. As some embodiments of the present application, the second partition plate 32 may be integrally formed with the second longitudinal beam 20. The second partition plate 32 may divide the second cavity 313 into multiple second sub-cavities 3133. When there is only one second partition plate 32, the second partition plate 32 may divide the second cavity 313 into two second sub-cavities 3133, so that the cross-sectional structure of the second longitudinal beam 20 is a "day" - shaped structure. Such a setting can enhance the collision protection ability of the second longitudinal beam 20. When a collision occurs, the second longitudinal beam 20 can effectively absorb the impact energy and effectively disperse the impact force generated by the impact, so as to reduce the harm to the users in the occupant compartment of the vehicle and protect the safety of the users.

[0178] As some embodiments of the present application, there may be multiple second partition plates 32, and multiple second partition plates 32 are all disposed in the second cavity 313. Multiple second partition plates 32 may be integrally formed with the second longitudinal beam 20. Multiple second partition plates 32 may divide the second cavity 313 into multiple second sub-cavities 3133. When there are two second partition plates 32, the cross-sectional structure of the second longitudinal beam 20 may be a "field" - shaped structure or an "eye" - shaped structure. When there are four second partition plates 32, the cross-sectional structure of the second longitudinal beam 20 may be a nine - grid structure. The number and arrangement form of the second partition plates 32 may be set according to the actual cross-sectional force requirements and will not be elaborated here. By setting multiple second partition plates 32, the collision protection ability of the second longitudinal beam 20 can be further enhanced.

[0179] As some embodiments of the present application, as Figure 10 and Figure 11 shown, the second longitudinal beam 20 further includes: a sleeve 34, and the sleeve 34 is disposed through the second longitudinal beam segment 312, and the sleeve 34 has an internal thread.

[0180] Among them, the sleeve 34 may be disposed through the second longitudinal beam segment 312. The sleeve 34 may extend along the width direction of the vehicle. The sleeve 34 has an internal thread, and a bolt may be disposed through the sleeve 34 and the connecting bracket to connect the second longitudinal beam segment 312 and the connecting bracket, so as to connect the second longitudinal beam segment 312 with the tower pack 6. Such a setting has a simple structure, low assembly difficulty, firm connection, and is easy to implement.

[0181] As some embodiments of the present application, there may be multiple sleeves 34, and multiple sleeves 34 can all be used to connect the second longitudinal beam segment 312 and the connecting bracket. Setting multiple sleeves 34 can further enhance the connection strength.

[0182] As some embodiments of the present application, as Figure 1 and Figure 8 As shown, the second longitudinal beam section 312 extends along the length direction of the vehicle and is suitable for connecting to the tower package 6 of the vehicle.

[0183] The second longitudinal beam section 312 can extend along the length of the vehicle, and the end of the second longitudinal beam section 312 away from the first longitudinal beam section 311 can be connected to the vehicle's tower package 6 via a connecting bracket. In other words, the connecting bracket can be connected between the second longitudinal beam section 312 and the tower package 6. The connecting bracket can have multiple mounting points, some of which can be used to mount the second longitudinal beam section 312, while other mounting points can be used to mount the tower package 6. This arrangement can smoothly and accurately transmit the force applied to the second longitudinal beam section 312 to the tower package 6 via the connecting bracket, forming a stable and reliable force transmission channel. Since the tower package 6 and the second longitudinal beam section 312 are generally manufactured from different materials, the provision of the connecting bracket can facilitate the connection between the second longitudinal beam section 312 and the tower package 6.

[0184] As some embodiments of the present application, the material of the second longitudinal beam 20 may be, but is not limited to, aluminum, and the second longitudinal beam 20 may be formed by extrusion and bending.

[0185] As some embodiments of this application, Figure 10 As shown, the second longitudinal beam section 312 extends obliquely along the longitudinal direction of the vehicle away from the end surface of the first longitudinal beam section 311 .

[0186] In the longitudinal direction of the vehicle, the end surface of the second longitudinal beam section 312 away from the first longitudinal beam section 311 can be inclined and extended, that is, the end surface of the second longitudinal beam section 312 away from the first longitudinal beam section 311 is an inclined surface, and the normal line of the inclined surface is parallel to the X direction and Z direction of the vehicle (such as Figure 10 As shown in the figure, the second longitudinal beam section 312 is not parallel to the first longitudinal beam section 311. In some embodiments of the present application, along the height direction of the vehicle and from top to bottom, the end surface of the second longitudinal beam section 312 away from the first longitudinal beam section 311 gradually moves away from the first longitudinal beam section 311. By extending the second longitudinal beam section 312 away from the end surface of the first longitudinal beam section 311 along the length direction of the vehicle at an angle, this arrangement can reduce the idle travel during a collision, disperse the impact energy, avoid stress concentration, reduce the peak load of the tower package 6, and improve crash resistance.

