Vehicle body structure and vehicle

Abstract

The invention discloses a vehicle body structure and a vehicle, and the vehicle body structure comprises two forecabin longitudinal beams which are arranged at intervals along the width direction of a vehicle body; the forecabin cross beam comprises two connecting parts arranged in the width direction of the automobile body, each connecting part comprises a front cross beam upper section and a front cross beam lower section which are arranged in the height direction of the automobile body and connected, and the front cross beam upper section and the front cross beam lower section of one connecting part are connected with one forecabin longitudinal beam; the front cross beam upper section and the front cross beam lower section of the other connecting part are connected with the other forecabin longitudinal beam; the front cross beam upper sections and the front cross beam lower sections of the two connecting parts are connected with the dash panel assembly; and the front floor assembly is connected with the front coaming assembly. According to the vehicle body structure provided by the embodiment of the invention, the dash panel assembly is not easy to sink and deform towards the passenger compartment, so that the intrusion amount of the passenger compartment can be reduced under the condition that the vehicle is collided, the deformation degree of the passenger compartment is reduced, and the collision safety of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and more particularly, to a vehicle body structure and a vehicle. Background Art

[0002] As people become increasingly concerned about vehicle safety, collision safety has become an increasingly important aspect of vehicle quality. Frontal collision performance is a key indicator of vehicle safety performance. In related technologies, in the event of a frontal collision, welds between the front cabin longitudinal beam and the dash assembly are prone to tearing, causing the dash assembly to deform under the impact of the collision force, allowing the engine system in the front cabin to intrude into the passenger compartment, resulting in low collision safety. 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 structure that, in the event of a frontal collision, reduces the risk of weld tearing between the front cabin longitudinal beam and the front panel assembly, reduces deformation of the vehicle's front panel assembly, and reduces the risk of the engine system in the vehicle's front cabin intruding into the passenger compartment, thereby enhancing collision safety.

[0004] Another object of the present invention is to provide a vehicle having the above-mentioned vehicle body structure.

[0005] According to an embodiment of the present invention, the vehicle body structure includes: two front cabin longitudinal beams, the two front cabin longitudinal beams are arranged at intervals along the width direction of the vehicle body; a front cabin cross beam, the front cabin cross beam includes two connecting parts arranged along the width direction of the vehicle body, each of the connecting parts includes a front cross beam upper section and a front cross beam lower section arranged and connected along the height direction of the vehicle body, the front cross beam upper section and the front cross beam lower section of one connecting part are both connected to one front cabin longitudinal beam, and the front cross beam upper section and the front cross beam lower section of the other connecting part are both connected to the other front cabin longitudinal beam; a front panel assembly, the front cross beam upper section and the front cross beam lower section of the two connecting parts are both connected to the front panel assembly; a front floor assembly, the front floor assembly is connected to the front panel assembly.

[0006] According to the vehicle body structure of an embodiment of the present invention, the bending-torsional stiffness of the front cabin cross beam can be enhanced through the upper section of the front cross beam and the lower section of the front cross beam, and the overlap between the front cabin cross beam and the front cabin longitudinal beam, and the overlap between the front cabin cross beam and the front panel assembly can be increased to increase the overlap between the front cabin longitudinal beam and the front panel assembly. In addition, a variety of force transmission paths can be obtained to transmit more of the force exerted on the front cabin longitudinal beam during a collision to the front floor assembly, so that the front panel assembly is not easily concave and deformed toward the passenger compartment, which is beneficial to reducing the intrusion into the passenger compartment and reducing the degree of deformation of the passenger compartment in the event of a vehicle collision, thereby improving the collision safety of the vehicle.

[0007] In addition, the vehicle body structure according to the above embodiment of the present invention may also have the following additional technical features:

[0008] According to some embodiments of the present invention, the front floor assembly includes a front floor, two front floor lower longitudinal beams and a central channel arranged between the two front floor lower longitudinal beams, the front floor lower longitudinal beams and the central channel are both arranged on the front floor, and the front floor, the front floor lower longitudinal beams and the central channel are all connected to the front panel assembly to be connected to the front cabin cross beam.

[0009] According to some embodiments of the present invention, the upper section of the front cross beam and the lower section of the front cross beam of each connecting portion extend in different directions to define a first cavity.

[0010] According to some embodiments of the present invention, an angle α is formed between the connected front cabin longitudinal beam and the connecting portion, and α>90°.

[0011] According to some embodiments of the present invention, the front cabin longitudinal beam has a first side surface and a second side surface connected, the upper section of the front cross beam at least overlaps the first side surface, and the lower section of the front cross beam at least overlaps the second side surface.

[0012] According to some embodiments of the present invention, the lower section of the front beam overlaps the first side surface and the second side surface respectively, and the upper section of the front beam overlaps the first side surface and the outer surface of the lower section of the front beam respectively.

[0013] According to some embodiments of the present invention, the dash panel assembly includes a dash panel lower section, the dash panel lower section is connected to the front floor of the front floor assembly, and the dash panel lower section is connected to the front cross beam lower section.

[0014] According to some embodiments of the present invention, the dash panel assembly includes a dash panel lower cross beam, which is connected to the front floor of the front floor assembly, and the dash panel lower cross beam is connected to the lower section of the front cross beam.

[0015] According to some embodiments of the present invention, the front compartment cross beam also includes a transition section, which connects the two connecting parts. The front panel assembly is provided with two front panel pillars arranged along the width direction of the vehicle body, and the two front panel pillars extend along the height direction of the vehicle body. The two front panel pillars are both connected to the transition section.

[0016] According to some embodiments of the present invention, the front cabin longitudinal beam is provided with at least one crush groove.

[0017] According to some embodiments of the present invention, the front cabin longitudinal beam includes a connected front longitudinal beam front section and a front longitudinal beam rear section, the front longitudinal beam front section is connected to the front cabin cross beam, the vehicle body structure includes an A-pillar assembly, and the front longitudinal beam rear section is overlapped with the A-pillar assembly and the door sill side beam of the front floor assembly respectively.

[0018] A vehicle according to an embodiment of the present invention includes a vehicle body structure according to an embodiment of the present invention.

