Vehicle body structure and vehicle

Abstract

The invention provides a vehicle body structure and a vehicle. The vehicle body structure comprises a front wall assembly, a floor assembly and a reinforcing frame arranged between the front wall assembly and the floor assembly. The floor assembly comprises a middle channel, the reinforcing frame is arranged above the middle channel and extends in the front-back direction of the whole vehicle, the reinforcing frame comprises a plurality of longitudinal beams arranged at intervals and a plurality of cross beams connected between every two adjacent longitudinal beams, and the front end and the rear end of each longitudinal beam are connected with the front wall assembly and the middle channel respectively. According to the vehicle body structure, the reinforcing frame is arranged above the middle channel, the multiple longitudinal beams and the multiple cross beams in the reinforcing frame are simple in structure and convenient to machine and form, the front ends and the rear ends of the longitudinal beams are connected with the front wall assembly and the middle channel correspondingly, so that the middle channel and the reinforcing frame are matched up and down, and the supporting stability of the front wall assembly is improved; the front collision force is transmitted backwards through the reinforcing frame and the middle channel at the same time, so that the front wall invasion amount is reduced, and the collision safety of a vehicle body is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle body structure; furthermore, this invention also relates to a vehicle equipped with the vehicle body structure. Background Technology

[0002] The vehicle body structure refers to the arrangement of the various components that make up the overall vehicle body and the way these components are assembled. It determines the vehicle's appearance, safety, and performance. Furthermore, the body structure plays a major role in load-bearing and energy absorption during a vehicle collision. A well-designed body structure can effectively disperse and absorb collision energy, reducing the impact on occupants and thus protecting their safety. A well-designed body structure, such as using high-strength steel and aluminum alloys, combined with structural reinforcement, can significantly improve a vehicle's side-impact performance and reduce the risk of occupant injury.

[0003] The central tunnel in a car body plays a crucial role in structural support and reinforcement, space optimization and comfort, as well as functionality and practicality. Therefore, the central tunnel is an indispensable part of automotive body design, significantly contributing to improved overall vehicle performance and passenger experience.

[0004] However, in existing technologies, the central tunnel provides insufficient support to the front bulkhead assembly during a frontal collision, resulting in uneven force transmission and consequently, significant front bulkhead intrusion. The main hazards include injuries to passengers' legs, potential harm to their chest, abdomen, and thighs, and the possibility that large intrusion can compress escape routes such as doors or windows, making it difficult for passengers to escape quickly after an accident and increasing the risk of secondary injuries. For rescue personnel, substantial front bulkhead intrusion can also increase the difficulty of rescue operations, requiring more time and effort to extract passengers from the vehicle. Therefore, large front bulkhead intrusion severely impacts the safety of occupants in the passenger compartment, thus compromising the overall vehicle safety. Summary of the Invention

[0005] In view of this, the present invention aims to provide a vehicle body structure that helps reduce the intrusion of the front bulkhead during a frontal collision and improves the safety of the vehicle body.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A vehicle body structure includes a front bulkhead assembly, a floor assembly, and a reinforcing frame disposed between the front bulkhead assembly and the floor assembly; the floor assembly includes a central channel, the reinforcing frame is disposed above the central channel and extends along the longitudinal direction of the vehicle, and the reinforcing frame includes a plurality of longitudinal beams arranged at intervals and a plurality of crossbeams connecting two adjacent longitudinal beams, the front and rear ends of each longitudinal beam being connected to the front bulkhead assembly and the central channel, respectively.

[0008] Furthermore, along the direction from front to rear of the vehicle, the width of the reinforcing frame gradually decreases in the left-right direction of the vehicle; and / or, the reinforcing frame is arranged in a triangle with the front bulkhead assembly and the center channel.

[0009] Furthermore, each of the longitudinal beams is arc-shaped, protruding away from the central channel; and / or, the longitudinal beams and the crossbeams are made of extruded aluminum profiles and each has a cavity extending along its own length.

[0010] Furthermore, the front of the reinforcing frame is provided with a first mounting part for mounting a vehicle air conditioner; and / or, the rear of the reinforcing frame is provided with a second mounting part for mounting an instrument tube beam.

[0011] Furthermore, the central channel includes a central channel body and a reinforcing beam disposed above the central channel body. The reinforcing beam is disposed in a one-to-one correspondence with the longitudinal beam, and the rear end of the longitudinal beam is connected to the corresponding reinforcing beam. The reinforcing beam and the central channel body form a cavity extending along the front-rear direction of the vehicle.

[0012] Furthermore, the rear end face of the reinforcing beam is a sloped surface that slopes backward from top to bottom, and the bottom of the longitudinal beam is attached to the sloped surface; the longitudinal beam is connected to the sloped surface by a plurality of fasteners arranged at intervals along the front-rear direction of the vehicle.

[0013] Furthermore, the front bulkhead assembly includes a front bulkhead panel and a reinforcing component disposed on the front side of the front bulkhead panel, wherein the reinforcing component and the front bulkhead panel form a cavity, and the cavity extends along the left-right direction of the vehicle; the front end of the longitudinal beam is connected to the position where the front bulkhead panel and the upper end of the reinforcing component are connected.

[0014] Furthermore, the front and / or rear sides of the front bulkhead are provided with reinforcing vertical beams, which are located in the middle area of ​​the front bulkhead in the left-right direction; the reinforcing vertical beams extend along the vertical direction of the whole vehicle and form a cavity with the front bulkhead.

[0015] Furthermore, a reinforcing plate extending along the front-to-rear direction of the vehicle is provided on the rear side of the front bulkhead; the reinforcing plate has a longitudinal portion connected to the front bulkhead and a transverse portion located at the bottom of the longitudinal portion, and each of the longitudinal beams is connected to the transverse portion.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The vehicle body structure described in this invention features a reinforced frame extending along the longitudinal direction of the vehicle above the central tunnel. The reinforced frame has a simple structure with multiple longitudinal beams and several transverse beams, making it easy to manufacture. The front and rear ends of the longitudinal beams are connected to the front bulkhead assembly and the central tunnel, respectively. This allows the front end of the central tunnel and the reinforced frame to work together vertically, which helps to improve the support stability of the front bulkhead assembly. It also allows the frontal collision force to be transmitted rearward simultaneously through the reinforced frame and the central tunnel, thereby reducing the amount of front bulkhead intrusion, improving the safety of occupants, and ultimately enhancing the collision safety of the vehicle body.