[0187] As some embodiments of this application, Figure 8 and Figure 10 As shown, the second longitudinal beam 20 further includes a second mounting bracket 33, which is provided on the second longitudinal beam 20, and the second mounting bracket 33 has a second mounting portion 331, and the second mounting portion 331 is suitable for connection with vehicle components; and / or, the second longitudinal beam 20 further includes: a transition section 314, the transition section 314 is connected between the first longitudinal beam section 311 and the second longitudinal beam section 312, and the transition section 314 is constructed as an arc section.

[0188] Among them, the second mounting bracket 33 can be arranged on the second longitudinal beam 20, the second mounting bracket 33 can have a second mounting portion 331, the second mounting portion 331 can be constructed as a hole, and the second mounting portion 331 is used to install corresponding components of the vehicle. The components can be water tanks, radiator water pipes, lines, etc. This structure is reasonable and can provide mounting points for vehicle components through the second longitudinal beam 20, reduce design difficulty, make full use of the space inside the vehicle, and improve the installation stability of components.

[0189] The transition section 314 can be connected between the first longitudinal beam section 311 and the second longitudinal beam section 312, and the transition section 314 is constructed as an arc section to adapt to the first longitudinal beam section 311 and the second longitudinal beam section 312 with different extension directions, so that the connection between the first longitudinal beam section 311 and the second longitudinal beam section 312 is smooth, avoiding stress concentration, and helping to further improve collision resistance.

[0190] As some embodiments of this application, Figures 12-18 As shown, along the width direction of the vehicle (ie Figure 12 The third longitudinal beam 30 includes: a third longitudinal beam segment 21, a fourth longitudinal beam segment 22, and a fifth longitudinal beam segment 23, along the length direction of the vehicle (ie Figure 12 In the X direction shown in the figure, the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, and the fifth longitudinal beam segment 23 are arranged in sequence, and the third longitudinal beam segment 21 is located in front of the fifth longitudinal beam segment 23. The cross-sectional area of ​​the fifth longitudinal beam segment 23 is larger than the cross-sectional area of ​​the third longitudinal beam segment 21; from the end of the fourth longitudinal beam segment 22 close to the third longitudinal beam segment 21 to the end close to the fifth longitudinal beam segment 23, the two fourth longitudinal beam segments 22 extend in a direction away from each other.

[0191] Among them, along the width direction of the vehicle (i.e. Figure 12 In the Y direction shown in the figure), that is, along the Y direction of the vehicle, the two third longitudinal beams 30 are arranged at intervals. As some embodiments of the present application, the two third longitudinal beams 30 can form a stable triangular structure with other components to improve the structural strength of the third longitudinal beam 30, thereby improving the collision performance of the third longitudinal beam 30.

[0192] The third longitudinal beam 30 includes a third longitudinal beam section 21, a fourth longitudinal beam section 22, and a fifth longitudinal beam section 23. Figure 12 The third longitudinal beam section 21, the fourth longitudinal beam section 22 and the fifth longitudinal beam section 23 are arranged in sequence along the X direction of the vehicle, and the third longitudinal beam section 21 is located in front of the fifth longitudinal beam section 23. In other words, along the length direction of the vehicle (i.e. Figure 12 In the X direction shown in FIG, from the front to the rear of the vehicle, the third longitudinal beam section 21 is located in front of the fifth longitudinal beam section 23.

[0193] The fourth longitudinal beam segment 22 is connected between the third longitudinal beam segment 21 and the fifth longitudinal beam segment 23. In some embodiments of the present application, the third longitudinal beam segment 21 and the fourth longitudinal beam segment 22 are connected by welding, and the fourth longitudinal beam segment 22 and the fifth longitudinal beam segment 23 are connected by welding. In some embodiments of the present application, the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, and the fifth longitudinal beam segment 23 are integrally formed.