[0019] 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

[0020] 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:

[0021] Figure 1 is a structural schematic diagram of a vehicle body structure according to an embodiment of the present invention;

[0022] Figure 2 is a partial structural diagram of a vehicle body structure according to an embodiment of the present invention;

[0023] Figure 3 yes Figure 2 The middle frame shows a partial enlarged view of point A;

[0024] Figure 4 yes Figure 1 A top view of the middle structure, where the arrows indicate the force transmission path;

[0025] Figure 5 yes Figure 1 Bottom view of the middle structure;

[0026] Figure 6 yes Figure 1 The middle frame shows a partial enlarged view of point B;

[0027] Figure 7 is a front view of a front cabin crossbeam according to an embodiment of the present invention;

[0028] Figure 8 is a bottom view of a front cabin crossbeam according to an embodiment of the present invention;

[0029] Figure 9 is a side view of a front cabin crossbeam according to an embodiment of the present invention;

[0030] Figure 10 yes Figure 5 Cross-sectional view along the CC line;

[0031] Figure 11 yes Figure 2Cross-sectional view along line DD;

[0032] Figure 12 yes Figure 4 Cross-sectional view along line EE;

[0033] Figure 13 Schematic diagram of the coordination structure between the front cabin cross beam and the front panel pillar according to an embodiment of the present invention;

[0034] Figure 14 is a side view of a front cabin longitudinal beam according to an embodiment of the present invention;

[0035] Figure 15 is a partial structural schematic diagram of the rear section of a front longitudinal beam according to an embodiment of the present invention;

[0036] Figure 16 3 is a side view of a front cabin longitudinal beam, a door sill side beam and an A-pillar assembly according to an embodiment of the present invention, wherein arrows indicate force transmission paths.

[0037] Reference numerals:

[0038] body structure 100;

[0039] Front cabin longitudinal beam 10; first side surface 101; second side surface 102; front longitudinal beam front section 11; crush groove 111; front longitudinal beam cover plate 112; front longitudinal beam rear section 12; front longitudinal beam rear section outer plate 121; front longitudinal beam rear section cover plate 122;

[0040] Front cabin crossbeam 20; connecting portion 21; front crossbeam upper section 211; front crossbeam lower section 212; first cavity 213; transition section 22; steering column mounting plate 23;

[0041] Dash panel assembly 30; dash panel lower section 31; dash panel lower cross member 32; dash panel pillar 33; dash panel pillar upper section 331; dash panel pillar lower section 332; dash panel upper section 34; vacuum booster pump mounting base 35; air conditioning box channel 36;

[0042] Front floor assembly 40; front floor 41; front floor lower longitudinal beam 42; center channel 43; door sill side beam 44;

[0043] A-pillar assembly 50 ; A-pillar lower section inner support plate 51 ; connecting plate 61 ; reinforcing plate 62 ; second cavity 63 ; third cavity 64 ; fourth cavity 65 ; fifth cavity 66 ; sixth cavity 67 ; and seventh cavity 68 . DETAILED DESCRIPTION

[0044] 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.

[0045] 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.

[0046] In the description of the present invention, "first feature" and "second feature" may include one or more such features, "plurality" means two or more, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features not being in direct contact but being in contact through another feature between them, the first feature being "above", "above" and "above" the second feature includes the first feature being directly above and diagonally above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0047] Hereinafter, a vehicle body structure 100 according to an embodiment of the present invention will be described with reference to the accompanying drawings. The vehicle body structure 100 is used for a vehicle.

[0048] Reference Figures 1-16 As shown, the vehicle body structure 100 according to the embodiment of the present invention may include: two front cabin longitudinal beams 10 , a front cabin cross beam 20 , a front wall panel assembly 30 and a front floor assembly 40 .

[0049] Specifically, the two front cabin longitudinal beams 10 are arranged along the width direction of the vehicle body (eg Figure 1 The front cabin longitudinal beam 10 is arranged at intervals along the length direction of the vehicle body (for example Figure 1 The front-to-rear direction shown) extends.

[0050] The front cabin cross beam 20 includes two connecting portions 21 arranged along the width direction of the vehicle body, and each connecting portion 21 includes a plurality of connecting portions 21 arranged along the height direction of the vehicle body (for example, Figure 1The front crossbeam upper section 211 and the front crossbeam lower section 212 are arranged and connected in the vertical direction (as shown). The two front crossbeam upper sections 211 can be a single piece or connected separate pieces, and the two front crossbeam lower sections 212 can be a single piece or connected separate pieces. The connection method between the two connected parts in this application can include one or more of welding, bolt connection, riveting, and other connection methods. For example, the front crossbeam upper section 211 and the front crossbeam lower section 212 are connected by welding.

[0051] The front crossbeam upper section 211 and the front crossbeam lower section 212 of one connecting portion 21 are both connected to one front cabin longitudinal beam 10, and the front crossbeam upper section 211 and the front crossbeam lower section 212 of the other connecting portion 21 are both connected to another front cabin longitudinal beam 10. This allows the front cabin longitudinal beam 10 to be connected to more areas of the front cabin crossbeam 20, thereby increasing the connection area between the front cabin longitudinal beams 10 and the front cabin crossbeam 20, thereby increasing the overlap between the front cabin longitudinal beams 10 and the front cabin crossbeam 20, and making the connection between the front cabin longitudinal beams 10 and the front cabin crossbeam 20 more secure. Even if the vehicle collides (such as a front collision, a side collision, etc.), the front cabin longitudinal beams 10 and the front cabin crossbeam 20 are not easily torn, thereby improving safety.

[0052] The upper section 211 of the front cross beam and the lower section 212 of the front cross beam of the two connecting parts 21 are both connected to the front panel assembly 30, so that the front panel assembly 30 can be connected to more areas of the front cabin cross beam 20, which is beneficial to increase the connection area between the front panel assembly 30 and the front cabin cross beam 20, so as to increase the overlap between the front panel assembly 30 and the front cabin cross beam 20, and make the connection between the front panel assembly 30 and the front cabin cross beam 20 more secure. Even if the vehicle collides (such as a front collision, a side collision, etc.) and other unexpected situations, the front panel assembly 30 and the front cabin cross beam 20 are not easily torn, and the safety is higher.

[0053] The front floor assembly 40 is connected to the dash panel assembly 30. The dash panel assembly 30 connects the front floor assembly 40 and the front cabin cross member 20, thereby forming a force transmission path among the front cabin longitudinal member 10, the front cabin cross member 20, the dash panel assembly 30, and the front floor assembly 40. This force transmission path facilitates the transmission of more forces acting on the front cabin longitudinal member 10, the front cabin cross member 20, and the dash panel assembly 30 to the front floor assembly 40, thereby reducing deformation of the dash panel assembly 30 and preventing excessive intrusion into the passenger compartment, thereby improving the safety of occupants in the passenger compartment.