[0018] Furthermore, the width of the reinforcing frame gradually decreases in the left-right direction of the vehicle, allowing for a wider front end to absorb more frontal impact force. This also facilitates the rear end of the reinforcing frame to adapt to the width of the central tunnel, transferring frontal impact force to the central tunnel and then further rearward through it. The reinforcing frame, frontal assembly, and central tunnel are arranged in a triangular pattern, leveraging the stability of triangles to enhance the structural strength of the front end and reduce intrusion during a frontal collision. The longitudinal beams are designed with an arc shape bulging away from the central tunnel, providing not only good structural strength but also improved force transmission. Both the longitudinal and crossbeams are made of extruded aluminum profiles, giving them high strength and rigidity, further enhancing the reinforcing frame's impact load-bearing capacity. The relatively low density of aluminum profiles also makes the reinforcing frame lightweight, facilitating handling and installation.

[0019] In addition, the first mounting section is used to install the vehicle's air conditioning system, facilitating its installation on the vehicle body and improving the structural utilization of the reinforced frame. The second mounting section is used to install the instrument panel beam, facilitating its installation, reducing weight and cost, and improving rigidity. Reinforcing beams, corresponding one-to-one with the longitudinal beams, are installed on the central tunnel, improving its structural strength and further forming a force transmission path, enhancing force transmission during frontal collisions, and thus reducing frontal intrusion. The cavity between the reinforcing beams and the central tunnel body further enhances the front end of the central tunnel's ability to absorb and transmit collision forces.

[0020] Furthermore, the rear end face of the reinforcing beam is a sloping surface that slopes backward from top to bottom, which facilitates the adaptation to the curved design of the longitudinal beams, improving the connection stability between the beams and the longitudinal beams. It also helps guide the impact force to be transferred to the central channel body, and then transmitted rearward through the central channel body. The longitudinal beams are connected to the sloping surface by multiple fasteners, improving the connection convenience and robustness of the longitudinal beams. The reinforcing components on the front side of the front bulkhead improve the structural strength of this area, thereby improving the stability of the front end of the reinforcing frame, providing better support for the front bulkhead assembly, and reducing front bulkhead intrusion. By setting reinforcing vertical beams on the front bulkhead, a force transmission channel is further formed, improving the structural strength of the front bulkhead assembly, thus further reducing front bulkhead intrusion. A reinforcing plate is set on the rear side of the front bulkhead, and the longitudinal and transverse sections of the reinforcing plate give it good structural strength and facilitate the connection between the reinforcing frame and the front bulkhead assembly.

[0021] In addition, another object of the present invention is to provide a vehicle having the body structure described above.

[0022] The vehicle described in this invention, by setting the above-mentioned body structure, helps to improve the safety of the vehicle in the event of a frontal collision. Attached Figure Description

[0023] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0024] Figure 1 This is a schematic diagram of the vehicle body structure described in an embodiment of the present invention from a first-view perspective;

[0025] Figure 2 This is a schematic diagram of the vehicle body structure described in an embodiment of the present invention from a second perspective;

[0026] Figure 3 This is a schematic diagram of the vehicle body structure described in an embodiment of the present invention from a third-person perspective;

[0027] Figure 4 This is a structural diagram of the reinforced frame, lower beam plate, and central channel in the connected state according to an embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the reinforcing frame described in an embodiment of the present invention from one perspective;

[0029] Figure 6 This is a schematic diagram of the reinforcing frame described in an embodiment of the present invention from another perspective;

[0030] Figure 7This is a schematic diagram of the structure in which the reinforcing frame, lower beam plate, and central channel are arranged in a triangular pattern, as described in an embodiment of the present invention.

[0031] Figure 8 This is a schematic diagram of the structure of the middle channel and the lower plate of the crossbeam in the connected state according to an embodiment of the present invention;

[0032] Figure 9 This is a schematic diagram of the front assembly described in an embodiment of the present invention from a first perspective;

[0033] Figure 10 This is a schematic diagram of the front assembly described in an embodiment of the present invention from a second perspective;

[0034] Figure 11 This is a schematic diagram of the reinforcing plate according to an embodiment of the present invention;

[0035] Figure 12 This is a schematic diagram of the force transmission path of the vehicle body structure described in an embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. Front bulkhead assembly; 2. Floor assembly; 3. Reinforced frame; 4. Reinforced components;

[0038] 101. Front bulkhead; 1011. Upper front bulkhead panel; 1012. Lower front bulkhead panel; 102. Reinforcing vertical beam; 103. Reinforcing plate; 1031. Longitudinal section; 1032. Transverse section; 1033. Lower flange; 1034. Side flange;

[0039] 201. Central tunnel; 2011. Central tunnel body; 2012. Reinforcing beam; 2013. Sloping surface; 202. Front floor;

[0040] 301. Longitudinal beam; 302. Crossbeam; 303. Mounting plate; 3031. First mounting hole; 304. Mounting beam; 3041. Second mounting hole; 305. Fastener;

[0041] 401. Upper reinforcing plate; 4011. Connecting flange; 402. Lower reinforcing plate; 403. Front reinforcing plate; 4031. Upper flange. Detailed Implementation

[0042] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0043] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0044] Furthermore, in the description of this invention, unless otherwise explicitly specified, the connecting structures between mating components can be conventional in the art. Moreover, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0045] In the description of this invention, it should be noted that the directional terms used in this embodiment, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vertical, horizontal, and longitudinal directions of the vehicle. Specifically, the vertical direction of the vehicle is the height direction (Z-direction), the longitudinal direction is the length direction (X-direction), and the horizontal direction is the width direction (Y-direction). Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0046] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "linking," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0047] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0048] This embodiment relates to a vehicle body structure to solve the problem that the existing vehicle body structure has insufficient support for the front bulkhead assembly 1 due to the central tunnel 201, resulting in a large amount of front bulkhead intrusion during a frontal collision, which affects the safety of the occupants in the passenger compartment.