[0194] The fourth longitudinal beam segment 22 has one end close to the third longitudinal beam segment 21 and one end close to the fifth longitudinal beam segment 23. From the end of the fourth longitudinal beam segment 22 close to the third longitudinal beam segment 21 to the end of the fourth longitudinal beam segment 22 close to the fifth longitudinal beam segment 23, the two fourth longitudinal beam segments 22 extend in a direction away from each other. In other words, along the length direction of the vehicle (i.e., Figure 12 The cross-sectional area of ​​the fifth longitudinal beam section 23 is greater than the cross-sectional area of ​​the third longitudinal beam section 21 .

[0195] It should be noted that by arranging the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, and the fifth longitudinal beam segment 23 in sequence, and making the cross-sectional area of ​​the fifth longitudinal beam segment 23 larger than the cross-sectional area of ​​the third longitudinal beam segment 21, when the vehicle collides head-on, the force of the head-on collision will be transmitted along the force transmission path of the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, and the fifth longitudinal beam segment 23, which can absorb and decompose the energy generated by the collision, and significantly reduce the probability of the third longitudinal beam 30 invading the passenger compartment. In addition, by extending the two fourth longitudinal beam segments 22 away from each other, the tire envelope can be avoided to adapt to the vehicle's wire-controlled steering function. In addition, it is also convenient to form a stable triangular structure with other components, which is beneficial to improving the structural strength and collision performance of the third longitudinal beam 30.

[0196] Therefore, by extending the two fourth longitudinal beam sections 22 in a direction away from each other, the tire envelope can be avoided to adapt to the vehicle's steer-by-wire function. Moreover, by arranging the third longitudinal beam section 21, the fourth longitudinal beam section 22, and the fifth longitudinal beam section 23 in sequence, and making the cross-sectional area of ​​the fifth longitudinal beam section 23 larger than the cross-sectional area of ​​the third longitudinal beam section 21, the energy generated by the frontal collision can be reliably transmitted and absorbed, which is beneficial to improving the structural strength and collision performance of the third longitudinal beam 30.

[0197] As some embodiments of this application, Figures 14-18 As shown, the third longitudinal beam 30 further includes: a sixth longitudinal beam segment 24 , which is connected between the fourth longitudinal beam segment 22 and the fifth longitudinal beam segment 23 , and a cross-sectional area of ​​the sixth longitudinal beam segment 24 is smaller than that of the fifth longitudinal beam segment 23 and larger than that of the third longitudinal beam segment 21 .

[0198] Among them, along the length direction of the vehicle (i.e. Figure 12The sixth longitudinal beam segment 24 is connected between the fourth longitudinal beam segment 22 and the fifth longitudinal beam segment 23, that is, the sixth longitudinal beam segment 24 is connected to the fourth longitudinal beam segment 22. The connection method between the sixth longitudinal beam segment 24 and the fourth longitudinal beam segment 22 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the sixth longitudinal beam segment 24 is connected to the fourth longitudinal beam segment 22 by welding.

[0199] The sixth longitudinal beam segment 24 is connected to the fifth longitudinal beam segment 23. The connection method of the sixth longitudinal beam segment 24 and the fifth longitudinal beam segment 23 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the sixth longitudinal beam segment 24 and the fifth longitudinal beam segment 23 are connected by welding. In some embodiments of the present application, the sixth longitudinal beam segment 24, the fifth longitudinal beam segment 23, the fourth longitudinal beam segment 22, and the third longitudinal beam segment 21 are integrally formed.

[0200] like Figure 15-17 As shown, the cross-sectional area of ​​the fifth longitudinal beam segment 23 is greater than the cross-sectional area of ​​the sixth longitudinal beam segment 24, and the cross-sectional area of ​​the sixth longitudinal beam segment 24 is greater than the cross-sectional area of ​​the third longitudinal beam segment 21. That is, the cross-sectional area of ​​the fifth longitudinal beam segment 23 is greater than the cross-sectional area of ​​the sixth longitudinal beam segment 24, and the cross-sectional area of ​​the sixth longitudinal beam segment 24 is greater than the cross-sectional area of ​​the third longitudinal beam segment 21. Moreover, the cross-sectional area of ​​the fifth longitudinal beam segment 23 is greater than the cross-sectional area of ​​the third longitudinal beam segment 21, that is, the cross-sectional areas of the third longitudinal beam segment 21, the sixth longitudinal beam segment 24, and the fifth longitudinal beam segment 23 increase gradually.