[0054] The front cabin longitudinal beam 10 is respectively connected to the upper section of the front cross beam 211 and the lower section of the front cross beam 212, the upper section of the front cross beam 211 and the lower section of the front cross beam 212 are both connected to the front panel assembly 30, and the front panel assembly 30 is connected to the front floor assembly 40, so as to form an X-direction (body length direction) force transmission path between the front cabin longitudinal beam 10, the upper section of the front cross beam 211, the front panel assembly 30 and the front floor assembly 40, an X-direction force transmission path between the front cabin longitudinal beam 10, the lower section of the front cross beam 212, the front panel assembly 30 and the front floor assembly 40, and a Y-direction (body width direction) force transmission path between the front cabin longitudinal beam 10, the connecting portion 21, the front panel assembly 30 and the front floor assembly 40. During a vehicle collision, the force transmitted from the front cabin longitudinal beam 10 can be transmitted to the front panel assembly 30 and then to the front floor assembly 40 through the front cross beam upper section 211 and the front cross beam lower section 212, so as to fully utilize the front floor assembly 40 to share the collision force as a whole, effectively disperse the force transmitted to the front panel assembly 30 during the vehicle collision along the X and Y directions, and reduce the risk of deformation of the front panel assembly 30 and excessive intrusion into the passenger compartment. There are more force transmission paths and the force transmission effect is better. The vehicle has better performance in resisting collisions along the X and Y directions, which is beneficial to improving the vehicle body strength and ensuring the collision safety of the entire vehicle.

[0055] The dash assembly 30, the front cabin cross member 20, and the two front cabin longitudinal members 10 define a dash assembly, which can be used to mount components such as the engine and transmission. In some related technologies, the overlap between the longitudinal members and the dash assembly is insufficient. This results in welds between the longitudinal members and the dash assembly being easily torn after being subjected to the collision force in the event of a vehicle collision. Components within the dash assembly are also easily squeezed against the dash assembly, causing the dash assembly to sag and deform toward the passenger compartment, allowing components within the dash to intrude into the passenger compartment, resulting in casualties and reduced collision safety.

[0056] In the present application, the front cabin crossbeam 20 includes an upper front crossbeam section 211 and a lower front crossbeam section 212, which helps enhance the bending and torsional rigidity of the front cabin crossbeam 20 and prevents bending. The front cabin longitudinal beam 10 is connected to the upper front crossbeam section 211 and the lower front crossbeam section 212 of the front cabin crossbeam 20, which helps increase the overlap between the front cabin longitudinal beam 10 and the front cabin crossbeam 20. The front panel assembly 30 is connected to the upper front crossbeam section 211 and the lower front crossbeam section 212 of the front cabin crossbeam 20, which helps increase the overlap between the front cabin longitudinal beam 10 and the front panel assembly 30, thereby increasing the overlap between the front cabin longitudinal beam 10 and the front panel assembly 30, making the connection between the front cabin longitudinal beam 10 and the front panel assembly 30 more secure and preventing weld tearing between the front cabin longitudinal beam 10 and the front panel assembly 30.

[0057] The force applied to the front cabin longitudinal beam 10 can be transferred to the front floor assembly 40 through multiple force transmission paths, reducing the force applied to the front panel assembly 30 and making it less likely for the front panel assembly 30 to be concave and deformed toward the passenger compartment, thereby reducing the amount of intrusion into the passenger compartment, reducing the risk of casualties, and improving the collision safety of the vehicle.

[0058] According to the vehicle body structure 100 of the embodiment of the present invention, the bending-torsional stiffness of the front cabin cross beam 20 can be enhanced through the front cross beam upper section 211 and the front cross beam lower section 212, and the overlap between the front cabin cross beam 20 and the front cabin longitudinal beam 10 and the overlap between the front cabin cross beam 20 and the front panel assembly 30 can be increased, so as to increase the overlap between the front cabin longitudinal beam 10 and the front panel assembly 30. In addition, a variety of force transmission paths can be obtained to transmit more of the force exerted on the front cabin longitudinal beam 10 during a collision to the front floor assembly 40, so that the front panel assembly 30 is not easily deformed toward the passenger compartment, which is beneficial to reducing the intrusion into the passenger compartment and reducing the degree of deformation of the passenger compartment in the event of a vehicle collision, thereby improving the collision safety of the vehicle.

[0059] In some embodiments of the present invention, Figure 1-Figure 5 As shown, the front floor assembly 40 includes a front floor 41, two front floor lower longitudinal beams 42 and a central channel 43 arranged between the two front floor lower longitudinal beams 42. The front floor lower longitudinal beams 42 and the central channel 43 are all arranged on the front floor 41. The front floor 41, the front floor lower longitudinal beams 42 and the central channel 43 are all connected to the front panel assembly 30 to be connected to the front cabin cross beam 20, that is, the front floor 41, the front floor lower longitudinal beams 42 and the central channel 43 are each indirectly connected to the front cabin cross beam 20. Specifically, the front floor panel 41, the front floor lower longitudinal beam 42, and the center tunnel 43 are all connected to the dash panel assembly 30, while the front cross member upper section 211 and the front cross member lower section 212 are both connected to the dash panel assembly 30. Therefore, the front floor panel 41, the front floor lower longitudinal beam 42, and the center tunnel 43 are all connected to the front cross member upper section 211 and the front cross member lower section 212, thereby connecting the front floor panel 41, the front floor lower longitudinal beam 42, and the center tunnel 43 to the front cabin cross member 20. The front floor panel assembly 40 may be made of one or more of steel, aluminum alloy, and other materials.

[0060] During a vehicle collision, the force transmitted from the front cabin longitudinal beam 10 is transmitted to the front panel assembly 30 through the front cross beam upper section 211 and the front cross beam lower section 212, and then the force is transmitted to the front floor 41, the front floor lower longitudinal beam 42 and the central channel 43, which is conducive to making full use of the front floor 41, the front floor lower longitudinal beam 42 and the central channel 43 to share the collision force, effectively disperse the force transmitted to the front panel assembly 30 during the vehicle collision, reduce the intrusion into the passenger compartment, and improve the collision safety of the entire vehicle.

[0061] In some related technologies, the front cabin cross beam is a U-shaped structure with an opening facing upward. During a vehicle collision, after the front cabin longitudinal beam transmits force to the front cabin cross beam, the front cabin cross beam is prone to serious deformation, resulting in the front cabin cross beam being unable to transmit force to the front floor assembly in time before serious deformation occurs. The force transmission effect is poor, which can easily cause excessive intrusion into the passenger compartment and cause casualties.