[0049] In terms of the overall structure, the body structure of this embodiment includes a front panel assembly 1, a floor assembly 2, and a reinforcement frame 3 disposed between the front panel assembly 1 and the floor assembly 2. Among them, the floor assembly 2 includes a middle tunnel 201. The reinforcement frame 3 is disposed above the middle tunnel 201 and extends along the longitudinal direction of the vehicle. The reinforcement frame 3 includes a plurality of longitudinals 301 arranged at intervals, and several crossbeams 302 connected between two adjacent longitudinals 301. The front and rear ends of each longitudinal 301 are respectively connected to the front panel assembly 1 and the middle tunnel 201.

[0050] For the body structure described in this embodiment, by providing a reinforcement frame 3 extending along the longitudinal direction of the vehicle above the middle tunnel 201, the structure of the plurality of longitudinals 301 and several crossbeams 302 in the reinforcement frame 3 is simple and easy to be processed and formed. Moreover, the front and rear ends of the longitudinal 301 are respectively connected to the front panel assembly 1 and the middle tunnel 201, so that the front end of the middle tunnel 201 and the reinforcement frame 3 form an upper and lower matching double-layer force transmission structure, which not only helps to improve the support stability of the front panel assembly 1, but also enables the frontal collision force to be transmitted backward simultaneously through the double-layer force transmission structure formed by the reinforcement frame 3 and the middle tunnel 201. Therefore, it is beneficial to reduce the intrusion amount of the front panel and avoid the occurrence of problems affecting the safety of the personnel in the occupant compartment due to a large intrusion amount of the front panel, and further improve the collision safety of the vehicle body.

[0051] Based on the above overall introduction, an exemplary structure of the body structure described in this embodiment is as Figures 1 to 3 shown in. The structure of the reinforcement frame 3 is as Figures 4 to 5 shown in. As a preferred structural example, the reinforcement frame 3 includes two longitudinals 301 arranged at intervals along the left-right direction of the vehicle, and three crossbeams 302 connected between the two longitudinals 301 at intervals along the longitudinal direction of the vehicle. The cooperation of the three crossbeams 302 and the two longitudinals 301 makes the reinforcement frame 3 as a whole in the shape of a "day" character and has two annular structures arranged front and rear, which is beneficial to improve the transmission and dispersion effect of the collision force of the reinforcement frame 3 itself. At the same time, the reinforcement frame 3 composed of the longitudinals 301 and the crossbeams 302 is not only easy to be processed and formed, but also beneficial to the dispersion and transmission effect of the collision force.

[0052] To facilitate the connection between the two ends of the reinforcing frame 3 and the front assembly 1 and the central channel 201, each longitudinal beam 301 has a crossbeam 302 extending from both ends, making the reinforcing frame 3 overall ladder-shaped. Furthermore, cavities are formed within both the longitudinal beams 301 and the crossbeams 302 to improve the buffering and dispersing effect of the reinforcing frame 3 on impact forces. As a preferred structural example, in this embodiment, the longitudinal beam 301, as the main force-transmitting structure in the reinforcing frame 3, preferably has a square cross-section, while the crossbeam 302 is flat and has a rectangular cross-section. The cross-sectional area of ​​the longitudinal beam 301 is larger than that of the crossbeam 302. This ensures the force transmission effect of the longitudinal beam 301 and also facilitates the lightweight design of the reinforcing frame 3 while maintaining its overall strength.

[0053] It should be noted that, in specific implementation, the cross-sectional shapes of the crossbeams 302 and longitudinal beams 301 can also be set to other geometric shapes such as circles according to usage requirements. In addition, the number of crossbeams 302 and longitudinal beams 301 in the reinforcing frame 3 can also be increased or decreased adaptively according to usage requirements.

[0054] As a preferred implementation method, such as Figure 5 and Figure 6 As shown, along the direction from front to rear of the vehicle, the width of the reinforcing frame 3 gradually decreases in the left-right direction. That is, the distance between the two longitudinal beams 301 gradually decreases in the direction away from the front bulkhead assembly 1. This arrangement allows the front end of the reinforcing frame 3 to be wider, which is beneficial for the reinforcing frame 3 and the front end of the central tunnel 201 to form a larger load-bearing structure. This allows the front end of the reinforcing frame 3 to bear more frontal collision force, and also allows the rear end of the reinforcing frame 3 to fit the width of the central tunnel 201, facilitating the transfer of frontal collision force to the central tunnel 201, and then continuing to transfer it rearward through the central tunnel 201.

[0055] In addition, such as Figure 6 As shown, the spacing between the two longitudinal beams 301 gradually decreases in the left-right direction of the vehicle, and they can also cooperate with the crossbeams 302, so that the two force transmission structures formed between the two adjacent crossbeams 302 and the two longitudinal beams 301 are trapezoidal. In this way, the high force transmission stability of the trapezoidal structure can be utilized to further improve the smoothness and stability of the force transmission of the frontal collision force through the reinforcing frame 3. It should be noted that even along the direction of the vehicle from front to back, it is also feasible to set the width of the reinforcing frame 3 at equal intervals or with gradually increasing width in the left-right direction of the vehicle. In this case, the cooperation between the reinforcing frame 3 and the central channel 201 is also conducive to improving the support effect on the front assembly 1 and to the dispersion and transmission effect of the collision force.

[0056] As a preferred implementation method, such as Figure 3 and Figure 5As shown, each longitudinal beam 301 is arc-shaped, protruding away from the central channel 201. This not only gives the longitudinal beam 301 better structural strength but also improves the smoothness of force transmission. In specific implementation, the protruding part is located at the connection between the middle and rear of the longitudinal beam 301, which facilitates the transmission of impact force from the middle to the rear of the longitudinal beam 301, and then to the central channel 201. Of course, it is also feasible to set each longitudinal beam 301 in a straight line. However, setting the longitudinal beam 301 in a protruding arc shape can increase the force transmission length of the impact force on the reinforcing frame 3, thereby improving the effect of the reinforcing frame 3 in transmitting impact force.