[0201] Such a setting can optimize the force transmission path of the third longitudinal beam 30, can absorb and transmit the energy generated by the frontal collision of the vehicle in a graded manner, reduce the risk of stress concentration on the third longitudinal beam 30 causing the third longitudinal beam 30 to bend or break, so that the collision force can be transmitted along the third longitudinal beam 30, thereby improving the vehicle safety performance.

[0202] As some embodiments of the present application, the cross-sectional area of ​​the fourth longitudinal beam segment 22 is not less than the cross-sectional area of ​​the third longitudinal beam segment 21, that is, the cross-sectional area of ​​the fourth longitudinal beam segment 22 is greater than or equal to the cross-sectional area of ​​the third longitudinal beam segment 21. As some embodiments of the present application, the cross-sectional areas of the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, the sixth longitudinal beam segment 24, and the fifth longitudinal beam segment 23 increase gradually.

[0203] Such a setting can optimize the force transmission path of the third longitudinal beam 30, can absorb and transmit the energy generated by the frontal collision of the vehicle in a graded manner, and significantly reduce the risk of stress concentration on the third longitudinal beam 30 causing the third longitudinal beam 30 to bend or break.

[0204] As some embodiments of the present application, the cross-sectional area of ​​the sixth longitudinal beam segment 24 is not less than the cross-sectional area of ​​the fourth longitudinal beam segment 22, that is, the cross-sectional area of ​​the sixth longitudinal beam segment 24 is greater than or equal to the cross-sectional area of ​​the fourth longitudinal beam segment 22. As some embodiments of the present application, the cross-sectional area of ​​the sixth longitudinal beam segment 24 is greater than the cross-sectional area of ​​the third longitudinal beam segment 21, and the cross-sectional areas of the third longitudinal beam segment 21, the fourth longitudinal beam segment 22, the sixth longitudinal beam segment 24, and the fifth longitudinal beam segment 23 increase gradually.

[0205] As some embodiments of the present application, the cross-sectional area of ​​the third longitudinal beam segment 21 is smaller than the cross-sectional area of ​​the fourth longitudinal beam segment 22 , the cross-sectional area of ​​the sixth longitudinal beam segment 24 is smaller than the cross-sectional area of ​​the fifth longitudinal beam segment 23 , and the cross-sectional area of ​​the sixth longitudinal beam segment 24 is equal to the cross-sectional area of ​​the fourth longitudinal beam segment 22 .

[0206] Such a setting can optimize the force transmission path of the third longitudinal beam 30, can absorb and transmit the energy generated by the frontal collision of the vehicle in a graded manner, and significantly reduce the risk of stress concentration on the third longitudinal beam 30 causing the third longitudinal beam 30 to bend or break.

[0207] As some embodiments of this application, Figure 12 and Figure 14 As shown, the third longitudinal beam section 21 extends along the height direction of the vehicle, and the fourth longitudinal beam section 22 extends from one end close to the third longitudinal beam section 21 to one end close to the fifth longitudinal beam section 23 , and the fourth longitudinal beam section 22 gradually extends upward.

[0208] The third longitudinal beam section 21 is along the height direction of the vehicle (ie Figure 12 The vehicle is extended in the Z direction as shown in the figure, and the height direction of the vehicle is the Z direction of the vehicle.

[0209] Along the height direction of the vehicle (i.e. Figure 12 The fourth longitudinal beam segment 22 has one end close to the third longitudinal beam segment 21 and one end close to the fifth longitudinal beam segment 23. The fourth longitudinal beam segment 22 gradually extends upward from one end close to the third longitudinal beam segment 21 to one end close to the fifth longitudinal beam segment 23.

[0210] Such an arrangement enables the rear end of the third longitudinal beam 30 to be connected to a higher vehicle body portion (such as the upper side of the vehicle's A-pillar 98), and enables the force of a frontal collision to be transmitted along the extension direction of the third longitudinal beam segment 21 and the fourth longitudinal beam segment 22 to the fifth longitudinal beam segment 23, and then to the higher vehicle body portion, so as to significantly optimize the force transmission path of the third longitudinal beam 30. Such an arrangement enables the third longitudinal beam 30 to avoid the tires, reducing the risk of the third longitudinal beam 30 interfering with the tires.