[0062] In some embodiments of the present application, Figure 2-Figure 3 and Figures 6-10 As shown, the front cross beam upper section 211 and the front cross beam lower section 212 of each connecting portion 21 extend in different directions to define a first cavity 213, so that the front cabin cross beam 20 defines two first cavities 213. For example, in some embodiments, as Figure 9-10 As shown, the front crossbeam upper section 211 extends from the upper rear to the lower front, and the front crossbeam lower section 212 extends from the lower rear to the upper front, so that the front crossbeam upper section 211 and the front crossbeam lower section 212 are connected to define a first cavity 213 that bulges forward and is open at the rear.

[0063] The front cabin crossbeam 20 is a structure with a first cavity 213, which can significantly improve the bending and torsional rigidity of the front cabin crossbeam 20. During a vehicle collision, after the front cabin longitudinal beam 10 transmits force to the front cabin crossbeam 20, the front cabin crossbeam 20 has high bending and torsional rigidity and is less likely to deform or tear severely. The front cabin crossbeam 20 can also absorb energy to reduce the impact force. The front cabin crossbeam 20 can also disperse the force to the front panel assembly 30 and then to the front floor assembly 40 through multiple paths along the wall of the first cavity 213. This helps to transmit more force to the front floor assembly 40 while protecting the front cabin crossbeam 20. This improves the force transmission effect, is less likely to cause excessive intrusion into the passenger compartment and cause casualties, and improves collision safety.

[0064] For example, when the front cabin cross beam 20 having the first cavity 213 is subjected to an X-direction or Y-direction collision force, the first cavity 213 can absorb energy and disperse the impact force by crushing, folding, and friction. When the collision force is too large, it can absorb the collision force to reduce the actual collision force it receives, extend the buffering time, and help reduce the amount of intrusion into the passenger compartment.

[0065] The first cavity 213 may be a closed cavity or a cavity with at least one side open. Figure 2-Figure 3 and Figures 6-10 As shown, the rear side of the first cavity 213 defined by the connecting portion 21 is open, and other components of the vehicle body structure 100 can be connected to the rear side of the first cavity 213, so that the first cavity 213 is finally formed into a closed cavity, so that the first cavity 213 is not easily deformed, which is beneficial to improving the bending and torsional stiffness of the front cabin cross beam 20.

[0066] In some embodiments, as Figure 1、 Figure 4-Figure 5 and Figure 11 As shown, the connected front cabin longitudinal beam 10 and the connecting portion 21 form an angle α, that is, for the connected front cabin longitudinal beam 10 and the connecting portion 21, the respective extending directions of the front cabin longitudinal beam 10 and the connecting portion 21 intersect and form an angle α, α>90°. For example, in some embodiments, as Figure 1 、 Figure 4-Figure 5 and Figure 11 As shown, the left front cabin longitudinal beam 10 is connected to the left connecting portion 21. The portion of the left front cabin longitudinal beam 10 connected to the left connecting portion 21 extends in the fore-aft direction, and the portion of the left connecting portion 21 connected to the left front cabin longitudinal beam 10 extends from the left front to the right rear. This forms an angle α between the left front cabin longitudinal beam 10 and the left connecting portion 21. Similarly, the right front cabin longitudinal beam 10 forms an angle α with the right connecting portion 21. Angle α can refer to the angle between the connected front cabin longitudinal beam 10 and the upper section 211 of the front crossbeam, or the angle α can refer to the angle between the connected front cabin longitudinal beam 10 and the lower section 212 of the front crossbeam.

[0067] α>90°, so that an obtuse angle is formed between the connected front cabin longitudinal beam 10 and the connecting part 21, which is beneficial to improving the stability of the force transmission from the front cabin longitudinal beam 10 to the front cabin cross beam 20, ensuring the stability of the force on the upper section 211 of the front cross beam and the lower section 212 of the front cross beam, reducing the possibility of tearing between the front cabin longitudinal beam 10 and the front cabin cross beam 20, and helping to improve the collision safety of the entire vehicle.

[0068] In addition, α>90° can make the two connecting parts 21 extend from one end connected to the corresponding front cabin longitudinal beam 10 to the side away from the front cabin longitudinal beam 10 (for example Figure 1 The middle left connecting portion 21 extends from the left front to the right rear), which is beneficial to increasing the front cabin space so as to install components such as the engine on the front side and improve the structural compactness of the entire vehicle.

[0069] In some embodiments of the present invention, Figure 4-Figure 6 and Figure 12 As shown, the front cabin longitudinal beam 10 has a first side surface 101 and a second side surface 102 connected to each other. The front cross beam upper section 211 overlaps at least the first side surface 101, and the front cross beam lower section 212 overlaps at least the second side surface 102. For example, the front cross beam upper section 211 overlaps the first side surface 101, or overlaps both the first side surface 101 and the second side surface 102. For example, the front cross beam lower section 212 overlaps the second side surface 102, or overlaps both the first side surface 101 and the second side surface 102.

[0070] The upper section 211 of the front cross beam at least overlaps with the first side surface 101, and the lower section 212 of the front cross beam at least overlaps with the second side surface 102, so that the front cabin cross beam 20 can overlap with the first side surface 101 and the second side surface 102 of the front cabin longitudinal beam 10 at the same time, which is beneficial to increase the overlap amount of the front cabin cross beam 20 and the front cabin longitudinal beam 10, making the connection between the front cabin cross beam 20 and the front cabin longitudinal beam 10 more firm, and the front cabin cross beam 20 and the front cabin longitudinal beam 10 are less likely to tear, and the safety is better.

[0071] For example, in some embodiments, Figure 4-Figure 6 and Figure 12 As shown, the front crossbeam lower section 212 overlaps the first side surface 101 and the second side surface 102, respectively, and the front crossbeam upper section 211 overlaps the first side surface 101 and the outer surface of the front crossbeam lower section 212. This not only increases the overlap between the front cabin crossbeam 20 and the front cabin longitudinal beam 10, but also increases the overlap between the front crossbeam upper section 211 and the front crossbeam lower section 212, making the connection between the front crossbeam upper section 211 and the front crossbeam lower section 212 more secure, making the front cabin crossbeam 20 less susceptible to deformation as a whole, and improving safety.

[0072] In some embodiments, as Figure 4-Figure 6 and Figure 12 As shown, on a plane perpendicular to the length direction of the vehicle body, the overlap size of the lower section 212 of the front cross beam and the first side surface 101 accounts for more than half of the size of the first side surface 101, and the overlap size of the lower section 212 of the front cross beam and the second side surface 102 accounts for more than half of the size of the second side surface 102. The overlap amount between the front cabin cross beam 20 and the front cabin longitudinal beam 10 is large, and the connection is more secure.