[0057] In addition, in this embodiment, as Figure 3 As shown, the distance between the reinforcing frame 3 and the reinforcing beam 2012 gradually decreases from front to back. Due to the curved design, the slope of the longitudinal beam 301 located in front of the intermediate crossbeam 302 is less than the slope of the longitudinal beam 301 located behind the intermediate crossbeam 302. Therefore, the impact force is smoothly transmitted rearward along the vehicle's longitudinal direction in the first half of the reinforcing frame 3, and in the second half of the reinforcing frame 3, while being transmitted in the vehicle's longitudinal direction, it can also be transmitted from top to bottom along the vehicle's height to the central tunnel 201.

[0058] As a preferred implementation method, such as Figure 7 As shown in the diagram, in this embodiment, the reinforcing frame 3, the front bulkhead assembly 1, and the central channel 201 are arranged in a triangular configuration. This creates a triangular force transmission structure among the three components, and the high stability of the triangle helps to improve the structural strength of the front bulkhead and reduce the intrusion of the front bulkhead during a frontal collision. The reinforcing frame 3, the front bulkhead assembly 1, and the central channel 201 serve as the three sides of the triangle. It should be noted that the triangle in the triangular arrangement of the reinforcing frame 3, the front bulkhead assembly 1, and the central channel 201 includes a standard triangle composed of three straight sides, and a triangular-like structure where at least one side is not straight but the overall composition is triangular.

[0059] In this embodiment, the reinforcing frame 3, the front assembly 1, and the central channel 201 form a triangular arrangement. Of course, if the portion of the front assembly 1 used to form the triangle is planar and the reinforcing frame 3 is straight, the triangular arrangement can also be a standard triangle. Generally, in practical implementation, it is preferred to use... Figure 7 The triangle-like shape shown.

[0060] like Figure 4 and Figure 8As shown in the diagram, the central channel 201 in this embodiment includes a central channel body 2011 and a reinforcing beam 2012 disposed above the central channel body 2011. The reinforcing beam 2012 is correspondingly arranged with the longitudinal beam 301, and the rear end of the longitudinal beam 301 is connected to the corresponding reinforcing beam 2012. The reinforcing beam 2012 and the central channel body 2011 form a cavity extending along the front-rear direction of the vehicle. By setting the reinforcing beam 2012 here, the structural strength of the central channel 201 is improved, and a force transmission path is further formed, improving the force transmission effect during a frontal collision, thereby helping to reduce the amount of frontal intrusion. At the same time, the cavity between the reinforcing beam 2012 and the central channel body 2011 also helps to further improve the effect of the front end of the central channel 201 in transmitting collision force.

[0061] Specifically, the center tunnel body 2011 is the main part of the center tunnel 201, and is typically designed with sufficient strength and rigidity to withstand various loads during vehicle operation. The center tunnel body 2011 usually has flanges on both sides, which are integrally formed with the center tunnel body 2011 to increase the overall integrity and stability of the structure. The overlap surface between the center tunnel body 2011 and the front floor 202 may be designed as a closed beam structure, which further improves the overall strength and rigidity of the structure. In addition, the reinforcement beam 2012 also helps to enhance the bending and torsional resistance of the center tunnel 201, thereby improving the operational safety of the vehicle body structure.

[0062] In this embodiment, the central channel body 2011 is preferably composed of multiple connected segments, which facilitates its layout and implementation. Of course, in specific implementation, the central channel body 2011 can also be integrally formed, depending on the usage requirements. In addition, multiple reinforcing ribs can be provided on the central channel body 2011, and multiple inner reinforcing plates 103 can be provided on the inner side of the central channel body 2011 to specifically enhance the structural strength of the central channel body 2011 and its effect on the transmission of collision forces.

[0063] In this embodiment, the central tunnel 201, through its unique structural design, such as the reinforcing beam 2012 and the closed beam structure, significantly enhances the rigidity and torsional resistance of the vehicle body, thereby improving the vehicle's driving stability and safety. Furthermore, the structural design of the central tunnel 201 considers collision safety performance; for example, the smooth transition surface and the placement of the reinforcing beam 2012 help to better transmit and disperse impact forces during a collision, protecting occupant safety. With the increasing demands for lightweight vehicles, the central tunnel 201 also adopts a lightweight design, such as using lightweight materials like aluminum alloys and optimizing the structure to reduce weight. In addition, the structural design of the central tunnel 201 typically considers ease of installation and maintenance, such as employing a modular design and reducing mounting holes, thereby improving production efficiency and reducing maintenance costs.

[0064] like Figure 8As shown in the figure, in this embodiment, the reinforcing beams 2012 are respectively arranged on both sides of the top of the middle channel 201. The cross-section of each reinforcing beam 2012 is in a "U" shape, which is not only easy to form but also conducive to forming the above-mentioned cavity. In addition, the corresponding arrangement of the reinforcing beam 2012 and the longitudinal beam 301 means that the projections of the longitudinal beam 301 and the reinforcing beam 2012 on the same side in the up-and-down direction of the whole vehicle at least partially overlap, which is conducive to improving the force transmission effect of the up-and-down cooperation between the longitudinal beam 301 and the reinforcing beam 2012. In this embodiment, an annular structure is also formed among the longitudinal beam 301, the reinforcing beam 2012 and the front wall reinforcing plate 103 on the same side, so that the collision force can be effectively dispersed and transmitted between the longitudinal beam 301 and the reinforcing beam 2012 on the same side.