[0211] As some embodiments of this application, Figure 15 and Figure 18As shown, the third longitudinal beam section 21 includes: a first outer plate 211, a first inner plate 212, the first outer plate 211 has a second mounting member 2111, the first inner plate 212 has a first mounting flange 2121, the first mounting flange 2121 is connected to the second mounting member 2111, the second mounting member 2111 is suitable for connecting to the energy absorption box 14 of the vehicle, and along the length direction of the vehicle (i.e. Figure 12 The first mounting flange 2121 is located at the rear end of the second mounting member 2111 and is connected to the second mounting member 2111 . The first outer plate 211 and the first inner plate 212 jointly define a first cavity 213 .

[0212] The third longitudinal beam section 21 includes a first outer panel 211 and a first inner panel 212. The first outer panel 211 and the first inner panel 212 are connected. The connection method of the first outer panel 211 and the first inner panel 212 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the first outer panel 211 and the first inner panel 212 are connected by bolting. The first outer panel 211 has a second mounting member 2111, and the first inner panel 212 has a first mounting flange 2121.

[0213] The second mounting member 2111 can be connected to the energy absorption box 14 of the vehicle. The connection method between the second mounting member 2111 and the energy absorption box 14 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the second mounting member 2111 is connected to the energy absorption box 14 by bolt connection.

[0214] And along the length direction of the vehicle (i.e. Figure 12 The first mounting flange 2121 is located at the rear end of the second mounting member 2111, that is, along the length direction of the vehicle (ie Figure 12 As shown in the X direction, from the front to the rear of the vehicle, the first mounting flange 2121 is located at the rear end of the second mounting member 2111 and is connected to the second mounting member 2111. The first outer plate 211 and the first inner plate 212 jointly define a first cavity 213.

[0215] Such an arrangement enables the energy absorption box 14, the second mounting member 2111, and the first mounting flange 2121 to be arranged in sequence, resulting in a high structural strength. The energy generated by a frontal collision of the vehicle can be absorbed by the energy absorption box 14 and reliably transmitted to the third longitudinal beam section 21. In addition, by having the first outer panel 211 and the first inner panel 212 jointly define the first cavity 213, the third longitudinal beam section 21 can collapse and absorb energy during a collision, thereby absorbing the energy of the collision and improving the safety of the passenger compartment.

[0216] As some embodiments of this application, Figure 12 、 Figure 13 and Figure 18As shown, the two fifth longitudinal beam segments 23 extend toward each other from one end of the fifth longitudinal beam segment 23 close to the third longitudinal beam segment 21 to the other end away from the third longitudinal beam segment 21 , and the fifth longitudinal beam segment 23 is suitable for connecting to the A-pillar 98 of the vehicle.

[0217] Among them, the fifth longitudinal beam segment 23 has an end close to the third longitudinal beam segment 21 and an end away from the third longitudinal beam segment 21. From the end of the fifth longitudinal beam segment 23 close to the third longitudinal beam segment 21 to the end of the fifth longitudinal beam segment 23 away from the third longitudinal beam segment 21, the two fifth longitudinal beam segments 23 extend in a direction close to each other, and both of the two fifth longitudinal beam segments 23 extend toward the inner side of the vehicle. In other words, the two fifth longitudinal beam segments 23 are converged toward the inner side of the vehicle.

[0218] The fifth longitudinal beam section 23 can be connected to the A-pillar 98 of the vehicle. The connection method between the fifth longitudinal beam section 23 and the A-pillar 98 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the fifth longitudinal beam section 23 and the A-pillar 98 are connected by bolt connection.

[0219] This arrangement can allow the fourth longitudinal beam segment 22 to extend outward to a greater extent, and then by extending the two fifth longitudinal beam segments 23 in a direction close to each other so that the rear end of the third longitudinal beam 30 is connected to the A-pillar 98, the tire envelope can be effectively avoided. Moreover, by connecting the fifth longitudinal beam segment 23 to the A-pillar 98 of the vehicle, when the vehicle collides head-on, the energy transferred to the fifth longitudinal beam segment 23 can be transferred to the A-pillar 98 of the vehicle. The force transmission path is reasonable and the force transmission is smooth, which is conducive to improving the frontal collision performance of the vehicle.

[0220] As some embodiments of this application, Figure 17 and Figure 18 As shown, the fifth longitudinal beam section 23 includes: a second outer panel 231, a second inner panel 232, the second inner panel 232 has a second mounting flange 2321, the second outer panel 231 has a third mounting flange 2311z, the second mounting flange 2321 is connected to the second outer panel 231 and is suitable for being connected to the inner panel of the A-pillar 98, the third mounting flange 2311 is suitable for being connected to the outer panel of the A-pillar 98, and the second outer panel 231 and the second inner panel 232 jointly define a second cavity 233.