[0073] In some embodiments of the present invention, Figure 5 and Figure 10 As shown, the dash panel assembly 30 includes a dash panel lower section 31, which is connected to the front floor 41 of the front floor assembly 40. The dash panel lower section 31 is also connected to the front cross beam lower section 212. The dash panel lower section 31 enables the connection between the front cross beam lower section 212 and the front floor 41, thereby transmitting the force of the front cross beam lower section 212 to the front floor 41, thereby achieving a good force transmission effect.

[0074] In some embodiments, as Figure 5 and Figure 10 As shown, the dash panel assembly 30 includes a dash panel lower cross member 32, which is connected to the front floor 41 of the front floor assembly 40. The dash panel lower cross member 32 is connected to the front cross member lower section 212. The dash panel lower cross member 32 enables the connection between the front cross member lower section 212 and the front floor 41, thereby transmitting the force of the front cross member lower section 212 to the front floor 41, thereby improving the force transmission effect.

[0075] In some embodiments of the present invention, Figure 1、 Figure 5 、 Figure 7-Figure 9 and Figure 13 As shown, the front cabin cross member 20 also includes a transition section 22, which connects the two connecting portions 21. The front panel assembly 30 is provided with two front panel pillars 33 arranged along the width direction of the vehicle body. The two front panel pillars 33 extend along the height direction of the vehicle body. Both front panel pillars 33 are connected to the transition section 22, so that the force of the front cabin cross member 20 can be transmitted to the front panel pillars 33, forming a Z-direction (body height direction) force transmission path between the front cabin longitudinal member 10, the front cabin cross member 20 and the front panel pillars 33, which helps to improve the bending and torsional rigidity of the vehicle body. During a vehicle collision, the force transmitted from the front cabin longitudinal beam 10 can be transmitted to the transition section 22 through the upper section 211 of the front cross beam and the lower section 212 of the front cross beam. The transition section 22 transmits the force to the front panel pillar 33, so as to make full use of the front panel pillar 33 to share the collision force, effectively disperse the force transmitted to the front panel assembly 30 during the vehicle collision along the Z direction, reduce the risk of deformation of the front panel assembly 30 causing excessive intrusion into the passenger compartment, increase the force transmission path, and achieve better force transmission effect. The vehicle has better performance in resisting collision along the Z direction, which is beneficial to improving the vehicle body strength and ensuring the collision safety of the entire vehicle.

[0076] The front panel pillar 33 can be a one-piece or split piece. For example, in some embodiments, Figure 13 As shown, the dash pillar 33 includes an upper dash pillar section 331 and a lower dash pillar section 332. The upper dash pillar section 331 and the lower dash pillar section 332 are connected to form the dash pillar 33. The upper dash pillar section 331 and the lower dash pillar section 332 are connected to the sides of the air conditioning box duct 36 of the dash assembly 30 to form left and right pillars, effectively improving the torsional rigidity of the vehicle body at the dash assembly 30 and preventing the dash assembly 30 from deformation.

[0077] In some embodiments of the present invention, Figure 1 and Figure 6 As shown, the front cabin longitudinal beam 10 is provided with at least one crush groove 111. During a vehicle collision, the front cabin longitudinal beam 10 first bends under the action of the crush groove 111, in the direction in which the crush groove 111 first bends, thereby absorbing a portion of the collision energy. The remaining energy, which cannot be absorbed by the front cabin longitudinal beam 10, is then transferred to the front floor assembly 40 via the front cabin cross member 20 for force decomposition. Therefore, the crush groove 111 allows the front cabin longitudinal beam 10 to absorb a portion of the collision energy, reducing the impact force on the dash panel assembly 30. This helps to reduce deformation of the dash panel assembly 30 and excessive intrusion into the passenger compartment, thereby improving the overall collision safety of the vehicle.

[0078] In some embodiments, as Figures 1-6 、 Figure 11-12 and Figure 14-16As shown, the front cabin longitudinal beam 10 includes a front longitudinal beam front section 11 and a front longitudinal beam rear section 12 connected to each other. The front longitudinal beam front section 11 is connected to the front cabin cross member 20. The vehicle body structure 100 includes an A-pillar assembly 50. The front longitudinal beam rear section 12 is overlapped with the A-pillar assembly 50 and the rocker side member 44 of the front floor assembly 40. During a vehicle collision, the force applied to the front cabin longitudinal beam 10 can be transmitted to the front cabin cross beam 20 through the front longitudinal beam front section 11 and then to the front floor assembly 40, and can also be transmitted to the A-pillar assembly 50 and the door sill side beam 44 through the front longitudinal beam rear section 12, which is conducive to making full use of the A-pillar assembly 50 and the front floor assembly 40 to share the collision force. The force transmission paths are diverse, and the force transmitted to the front panel assembly 30 during a vehicle collision can be effectively dispersed to various parts of the vehicle body structure 100, especially to the A-pillar assembly 50, the door sill side beam 44 and other components of the front floor assembly 40 with higher torsional stiffness, which is conducive to reducing the intrusion into the passenger compartment and improving the bending and torsional stiffness of the vehicle body structure 100.

[0079] A vehicle according to an embodiment of the present invention includes a vehicle body structure 100 according to an embodiment of the present invention. Because the vehicle body structure 100 according to an embodiment of the present invention has the aforementioned beneficial technical effects, the vehicle according to an embodiment of the present invention can enhance the bending and torsional rigidity of the front cabin cross member 20 through the front cross member upper section 211 and the front cross member lower section 212, thereby increasing the overlap between the front cabin cross member 20 and the front cabin longitudinal member 10 and the overlap between the front cabin cross member 20 and the front dash assembly 30, thereby increasing the overlap between the front cabin longitudinal member 10 and the front dash assembly 30. Furthermore, multiple force transmission paths can be provided to transfer more of the force applied to the front cabin longitudinal member 10 during a collision to the front floor assembly 40, thereby making it less likely for the dash assembly 30 to be concavely deformed toward the passenger compartment. This helps reduce the amount of intrusion into the passenger compartment and the degree of deformation of the passenger compartment in the event of a vehicle collision, thereby improving the collision safety of the vehicle.

[0080] A vehicle body structure 100 and a vehicle according to a specific embodiment of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the following description is merely illustrative and should not be construed as limiting the present invention.