[0065] In this embodiment, the front end of the reinforcing frame 3 is located above the reinforcing beam 2012. The two are respectively connected to the top and bottom of the lower front wall plate 1012, and the rear end of the reinforcing frame 3 is connected to the rear end of the reinforcing beam 2012. With such an arrangement, the reinforcing frame 3, the reinforcing beam 2012 and the middle channel 201 cooperate to support the front cross beam 302, which is conducive to improving the support effect on the front end assembly 1 and thus conducive to preventing the intrusion of the front wall. During specific implementation, the reinforcing beam 2012 can adopt an integrally formed structure or a plurality of segmented settings, and the multiple segments are connected to each other to form the reinforcing beam 2012. For example Figure 8 As shown in the figure, the reinforcing beam 2012 includes a front section and a rear section, and the front section and the rear section are welded together to form the reinforcing beam 2012.

[0066] As Figure 8 As shown in the figure, in this embodiment, the rear end face of the reinforcing beam 2012 is an inclined surface 2013 that slopes backward from top to bottom, and the bottom of the longitudinal beam 301 is disposed on the inclined surface 2013. The longitudinal beam 301 is connected to the inclined surface 2013 through a plurality of fasteners 305 arranged at intervals in the front-rear direction of the whole vehicle. Here, the rear end face of the reinforcing beam 2012 being an inclined surface 2013 is conducive to adapting to the arc setting of the longitudinal beam 301, which can improve the connection stability between it and the longitudinal beam 301. At the same time, it is also conducive to guiding the collision force to be transmitted to the middle channel body 2011 and then transmitted backward through the middle channel body 2011. The longitudinal beam 301 is connected to the inclined surface 2013 through a plurality of fasteners 305, which is conducive to improving the connection convenience and firmness of the longitudinal beam 301. During specific implementation, the end faces of the rear ends of each longitudinal beam 301 are also inclined. The fasteners 305 are bolts, and the plurality of bolts pass through the longitudinal beam 301 and the reinforcing beam 2012 and are then screwed with nuts to connect the rear end of the longitudinal beam 301 and the reinforcing beam 2012 together.

[0067] For example, two bolts are used to connect the longitudinal beam 301 and the inclined surface 2013 at intervals along the front-rear direction of the vehicle. The two bolts work together to improve the firmness of the connection between the longitudinal beam 301 and the reinforcing beam 2012. One bolt connects the bottom wall of the longitudinal beam 301 and the inclined surface 2013 together, while the other bolt passes through the top and bottom walls of the longitudinal beam 301 and connects to the inclined surface 2013. Of course, the number of bolts can be increased according to the specific installation requirements.

[0068] In addition, to improve the load-bearing capacity of the front end of the reinforcing beam 2012 and the central tunnel body 2011, an extension portion extending towards the front of the vehicle is provided at the front end of the central tunnel 201. The central tunnel body 2011 overlaps the bottom of the front bulkhead 101 through the extension portion and is welded to the front bulkhead 101. The front end of the reinforcing beam 2012 also has a forward-folding flange, and the connection strength between the reinforcing beam 2012 and the central tunnel body 2011 is strengthened by welding the forward-folding flange to the extension portion. The structure of the extension portion and the forward-folding flange is simple, easy to process and form, and has good performance.

[0069] Furthermore, in this embodiment, the front end of the central channel body 2011 is tilted upwards from back to front, thus fitting the bottom of the lower front panel 1012 and improving the connection strength and force transmission effect between the lower front panel 1012 and the central channel 201. In addition, the side of the front end of the central channel 201 is triangular, which can take advantage of the high stability of the triangle to improve the structural strength and load-bearing stability of the front end of the central channel body 2011.

[0070] In a preferred embodiment, the longitudinal beam 301 and the transverse beam 302 are made of extruded aluminum profiles and each has a cavity extending along its length. Using extruded aluminum profiles for the longitudinal beams 301 and 302 gives them high strength and hardness, enabling them to withstand greater pressure and load. Simultaneously, their relatively low density and light weight facilitate handling and installation. Extruded aluminum profiles are easy to process and form, offering high production flexibility. In a specific implementation, the transverse beam 302 is welded to the longitudinal beam 301. Extruded aluminum profiles are easy to process and form, offering high production flexibility. Furthermore, the reinforcing frame 3 made of extruded aluminum profiles also has good corrosion resistance, being less susceptible to corrosion from the atmosphere, water, and chemicals. In addition, the extruded reinforcing frame 3 offers great flexibility; by simply changing the mold, products of different shapes, sizes, and varieties can be produced on the same equipment. This not only significantly improves production efficiency but also helps reduce production costs.

[0071] Furthermore, the reinforcing beam 2012 is made of steel. Utilizing steel's high tensile and yield strength, the reinforcing beam 2012 can withstand large loads without easily breaking, thus ensuring its structural stability and safety. Simultaneously, steel can absorb a large amount of energy when subjected to impact or deformation without easily breaking, improving the impact resistance and durability of the reinforcing beam 2012. When subjected to external forces, steel can undergo plastic deformation without immediate failure, which is beneficial for the forming, processing, and manufacturing of the reinforcing beam 2012. Moreover, the steel reinforcing beam 2012 also has the advantages of being easy to process, having high production efficiency, and relatively low production costs. In the event of a vehicle collision, the steel reinforcing beam 2012 can absorb a large amount of collision energy, reducing injury to passengers and improving vehicle safety performance.

[0072] As a preferred implementation method, such as Figure 1 As shown, the floor assembly 2 in this embodiment also includes a front floor 202 disposed on both sides of the central channel 201, and the front ends of both the front floor 202 and the central channel 201 are connected to the bottom of the front bulkhead assembly 1. Figure 9 and Figure 10 As shown, the front bulkhead assembly 1 includes a front bulkhead panel 101 and a reinforcing component 4 located on the front side of the front bulkhead panel 101. The reinforcing component 4 and the front bulkhead panel 101 form a cavity that extends along the left-right direction of the vehicle. The front end of the longitudinal beam 301 is connected to the upper end of the front bulkhead panel 101 and the reinforcing component 4. The placement of the reinforcing component 4 here helps to improve the structural strength of this part, thereby improving the stability of the front end of the reinforcing frame 3, providing better support for the front bulkhead assembly 1, and reducing the amount of front bulkhead intrusion.

