Vehicle body structure and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a vehicle body structure and a vehicle, the vehicle body structure comprises two main longitudinal beams, a net-shaped bearing unit, a first force transmission unit and a second force transmission unit; the two main longitudinal beams are arranged at intervals; the net-shaped bearing unit is formed by interweaving and fixing a plurality of first cross beams and a plurality of first longitudinal beams, and the two ends of each first cross beam are connected with the two main longitudinal beams respectively. The first force transmission unit comprises a second cross beam and a plurality of second longitudinal beams; the second cross beam is located on one side of the net-shaped bearing unit, and the two ends are connected with the two main longitudinal beams respectively. One end of each second longitudinal beam is connected with the second cross beam, and the other end is connected with the adjacent first cross beam; the second force transmission unit comprises a third cross beam and a third longitudinal beam; the third cross beam is positioned on one side of the second cross beam deviating from the net-shaped bearing unit; two ends of the third cross beam are respectively connected with the two main longitudinal beams; the third longitudinal beam is connected with the third cross beam and the second cross beam; according to the vehicle body structure, the transverse supporting capacity of the floor area can be enhanced through the net-shaped bearing units.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle body structure and a vehicle. Background Technology

[0002] With the rapid development of new energy vehicles, especially the demand for power battery placement space in large microbuses, more and more power batteries are being integrated under the vehicle floor. However, while this layout improves space utilization, it also brings serious safety challenges: in the event of a frontal, side, or rear-end collision, the traditional vehicle body structure is unable to effectively disperse the impact load, which can easily lead to the battery pack being directly squeezed or punctured, thereby causing secondary safety accidents such as fires and explosions.

[0003] Existing vehicle body structures typically employ a frame structure with two main longitudinal beams and a small number of transverse beams. During a collision, the force transmission path is relatively simple. This is especially true in large microvans with a large spacing between the longitudinal beams, where the floor area lacks effective lateral support, resulting in insufficient local rigidity. Summary of the Invention

[0004] With the aim of at least solving one of the technical problems existing in the prior art, the present invention aims to provide a vehicle body structure and a vehicle having the vehicle body structure, wherein the vehicle body structure can enhance the lateral support capacity of the floor area.

[0005] To achieve the above objectives, the present invention provides a vehicle body structure having two perpendicular directions: a first direction, a second direction, and a third direction. The vehicle body structure includes two main longitudinal beams, a mesh-like load-bearing unit, a first force transmission unit, and a second force transmission unit. The two main longitudinal beams are arranged at intervals along the first direction. The mesh-like load-bearing unit is formed by interlacing and fixing multiple first crossbeams arranged at intervals along the second direction and multiple first longitudinal beams arranged at intervals along the first direction. Each first crossbeam is connected to two main longitudinal beams at both ends. The first force transmission unit includes a second crossbeam and multiple second longitudinal beams. The second crossbeam is located on one side of the mesh-like load-bearing unit in the second direction, and its two ends are connected to two main longitudinal beams. Each second longitudinal beam is connected to a second crossbeam at one end in the second direction and to an adjacent first crossbeam at the other end. The second force transmission unit includes a third crossbeam and a third longitudinal beam. The third crossbeam is located on the side of the second crossbeam facing away from the mesh-like load-bearing unit in the second direction, and its two ends are connected to two main longitudinal beams. The third longitudinal beam connects the third crossbeam and the second crossbeam.

[0006] In some embodiments, the second force transmission unit further includes a fourth crossbeam; along the second direction, the fourth crossbeam is located between the second crossbeam and the third crossbeam; the two ends of the fourth crossbeam are respectively connected to the two main longitudinal beams, and the third longitudinal beam and the fourth crossbeam are connected.

[0007] In some embodiments, the second force transmission unit further includes a fifth crossbeam; the fifth crossbeam is located on one side of the third crossbeam in the third direction; the two ends of the fifth crossbeam are respectively connected to the two main longitudinal beams; the third crossbeam, the fifth crossbeam, and the two main longitudinal beams together form a closed-loop annular reinforcing frame.