[0081] like Figures 1-16 As shown, a vehicle body structure 100 according to a specific embodiment of the present invention is used in a vehicle. The vehicle body structure 100 includes two front cabin longitudinal beams 10, a front cabin cross beam 20, a front panel assembly 30, a front floor assembly 40, and an A-pillar assembly 50. The two front cabin longitudinal beams 10 are arranged in a left-right spaced relationship. The front cabin longitudinal beams 10 include a front longitudinal beam front section 11 and a front longitudinal beam rear section 12 arranged and connected in the front-to-back direction. The front longitudinal beam front section 11 is connected to the front cabin cross beam 20 and is provided with three crush grooves 111. The front longitudinal beam rear section 12 overlaps both the A-pillar assembly 50 and the door sill side member 44 of the front floor assembly 40.

[0082] The front cabin cross beam 20 includes two connecting parts 21 and a transition section 22 arranged along the left and right directions. The transition section 22 connects the two connecting parts 21. The left connecting part 21 is connected to the left front cabin longitudinal beam 10 and an angle α is formed between the left front cabin longitudinal beam 10 and the left connecting part 21. The right connecting part 21 is connected to the right front cabin longitudinal beam 10 and an angle α is formed between the right front cabin longitudinal beam 10 and the right connecting part 21, and α>90°.

[0083] Each connecting portion 21 includes a front crossbeam upper section 211 and a front crossbeam lower section 212, which are arranged vertically and connected. The front crossbeam upper section 211 extends from the upper rear to the lower front, while the front crossbeam lower section 212 extends from the lower rear to the upper front. When connected, the front crossbeam upper section 211 and the front crossbeam lower section 212 define a first cavity 213 that bulges forward and is open at the rear. Each front cabin longitudinal beam 10 has a first side surface 101 and a second side surface 102 that are connected. In the connecting portion 21 corresponding to each front cabin longitudinal beam 10, the front crossbeam lower section 212 overlaps the first side surface 101 and the second side surface 102 of the front cabin longitudinal beam 10, respectively, and the front crossbeam upper section 211 overlaps the first side surface 101 and the outer surface of the front crossbeam lower section 212, respectively.

[0084] The front cabin crossbeam 20 comprises two connected parts arranged in the vertical direction. The upper portion comprises two front crossbeam upper sections 211 and a portion of the transition section 22, while the lower portion comprises two front crossbeam lower sections 212 and another portion of the transition section 22. In other words, the two front crossbeam upper sections 211 and a portion of the transition section 22 are integrally formed, and the two front crossbeam lower sections 212 and another portion of the transition section 22 are integrally formed. This simplifies the structure of the front cabin crossbeam 20 and facilitates its manufacture.

[0085] The dash panel assembly 30 includes a dash panel lower section 31 and a dash panel lower cross beam 32, both of which are connected to the front floor 41 of the front floor assembly 40. The dash panel lower section 31 and the dash panel lower cross beam 32 are both connected to the front cross beam lower section 212 to form a force transmission path between the front cross beam lower section 212, the dash panel lower section 31, and the front floor 41, and a force transmission path between the front cross beam lower section 212, the dash panel lower cross beam 32, and the front floor 41.

[0086] The front panel assembly 30 also includes a front panel upper section 34, which is provided with two front panel pillars 33 arranged in the left and right directions. The two front panel pillars 33 extend in the up and down directions. The two front panel pillars 33 are located on the upper side of the front cabin cross beam 20 and are both connected to the transition section 22.

[0087] The front floor assembly 40 includes a front floor 41, two front floor lower longitudinal beams 42, a central tunnel 43 disposed between the two front floor lower longitudinal beams 42, and two door sill side beams 44 disposed outside the two front floor lower longitudinal beams 42. The front floor lower longitudinal beams 42 and the central tunnel 43 are all disposed on the front floor 41, and the door sill side beams 44 are connected to the front floor 41. The front floor 41, the front floor lower longitudinal beams 42, and the central tunnel 43 are all connected to the dash panel assembly 30, thereby providing a force transmission path between the front floor 41, the front floor lower longitudinal beams 42, and the central tunnel 43 and the front cabin cross member 20. The door sill side beam 44 is connected to the rear section 12 of the front longitudinal beam, allowing forces acting on the front cabin cross member 10 to be directly transmitted to the door sill side beam 44.

[0088] The vehicle's front longitudinal beam 10 is part of the vehicle's body frame. It supports the vehicle body and powertrain, and acts as a crumple energy absorber and energy transfer mechanism in frontal collisions involving 50% offset impacts (the impact area accounts for 50% of the vehicle's frontal area) and 25% offset impacts (the impact area accounts for 25% of the vehicle's frontal area). The front longitudinal beam front section 11 is located outside the dash assembly 30, away from the passenger compartment. The rear longitudinal beam section 12 is located inside the dash assembly 30, closer to the passenger compartment. Together, the rear longitudinal beam section 12, the A-pillar assembly 50, the dash assembly 30, and the front floor assembly 40 protect the passenger compartment.

[0089] One end of the connecting plate 61 of the front longitudinal beam front section 11 is bolted to the vehicle's energy absorption box assembly, and the other end is welded to the front longitudinal beam front section 11 and the front longitudinal beam cover plate 112, ensuring stable transmission of post-collision energy to the front longitudinal beam front section 11. The front longitudinal beam front section 11 is provided with three crush grooves 111 arranged in the front-to-back direction. The foremost crush groove 111 is located within the front 25% of the length of the front longitudinal beam front section 11, the rearmost crush groove 111 is located within the rear 25% of the length of the front longitudinal beam front section 11, and the middle crush groove 111 is located between the foremost and rearmost crush grooves 111 and is adjacent to the rearmost crush groove 111.

[0090] The upper section 211 of the front cross beam and the lower section 212 of the front cross beam are connected by welding to form the front cabin cross beam 20 of the vehicle. The upper section 211 of the front cross beam is welded to the upper section 34 of the front panel, and the lower section 212 of the front cross beam is welded to the lower section 31 of the front panel and the lower cross beam 32 of the front panel. There is a first cavity 213 at the connection between the upper section 211 of the front cross beam and the lower section 212 of the front cross beam. The first cavity 213 forms an obtuse angle (α>90°) with the connection between the front longitudinal beam front section 11, thereby ensuring the stress stability of the upper section 211 of the front cross beam and the lower section 212 of the front cross beam.

[0091] One end of the front longitudinal beam rear section 12 is welded to the front longitudinal beam front section 11, the other end is welded to the A-pillar assembly 50 and the sill side member 44, and the lower end is welded to the front longitudinal beam rear section outer panel 121 and the reinforcement plate 62 of the dash panel lower section 31. The dash panel lower section 31 is welded to the front crossbeam lower section 212 and the dash panel lower crossbeam 32. One end of the steering column mounting plate 23 is welded to the front crossbeam upper section 211 and the other end to the front crossbeam lower section 212. The front floor lower longitudinal beam 42 is welded to the connecting plate 61 of the front floor lower longitudinal beam 42, and the connecting plate 61 of the front floor lower longitudinal beam 42 is welded to the dash panel lower crossbeam 32.