[0073] Specifically, such as Figure 9 As shown, the front bulkhead 101 includes an upper front bulkhead 1011 and a lower front bulkhead 1012 connected to the bottom of the upper front bulkhead 1011. The front end of the longitudinal beam 301 is connected to the upper end of the lower front bulkhead 1012. The reinforcing assembly 4 includes an upper reinforcing plate 401 and a lower reinforcing plate 402 disposed on the front side of the lower front bulkhead 1012 and fitted together vertically. The upper reinforcing plate 401 extends along the front-rear direction of the vehicle. The cavity described above is formed by the lower front bulkhead 1012, the upper reinforcing plate 401, and the lower reinforcing plate 402. The structure of the upper reinforcing plate 401 and the lower reinforcing plate 402 is simple and easy to arrange and implement. Of course, the upper reinforcing plate 401 and the lower reinforcing plate 402 in the reinforcing assembly 4 can also be integrally formed.

[0074] Preferably, in this embodiment, the lower front bulkhead plate 1012 protrudes towards the front of the vehicle, and the lower reinforcing plate 402 conforms to the shape of the lower front bulkhead plate 1012. This helps to further improve the structural strength of the bottom of the front bulkhead assembly 1, making it less likely for the bottom of the front bulkhead assembly 1 to intrude into the passenger compartment, thereby improving the safety of the front bulkhead assembly 1 and the passenger compartment. In addition, to further improve the structural strength of the lower front bulkhead plate 1012, multiple spaced reinforcing ribs can be provided on the lower front bulkhead plate 1012, and the reinforcing ribs can be spaced along the length direction of the lower front bulkhead plate 1012. Furthermore, the width of the lower front bulkhead plate 1012 in the vertical direction of the entire vehicle gradually increases from the middle to both ends, which not only improves the strength of the lower front bulkhead plate 1012, but also facilitates the implementation of the arrangement of the lower front bulkhead plate 1012.

[0075] In this embodiment, the front bulkhead assembly 1 is a crucial component of the vehicle body structure, possessing characteristics such as multifunctionality, high rigidity, sealing, vibration and sound insulation, and safety. These features collectively ensure the stability and reliability of the front bulkhead assembly 1, providing occupants with a safe, comfortable, and quiet riding environment. The front bulkhead assembly 1 not only separates the engine compartment from the passenger compartment but also bears the heavy responsibility of supporting components such as the windshield, steering column, and instrument panel. Simultaneously, it is responsible for installing accessories such as brakes, clutch pedal brackets, and windshield wipers, ensuring the stability and reliability of these components.

[0076] As a crucial component of the vehicle body structure, the front bulkhead assembly 1 requires high torsional stiffness to resist various forces and torques generated during vehicle operation, ensuring the stability and safety of the vehicle body. In the event of an accident, the front bulkhead assembly 1 needs sufficient strength and stiffness to withstand the impact force generated by the collision and protect the lives of the occupants in the passenger compartment.

[0077] In this embodiment, the front of the reinforcing frame 3 is provided with a first mounting part, which is used to install the vehicle air conditioner, thus facilitating the installation of the vehicle air conditioner. Figure 5 As shown, for example, the first mounting part includes a mounting plate 303 located on the inner side of the front end of the left longitudinal beam 301, and a first mounting hole 3031 provided on the mounting plate 303. The mounting plate 303 is located at the top of the reinforcing frame 3, is U-shaped, and its two ends are connected to the longitudinal beam 301. The bottom of the vehicle air conditioner is connected to the first mounting hole 3031 via a connector, thereby achieving the connection between the reinforcing frame 3 and the vehicle air conditioner. This improves the installation effect of the vehicle air conditioner and also enhances the structural utilization rate of the reinforcing frame 3.

[0078] In addition, a second mounting section is provided at the rear of the reinforced frame 3 for mounting the instrument tube beam. This design facilitates the installation of the instrument tube beam, reduces weight and cost, and improves rigidity performance. Figure 5As shown, the second mounting section includes mounting beams 304 disposed on the inner rear ends of the left and right longitudinal beams 301, and second mounting holes 3041 provided on each mounting beam 304. The mounting beams 304 are located between two rearwardly positioned transverse beams 302. In a specific implementation, as a structural example, the mounting beams 304 extend upwards in a direction perpendicular to the longitudinal beams 301. The instrument tube beam is specifically mounted on the reinforcing frame 3 through the two second mounting holes 3041.

[0079] The structure of the mounting beam 304 and the second mounting hole 3041 is simple, easy to process and form, and facilitates the installation of the instrument tube beam. Of course, in specific implementations, in addition to using the mounting beam 304, other structural forms can be used for the second mounting part, such as a plate-shaped mounting structure. Furthermore, the number and position of the mounting beams 304 can be adjusted adaptively according to usage requirements.

[0080] As a preferred implementation method, such as Figure 4 and Figure 10 As shown, a reinforcing plate 103 extending along the longitudinal direction of the vehicle is provided on the rear side of the front bulkhead 101. The reinforcing plate 103 is generally elongated, for example, referring to... Figure 11 As shown, the reinforcing plate 103 in this embodiment has a longitudinal portion 1031 connected to the front bulkhead 101, and a transverse portion 1032 located at the bottom of the longitudinal portion 1031. Each longitudinal beam 301 is connected to the transverse portion 1032. The reinforcing plate 103 is provided on the rear side of the front bulkhead 101, and the arrangement of the longitudinal portion 1031 and the transverse portion 1032 in the reinforcing plate 103 gives the reinforcing plate 103 good structural strength and facilitates the connection between the reinforcing frame 3 and the front bulkhead assembly 1.

[0081] In this design, the longitudinal portion 1031 is welded to the inner plate of the transverse beam 302. The front end of each longitudinal beam 301 is connected to the transverse portion 1032 via bolts and nuts passing through them. Corresponding to each longitudinal beam 301, a downwardly folded flange 1033 is provided at the bottom of each transverse portion 1032. The flange 1033 improves the structural strength at the connection between the transverse portion 1032 and the longitudinal beam 301, and its simple structure facilitates its implementation. To further improve the structural utilization of the reinforcing plate 103, mounting holes for installing peripheral components can also be provided on the flange 1033 in this embodiment. For example, instrument panel mounting holes for installing a sub-instrument panel can be provided on the flange 1033.