[0221] Among them, the fifth longitudinal beam section 23 includes a second outer plate 231 and a second inner plate 232, and the second outer plate 231 and the second inner plate 232 are connected. The connection method of the second outer plate 231 and the second inner plate 232 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the second outer plate 231 and the second inner plate 232 are connected by bolt connection.

[0222] The second outer plate 231 has a third mounting flange 2311 , and the second inner plate 232 has a second mounting flange 2321 .

[0223] The second mounting flange 2321 is connected to the second outer plate 231. The connection method between the second mounting flange 2321 and the second outer plate 231 may be, but is not limited to, welding, bolt connection, etc. In some embodiments of the present application, the second mounting flange 2321 is connected to the second outer plate 231 by bolt connection.

[0224] In addition, the second mounting flange 2321 can be connected to the inner plate of the A-pillar 98. The connection method of the second mounting flange 2321 and the inner plate of the A-pillar 98 can be but is not limited to welding, bolt connection, etc. As some embodiments of the present application, the second mounting flange 2321 is connected to the inner plate of the A-pillar 98 by bolt connection.

[0225] The third mounting flange 2311 can be connected to the outer panel of the A-pillar 98. The connection between the third mounting flange 2311 and the outer panel of the A-pillar 98 can be, but is not limited to, welding, bolting, etc. In some embodiments of the present application, the third mounting flange 2311 is connected to the outer panel of the A-pillar 98 by bolting. The second outer panel 231 and the second inner panel 232 jointly define a second cavity 233.

[0226] As some embodiments of the present application, the fourth longitudinal beam segment 22 includes: a third outer plate 221 and a third inner plate 222, and the sixth longitudinal beam segment 24 includes: a fourth outer plate 241 and a fourth inner plate 242. The third outer plate 221 and the third inner plate 222 can define a third cavity, and the fourth outer plate 241 and the fourth inner plate 242 can define a fourth cavity 243. The third cavity is connected to the fourth cavity 243, and the third cavity is connected between the fourth cavity 243 and the first cavity 213, and the fourth cavity 243 is connected between the third cavity and the second cavity 233. That is to say, the first cavity 213, the third cavity, the fourth cavity 243, and the second cavity 233 are connected in sequence.

[0227] As some embodiments of the present application, the second mounting flange 2321 may be sandwiched between the inner panel of the A-pillar 98 and the second outer panel 231 .

[0228] Such a setting can improve the connection strength between the fifth longitudinal beam section 23 and the A-pillar 98, which is beneficial to improving the collision performance of the third longitudinal beam 30. Moreover, by making the second outer panel 231 and the second inner panel 232 jointly define the second cavity 233, the fifth longitudinal beam section 23 can collapse and absorb energy during a collision to absorb the energy of the collision. In addition, by connecting the second mounting flange 2321 to the inner panel of the A-pillar 98 and the second outer panel 231, a stable and reliable structure can be formed, which is beneficial to improving the reliability of the third longitudinal beam 30.

[0229] As some embodiments of this application, Figure 12 and Figure 18As shown, the third longitudinal beam 30 further includes: a first mounting bracket 25 , which is provided on the third longitudinal beam 30 . The first mounting bracket 25 has a first mounting portion 251 , which is suitable for connecting with components of the vehicle.

[0230] The third longitudinal beam 30 of the vehicle further includes a first mounting bracket 25, which is disposed on the third longitudinal beam 30. The first mounting bracket 25 is connected to the third longitudinal beam 30 by, but is not limited to, welding or bolting. In some embodiments of the present application, the first mounting bracket 25 is connected to the third longitudinal beam 30 by welding. The first mounting bracket 25 has a first mounting portion 251, which can be connected to a vehicle component. The first mounting portion 251 can be, but is not limited to, a hole, and the vehicle component can be, but is not limited to, a fender.

[0231] Such an arrangement can increase the third longitudinal beam 30 to provide mounting points for vehicle components, thereby reducing the difficulty of arranging vehicle components.

[0232] As some embodiments of the present application, the number of the first longitudinal beam 10, the second longitudinal beam 20, the third longitudinal beam 30, the tower package 6, and the A-pillar 98 is two, and the two first longitudinal beams 10, the two second longitudinal beams 20, the two third longitudinal beams 30, the two tower packages 6, and the two A-pillars 98 are arranged in a one-to-one correspondence. And the two first longitudinal beams 10, the two second longitudinal beams 20, the two third longitudinal beams 30, the two tower packages 6, and the two A-pillars 98 are all along the width direction of the vehicle (i.e. Figure 1 (Y direction as shown) interval setting.