[0092] The reinforcement plate 62 of the front longitudinal beam front section 11 is welded to the inside of the front longitudinal beam front section 11, and its length extends from the rear end of the innermost crumple groove 111 to the corner where the front longitudinal beam front section 11 and the front longitudinal beam rear section 12 overlap. The front crossbeam upper section 211 and the front crossbeam lower section 212 are welded to the outside of the front longitudinal beam front section 11. The front longitudinal beam rear section cover plate 122 is welded to the outside of the front longitudinal beam cover plate 112. The reinforcement plate 62 of the front longitudinal beam rear section cover plate 122 is welded to the front longitudinal beam cover plates 112 and the front longitudinal beam rear section cover plates 122 simultaneously, forming a second cavity 63 and a third cavity 64.

[0093] At the joint between the front longitudinal beam front section 11 and the front longitudinal beam rear section 12, a reinforcement plate 62 of the front longitudinal beam front section 11 and a reinforcement plate 62 of the front longitudinal beam rear section sealing plate 122 are added to ensure the structural strength of the bend, so that the force of the front longitudinal beam front section 11 is better transmitted to the front longitudinal beam rear section 12, reducing the risk of bending and deformation at the joint. Figure 4 At the rear of the EE section, the front longitudinal beam rear section cover plate 122 and the front longitudinal beam rear section 12 begin to bend toward the vehicle body. The lower portion of the front longitudinal beam rear section cover plate 122 is welded to the front longitudinal beam rear section outer panel 121 and the reinforcement plate 62 of the dash lower section 31, respectively. The rear portion is then welded to the A-pillar assembly 50. The welding of the front longitudinal beam rear section cover plate 122 and the front longitudinal beam rear section 12 forms a fourth cavity 65 and a fifth cavity 66. The fourth cavity 65 corresponds to the position of the A-pillar lower section inner support plate 51 in the A-pillar assembly 50, and the fifth cavity 66 corresponds to the front end of the side member inner panel of the sill side member 44. The side member inner panel and the sill side member 44 are bolted together, distributing the force of the front longitudinal beam rear section 12 to the A-pillar assembly 50 and the sill side member 44. This effectively prevents the front dash assembly 30 and the A-pillar assembly 50 from tearing apart in 50% offset and 25% overlap frontal collisions, thereby ensuring the stability of the passenger compartment structure.

[0094] The vacuum booster pump mount 35 is welded to the dash panel upper section 34. The steering column mounting plate 33 is welded at one end to the front crossbeam upper section 211 and at the other end to the front crossbeam lower section 212, forming a sixth cavity 67. The front crossbeam lower section 212 is welded to the dash panel lower section 31 and dash panel lower crossbeam 32, forming a seventh cavity 68. The sixth and seventh cavities 67 and 68 enhance the structural strength of the front cabin crossbeam 20. These two cavities also provide a buffering effect on the dash panel assembly 30, reducing intrusion from the dash panel upper section 34 and dash panel lower section 31, and thus from the passenger compartment. The dash panel upper section 331 and dash panel lower section 332 are welded together. Together with the dash panel upper section 34, they are welded to either side of the air conditioning box duct 36, forming left and right pillars. This effectively improves the torsional rigidity of the dash panel assembly 30 and prevents deformation during driving.

[0095] When the vehicle is involved in a 50% offset frontal collision, the front section 11 of the front longitudinal beam will first bend under the action of the crumple groove 111. The bending direction is the direction in which the middle crumple groove 111 first bends. Part of the collision energy is absorbed by the front section 11 of the front longitudinal beam, and the other part of the energy that cannot be absorbed by the front section 11 of the front longitudinal beam is decomposed through the above-mentioned multiple force transmission paths. After the deformation of the front section 11 of the front longitudinal beam is completed, the collision force will be decomposed in the direction toward the front cabin cross beam 20, the direction toward the rear section 12 of the front longitudinal beam, and the direction toward the reinforcement plate 62 of the lower section 31 of the front panel. Among them, the direction toward the rear section 12 of the front longitudinal beam is the main force transmission path, and the force transmission path is shown by the arrow in the attached figure. Figure 16 As shown, the force transmission direction toward the rear section of the front longitudinal beam 12 is divided into two directions, one toward the upper portion of the rear section cover plate 122 and the other toward the lower portion of the rear section cover plate 122. This disperses the forces acting on the rear section cover plate 122 and the rear section 12 toward the A-pillar assembly 50 and the sill side member 44. The force transmission direction toward the front cabin cross member 20 is divided into two directions, one toward the upper section 211 and the other toward the lower section 212. The force from the upper section 211 is dispersed toward the center tunnel 43, while the force from the lower section 212 is dispersed toward the dash panel lower cross member 32. The force is then transmitted to the rear of the vehicle by the front floor lower longitudinal member 42. At the bend between the front longitudinal beam front section 11 and the rear longitudinal beam section 12, the force transmitted by the front longitudinal beam front section 11 is also decomposed downward, that is, the force is transmitted in the direction of the reinforcement plate 62 of the front dash lower section 31. The same force is transmitted through the reinforcement plate 62 at the front dash lower section 31 to the dash lower cross member 32. Through the design of the force transmission path, the collision force is dispersed layer by layer, avoiding the collision force being concentrated on a single component. The number of components is also optimized, the lightweight effect is better, and the overall stability of the vehicle passenger compartment structure is improved.

[0096] By overlapping the front longitudinal beam front section 11 and the front longitudinal beam rear section 12, the continuity of the force transmission of the front longitudinal beam is ensured, and the energy of the front longitudinal beam front section 11 is transferred to the front longitudinal beam rear section 12. Then, by overlapping the front longitudinal beam rear section 12 with the A-pillar assembly 50, the door sill side beam 44 assembly, and the front panel assembly 30, the energy is further dispersed to the A-pillar, the door sill, the front floor 41, and the front panel, ensuring the reliability of the connection between the lower section of the A-pillar, the door sill, the front floor 41, the front panel and the front longitudinal beam rear section 12, achieving force dispersion, improving the bending and torsional stiffness, reducing the intrusion deformation and weld tearing of the passenger compartment, ensuring the life safety of the occupants, and improving the safety performance of the entire vehicle.