[0082] To further enhance the structural strength of the reinforcing plate 103, both ends of the reinforcing plate 103 are provided with side flanges 1034 that connect the transverse portion 1032 and the longitudinal portion 1031 respectively. The side flanges 1034 connect the transverse portion 1032 and the longitudinal portion 1031 together, which helps prevent deformation of the reinforcing plate 103 during use, thereby ensuring the stability and reliability of the reinforcing plate 103 in use. In specific implementations, the reinforcing plate 103 is preferably integrally molded to achieve higher structural strength and durability.

[0083] In addition, to further improve the welding strength between the longitudinal portion 1031 and the lower front panel 1012, a plurality of upward-protruding protrusions are provided on the top of the longitudinal portion 1031 and spaced apart along the length of the lower front panel 1012. The arrangement of these protrusions increases the contact area between the reinforcing plate 103 and the lower front panel 1012, thereby improving the connection strength between them. Furthermore, the protrusions have a simple structure and are easy to process and form. In this embodiment, a plurality of reinforcing protrusions spaced apart along the length of the reinforcing plate 103 are provided at the connection between the longitudinal portion 1031 and the transverse portion 1032 to enhance the structural strength of the reinforcing plate 103, thereby improving the installation firmness of the front end of the reinforcing frame 3.

[0084] To further enhance the strength of the front assembly 1, such as Figure 9 and Figure 10 As shown, reinforcing vertical beams 102 are provided on the front and rear sides of the front bulkhead 101, and the reinforcing vertical beams 102 are located in the middle area of ​​the front bulkhead 101 in the left-right direction. The reinforcing vertical beams 102 extend along the vertical direction of the vehicle and form a cavity with the front bulkhead 101. For example, two reinforcing vertical beams 102 are provided on both the front and rear sides of the front bulkhead 101, spaced apart in the left-right direction of the front bulkhead 101. In this case, the cooperation of multiple reinforcing vertical beams 102 helps to further form a force transmission channel on the front bulkhead 101 and can improve the structural strength of the front bulkhead assembly 1, thereby helping to reduce the amount of front bulkhead intrusion. Of course, in specific implementation, it is also feasible to provide reinforcing vertical beams 102 only on the front or rear sides of the front bulkhead 101. In addition, the number of reinforcing vertical beams 102 can be adaptively increased or decreased according to the usage requirements.

[0085] As a feasible arrangement method, such as Figure 9 and Figure 10As shown, the reinforcing vertical beams 102 located on the front and rear sides of the front bulkhead 101 can be arranged correspondingly or staggered. The corresponding arrangement of two reinforcing vertical beams 102 on the front and rear sides of the front bulkhead 101 means that their projections in the longitudinal direction of the vehicle at least partially overlap. This improves the reinforcing effect of the reinforcing vertical beams 102 on the strength of the front bulkhead 101 and its effect on the transmission of collision forces. In specific implementations, the cross-section of each reinforcing vertical beam 102 is preferably U-shaped to facilitate its cooperation with the front bulkhead 101 to form the aforementioned cavity.

[0086] In addition, to improve the structural stability of the reinforcing vertical beams 102 located on the front side of the front bulkhead 101, a connecting flange 4011 can be provided on the upper reinforcing plate 401, which is protruding forward and connected to the bottom end of each reinforcing vertical beam 102. To improve the structural strength at the connecting flange 4011, such as... Figure 9 As shown, a protrusion protruding towards the front of the vehicle may also be provided on the connecting flange 4011. The portions of the connecting flange 4011 located on both sides of the protrusion are specifically welded to the upper front panel 1011.

[0087] In addition, a front reinforcing plate 403 extending along the left-right direction of the vehicle is provided on the front side of the upper reinforcing plate 401, and an upwardly folded upper flange 4031 is formed on the front side of the front reinforcing plate 403. Mounting points for mounting peripheral components can be provided on the front reinforcing plate 403. By providing the front reinforcing plate 403, not only is the strength reinforcement effect of the front bulkhead assembly 1 improved, but the structural integration of the front bulkhead assembly 1 is also improved, as well as the convenience of mounting peripheral components. In addition, the upper flange 4031 also helps to improve the structural strength of the front reinforcing plate 403, and the upper flange 4031 has a simple structure and is easy to process and form.

[0088] In this embodiment, when the front assembly 1 receives a frontal impact force, the transmission path of the impact force is as follows: Figure 12 As indicated by the middle arrow, the impact force can be simultaneously transmitted to the upper reinforcing frame 3 and the lower reinforcing beam 2012 and central channel 201, and then transmitted rearward through both to the central channel 201, where it is further dispersed. The cavities within the reinforcing frame 3 and the reinforcing beam 2012 can absorb the impact force, thereby improving the impact performance of the front assembly 1, effectively reducing front intrusion, and ultimately enhancing vehicle body safety.

[0089] In addition, to further improve the structural utilization of the reinforced frame 3, mounting points for installing peripheral components can be provided on the crossbeams 302 and / or the longitudinal beams 301. In specific implementation, the location, number, and structural form of the mounting points can be adjusted according to usage requirements.

[0090] The vehicle body structure described in this embodiment, through the cooperation of the reinforcing frame 3, the reinforcing beam 2012, and the central channel 201 to form a force transmission structure arranged in upper and lower layers, can improve the support area and support capacity of the front bulkhead assembly 1, and facilitate the smoothness and stability of the rearward transmission of frontal collision force. In addition, the outward protrusion of the lower front bulkhead plate 1012 in the front bulkhead assembly 1 also helps to further reduce the intrusion of the front bulkhead assembly 1.

[0091] This design allows the optimized vehicle body structure to address the problem in existing technologies where the front bulkhead 101 and central tunnel 201 are connected at a right angle, resulting in insufficient support for the front bulkhead 101 during a frontal collision. This reduces the intrusion of the front bulkhead during a frontal collision, thereby improving the vehicle's collision safety. Furthermore, by reinforcing the multiple ring structures within the frame 3, the structural and force transmission stability of the reinforced frame 3 is improved. This ensures the double-layer force transmission structure has better reliability during the transmission of collision forces, further enhancing the vehicle's collision safety.