[0233] The vehicle according to the embodiment of the present invention includes the body assembly 100 of the vehicle of the above embodiment. By connecting the first longitudinal beam 10 and the second longitudinal beam 20 between the anti-collision beam assembly 1 and the tower package 6, and connecting the third longitudinal beam 30 between the anti-collision beam assembly 1 and the A-pillar 98, the body assembly 100 of the vehicle can have excellent structural strength and collision performance, and the force transmission path is smooth, so that the structural strength and collision performance of the body assembly 100 can match the vehicle combining wire-controlled steering and hub motors, and can improve the safety of the vehicle.

[0234] In the description of the present invention, 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 to 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 invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0235] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0236] In the description of the present invention, "plurality" means two or more.

[0237] In the description of the present invention, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features not being in direct contact with each other but being in contact with each other via another feature therebetween.

[0238] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0239] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0240] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A vehicle body assembly, characterized in that: include: An anti-collision beam assembly, a tower package, a first longitudinal beam, and a second longitudinal beam, wherein the first longitudinal beam and the second longitudinal beam are both connected between the anti-collision beam assembly and the tower package; A third longitudinal beam and an A-pillar, wherein the third longitudinal beam is connected between the anti-collision beam assembly and the A-pillar.

2. The vehicle body assembly according to claim 1, characterized in that: From an end of the second longitudinal beam close to the tower package to an end of the second longitudinal beam far from the tower package, a distance between at least a portion of the second longitudinal beam and the first longitudinal beam gradually increases.

3. The vehicle body assembly according to claim 2, characterized in that: The second longitudinal beam includes: a first longitudinal beam section and a second longitudinal beam section. The first longitudinal beam section is connected to the anti-collision beam assembly and the second longitudinal beam section. The second longitudinal beam section is connected to the tower package. The second longitudinal beam section and the first longitudinal beam have the same extension direction. From the end of the first longitudinal beam section close to the tower package to the end away from the tower package, the distance between the first longitudinal beam section and the first longitudinal beam gradually increases.

4. The vehicle body assembly according to claim 3, characterized in that: Along the height direction of the vehicle, the second longitudinal beam section is directly opposite to the first longitudinal beam.

5. The vehicle body assembly according to claim 1, characterized in that: Along the width direction of the vehicle, the tower bag is located on the side of the third longitudinal beam facing the first longitudinal beam and is connected to the third longitudinal beam. From the end of the third longitudinal beam close to the anti-collision beam assembly to the end away from the anti-collision beam assembly, the distance between the partial structure of the third longitudinal beam located in front of the tower bag and the second longitudinal beam gradually increases.

6. The vehicle body assembly according to claim 5, characterized in that: From one end of the third longitudinal beam close to the anti-collision beam assembly to the other end away from the anti-collision beam assembly, a portion of the third longitudinal beam located in front of the tower package and a portion of the second longitudinal beam extend in directions away from each other.

7. The vehicle body assembly according to claim 1, characterized in that: Along the width direction of the vehicle and from the inside to the outside, the first longitudinal beam, the second longitudinal beam, and the third longitudinal beam are arranged in sequence at one end connected to the anti-collision beam assembly.

8. The vehicle body assembly according to claim 1, characterized in that: In a height direction of the vehicle, the second longitudinal beam is located above the first longitudinal beam, and at least a portion of the third longitudinal beam is located above the second longitudinal beam.

9. The vehicle body assembly according to claim 1, characterized in that: Along the width direction of the vehicle, the first longitudinal beam and the second longitudinal beam are both connected to an end of the tower package away from the third longitudinal beam, and the third longitudinal beam is connected to an end of the tower package close to the third longitudinal beam.

10. The vehicle body assembly according to claim 1, characterized in that: The anti-collision beam assembly includes: a first anti-collision beam and a second anti-collision beam. Along the height direction of the vehicle, the first anti-collision beam is located above the second anti-collision beam, the second longitudinal beam and the third longitudinal beam are both connected to the first anti-collision beam, and the first longitudinal beam is connected to the second anti-collision beam.

11. A vehicle, characterized in that: A body assembly comprising a vehicle according to any one of claims 1-10.

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