[0097] The structure of the front cabin cross member 20 and its overlap with the front longitudinal beam front section 11 allow the energy of the front longitudinal beam front section 11 to be transferred through the front cross member upper section 211 and the front cross member lower section 212 to the front floor lower longitudinal beam 42, the front cross member upper section 211, the front cross member lower section 21, and the front panel assembly 30 to form a cavity structure that can withstand X-direction frontal collision forces. Side collision forces in the Y direction can be transferred to the central tunnel 43. The deformation resistance of the front panel assembly 30 ensures that it is not easily deformed, dispersing the energy transmitted to the passenger compartment from the front and sides, maintaining the structural integrity of the passenger compartment and improving the safety and bending and torsional performance of the entire vehicle.

[0098] Through the structural form of the upper section 211 of the front cross beam and the overlapping method of the upper section 211 of the front cross beam and the front panel pillar 33, the energy of the upper section 211 of the front cross beam is transferred to the front panel pillar 33, thereby improving the Z-direction force transmission effect, improving the bending and torsional characteristics of the vehicle body, ensuring that the front panel assembly 30 is not easily deformed, and ensuring the stability of the overall structure of the front panel.

[0099] The front longitudinal beam front section 11 is away from the passenger compartment, and the front longitudinal beam rear section 12 and the front cabin cross beam 20 are close to the passenger compartment; the front longitudinal beam front section 11 is bent and extended to connect with the front longitudinal beam rear section 12 and the front cabin cross beam 20, and the front longitudinal beam rear section 12 is bent and extended to the A-pillar assembly 50, the door sill side beam 44, and the front cabin cross beam 20. The front cabin cross beam 20 extends to the front panel lower cross beam 32 and overlaps with the front floor lower longitudinal beam 42 to form a structure that fully wraps the passenger compartment, can withstand collision forces in the X and Y directions, and can decompose the collision forces in the X and Y directions. Through the structural design and overlap method of the front longitudinal beam front section 11 and the front longitudinal beam rear section 12, the front longitudinal beam front section 11 and the front cabin cross beam 20, the front longitudinal beam rear section 12 and the A-pillar assembly 50 and the door sill side beam 44, not only the force transmission path is increased, but also the continuity of force transmission of the body structure 100 is guaranteed, the stability of the vehicle structure is optimized, the bending and torsional stiffness, modal and connection strength of the vehicle are improved, and the safety of the passenger compartment is effectively guaranteed.

[0100] The vehicle body structure 100 and other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0101] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0102] Throughout this specification, reference to terms such as "embodiment," "specific embodiment," and "example" indicates that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these 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.

[0103] 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 structure, characterized in that: include: Two front cabin longitudinal beams (10), the two front cabin longitudinal beams (10) being arranged at intervals along the width direction of the vehicle body; A front cabin cross beam (20), the front cabin cross beam (20) comprising two connecting portions (21) arranged along the width direction of the vehicle body, each connecting portion (21) comprising a front cross beam upper section (211) and a front cross beam lower section (212) arranged along the height direction of the vehicle body and connected to each other, the front cross beam upper section (211) and the front cross beam lower section (212) of one connecting portion (21) being connected to one front cabin longitudinal beam (10), and the front cross beam upper section (211) and the front cross beam lower section (212) of the other connecting portion (21) being connected to the other front cabin longitudinal beam (10); A front panel assembly (30), wherein the front cross beam upper section (211) and the front cross beam lower section (212) of the two connecting portions (21) are both connected to the front panel assembly (30); A front floor assembly (40) is connected to the front panel assembly (30).

2. The vehicle body structure according to claim 1, characterized in that: The front floor assembly (40) includes a front floor (41), two front floor lower longitudinal beams (42) and a central channel (43) arranged between the two front floor lower longitudinal beams (42), the front floor lower longitudinal beams (42) and the central channel (43) are both arranged on the front floor (41), and the front floor (41), the front floor lower longitudinal beams (42) and the central channel (43) are all connected to the front panel assembly (30) to be connected to the front cabin cross beam (20).

3. The vehicle body structure according to claim 1, wherein: The front crossbeam upper section (211) and the front crossbeam lower section (212) of each connecting portion (21) extend in different directions to define a first cavity (213).

4. The vehicle body structure according to claim 1, wherein: An included angle α is formed between the connected front cabin longitudinal beam (10) and the connecting portion (21), and α>90°.

5. The vehicle body structure according to claim 1, wherein: The front cabin longitudinal beam (10) has a first side surface (101) and a second side surface (102) connected to each other, the front cross beam upper section (211) at least overlaps with the first side surface (101), and the front cross beam lower section (212) at least overlaps with the second side surface (102).

6. The vehicle body structure according to claim 5, characterized in that: The front crossbeam lower section (212) overlaps the first side surface (101) and the second side surface (102) respectively, and the front crossbeam upper section (211) overlaps the first side surface (101) and the outer surface of the front crossbeam lower section (212) respectively.

7. The vehicle body structure according to claim 1, wherein: The front panel assembly (30) includes a front panel lower section (31), the front panel lower section (31) is connected to the front floor (41) of the front floor assembly (40), and the front panel lower section (31) is connected to the front cross beam lower section (212).

8. The vehicle body structure according to claim 1, wherein: The front panel assembly (30) includes a front panel lower cross beam (32), the front panel lower cross beam (32) is connected to the front floor (41) of the front floor assembly (40), and the front panel lower cross beam (32) is connected to the front cross beam lower section (212).

9. The vehicle body structure according to claim 1, wherein: The front cabin cross beam (20) further includes a transition section (22), wherein the transition section (22) connects the two connecting portions (21). The front panel assembly (30) is provided with two front panel pillars (33) arranged along the width direction of the vehicle body, the two front panel pillars (33) extend along the height direction of the vehicle body, and the two front panel pillars (33) are both connected to the transition section (22).

10. The vehicle body structure according to claim 1, wherein: The front cabin longitudinal beam (10) is provided with at least one collapse groove (111).

11. The vehicle body structure according to any one of claims 1 to 10, characterized in that: The front cabin longitudinal beam (10) comprises a front longitudinal beam front section (11) and a front longitudinal beam rear section (12) connected to each other, the front longitudinal beam front section (11) is connected to the front cabin cross beam (20), The vehicle body structure (100) includes an A-pillar assembly (50), and the rear section of the front longitudinal beam (12) is overlapped with the A-pillar assembly (50) and the door sill side beam (44) of the front floor assembly (40) respectively.

12. A vehicle, characterized in that: The vehicle body structure (100) comprises the vehicle body structure (100) according to any one of claims 1 to 11.

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