[0092] Furthermore, this body structure integrates multiple mounting points for the surrounding vehicle's air conditioning and instrument panel beams. This not only facilitates structural weight reduction but also improves the stiffness at these mounting points and optimizes the modal characteristics of the instrument panel beams, thereby helping to meet NVH (Noise, Vibration, and Harshness) performance requirements. NVH performance is a comprehensive indicator of automotive manufacturing quality, directly impacting the passenger experience.

[0093] Furthermore, this embodiment relates to a vehicle equipped with the body structure described above. As the skeleton and shell of a car, the body structure not only supports all vehicle components but also directly relates to the vehicle's safety, comfort, and overall performance.

[0094] Specifically, a large intrusion of the front bulkhead poses a significant threat to the safety of passengers and the driver in vehicle collisions, especially head-on collisions. This embodiment reduces the amount of front bulkhead intrusion, decreasing the legroom of the front bulkhead assembly 1 and reducing the likelihood of severe impact injuries to the knees, lower legs, and other areas. Furthermore, considering that in some situations, a large intrusion of the front bulkhead 101 may also compress the passenger's chest and abdomen, causing damage to internal organs such as rupture or bleeding of the liver and spleen. Excessive intrusion of the front bulkhead 101 may also cause compression or impact injuries to the passenger's thighs, affecting lower limb function. Additionally, a large intrusion of the front bulkhead 101 may compress escape routes such as doors or windows, making it difficult for passengers to quickly escape the vehicle after an accident, increasing the risk of secondary injuries. For rescue personnel, a large intrusion of the front bulkhead 101 may also increase the difficulty of rescue, requiring more time and effort to extricate the passenger from the vehicle.

[0095] In this embodiment, by reducing the intrusion of the front bulkhead, the safety protection effect for occupants in the passenger compartment can be significantly improved, avoiding the above-mentioned problems and thus improving the collision safety of the vehicle.

[0096] The vehicle described in this embodiment, by setting the body structure as described above, can improve the support effect on the front bulkhead assembly 1 through the cooperation of the reinforced frame 3 and the central channel 201, and can improve the effect of transmitting the frontal collision force to the rear, thereby reducing the intrusion of the front bulkhead when the vehicle is involved in a frontal collision, and thus improving the safety of the occupants in the passenger compartment during a frontal collision.

[0097] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle body structure, characterized in that: It includes a front bulkhead assembly (1), a floor assembly (2), and a reinforcing frame (3) disposed between the front bulkhead assembly (1) and the floor assembly (2); The floor assembly (2) includes a central channel (201), and the reinforcing frame (3) is located above the central channel (201) and extends along the front-rear direction of the vehicle. The reinforcing frame (3) includes a plurality of longitudinal beams (301) arranged at intervals, and a plurality of crossbeams (302) connecting two adjacent longitudinal beams (301). The front and rear ends of each longitudinal beam (301) are respectively connected to the front bulkhead assembly (1) and the central channel (201).

2. The vehicle body structure according to claim 1, characterized in that: Along the direction from front to back of the vehicle, the width of the reinforcing frame (3) gradually decreases in the left-right direction of the vehicle; and / or, The reinforcing frame (3) is arranged in a triangle with the front assembly (1) and the central channel (201).

3. The vehicle body structure according to claim 1, characterized in that: Each of the longitudinal beams (301) is arc-shaped, protruding away from the central channel (201); and / or, The longitudinal beam (301) and the transverse beam (302) are made of extruded aluminum profiles and each has a cavity extending along its own length.

4. The vehicle body structure according to claim 1, characterized in that: The front of the reinforcing frame (3) is provided with a first mounting part, which is used to mount a vehicle air conditioner; and / or, The rear of the reinforcing frame (3) is provided with a second mounting part, which is used to install the instrument tube beam.

5. The vehicle body structure according to claim 1, characterized in that: The central channel (201) includes a central channel body (2011) and a reinforcing beam (2012) disposed above the central channel body (2011). The reinforcing beam (2012) is disposed in a one-to-one correspondence with the longitudinal beam (301), and the rear end of the longitudinal beam (301) is connected to the corresponding reinforcing beam (2012). The reinforcing beam (2012) and the central channel body (2011) form a cavity extending along the front-rear direction of the vehicle.

6. The vehicle body structure according to claim 5, characterized in that: The rear end face of the reinforcing beam (2012) is an inclined surface (2013) that slopes backward from top to bottom, and the bottom of the longitudinal beam (301) is attached to the inclined surface (2013). The longitudinal beam (301) is connected to the inclined surface (2013) by a plurality of fasteners (2014) arranged at intervals along the front-rear direction of the vehicle.

7. The vehicle body structure according to any one of claims 1 to 6, characterized in that: The front bulkhead assembly (1) includes a front bulkhead (101) and a reinforcing component (4) disposed on the front side of the front bulkhead (101), and the reinforcing component (4) and the front bulkhead (101) form a cavity, which extends along the left-right direction of the vehicle. The front end of the longitudinal beam (301) is connected to the position where the front bulkhead (101) is connected to the upper end of the reinforcing component (4).

8. The vehicle body structure according to claim 7, characterized in that: The front panel (101) is provided with a reinforcing vertical beam (102) on the front side and / or rear side, and the reinforcing vertical beam (102) is located in the middle area of ​​the front panel (101) in the left-right direction; The reinforcing vertical beam (102) extends along the vertical direction of the vehicle and forms a cavity with the front bulkhead (101).

9. The vehicle body structure according to claim 7, characterized in that: The rear side of the front bulkhead (101) is provided with a reinforcing plate (103) extending along the front-rear direction of the vehicle; The reinforcing plate (103) has a longitudinal portion (1031) connected to the front bulkhead (101) and a transverse portion (1032) located at the bottom of the longitudinal portion (1031), and each of the longitudinal beams (301) is connected to the transverse portion (1032).

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

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