[0008] In some embodiments, the vehicle body structure further includes a side panel; the main longitudinal beam includes a first beam segment, a transition beam segment, and a second beam segment connected sequentially along the second direction, the first crossbeam is connected to the first beam segment, the third crossbeam is connected to the transition beam segment, the fifth crossbeam is connected to the transition beam segment, and the side panel is connected to the side of the transition beam segment opposite to the third crossbeam in the first direction.

[0009] In some embodiments, the vehicle body structure further includes a rear force transmission unit located on the side of the mesh support unit facing away from the first force transmission unit in the second direction; the rear force transmission unit includes a first rear crossbeam, the first rear crossbeam including a main beam and two connecting beams respectively disposed at both ends of the main beam in the first direction, the connecting beams having a first end and a second end opposite to each other in the first direction, the first end being connected to the main beam and the second end being connected to the main longitudinal beam; a force transmission groove is formed between the main beam and the two connecting beams, the opening of the force transmission groove facing the mesh support unit.

[0010] In some embodiments, the dimensions of the connecting beam gradually increase in the second direction from the first end toward the second end.

[0011] In some embodiments, the third crossbeam has a C-shaped crossbeam structure, and the opening of the C-shaped crossbeam structure faces away from the mesh support unit.

[0012] In some embodiments, the vehicle body structure further includes a wheel arch outer panel, the wheel arch outer panel including a main body, a first connecting part and a second connecting part, the first connecting part being connected to the main body and connected to the main longitudinal beam, and the second connecting part being connected to the main body and used to connect to the A-pillar.

[0013] In some embodiments, the distance between two adjacent first crossbeams along the second direction is less than 400 mm.

[0014] The present invention also provides a vehicle comprising the body structure described in any of the preceding claims.

[0015] Compared with the prior art, the vehicle body structure of this invention has the following advantages: (1) By using a mesh bearing unit that is fixed by multiple first crossbeams and multiple first longitudinal beams, the lateral support capacity of the floor area can be enhanced and the local rigidity can be improved. By setting the first force transmission unit and the second force transmission unit in sequence on one side of the mesh bearing unit in the second direction, a multi-level force transmission path with multiple structural nodes can be formed, which is continuously transitioned from the middle area of ​​the vehicle body to the front area of ​​the vehicle body. Under various working conditions such as frontal, side, rear-end, and even offset collisions, this multi-level force transmission path can quickly transmit the local impact force to the surrounding components through multiple paths and multiple nodes, avoid stress concentration, and improve the overall rigidity and deformation resistance of the vehicle body structure.

[0016] (2) Since the first frame beam group of the grid structure has continuous and dense connection nodes in both the transverse (first direction) and longitudinal (second direction), it can fill the force transmission gap in the floor area of ​​the traditional two longitudinal beam structure due to the sparse crossbeams, reduce the safety breakthrough point caused by local instability or structural fracture, and reduce the risk of the battery pack being squeezed or punctured. Attached Figure Description

[0017] Figure 1 This is a perspective view of a vehicle body structure provided in an embodiment of the present invention; Figure 2 This is a top view of a vehicle body structure provided in an embodiment of the present invention; Figure 3 This is a top view of the rear force transmission unit provided in an embodiment of the present invention; Figure 4 This is a front view of a vehicle body structure provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the annular reinforcing frame provided in an embodiment of the present invention; Figure 6 This is a top view of the annular reinforcing frame provided in an embodiment of the present invention.

[0018] In the diagram, 1 is the main longitudinal beam; 11 is the first beam segment; 12 is the transition beam segment; and 13 is the second beam segment. 2. Mesh load-bearing unit; 21. First crossbeam; 22. First longitudinal beam; 3. First force transmission unit; 31. Second crossbeam; 32. Second longitudinal beam; 4. Second force transmission unit; 40. Circular reinforcing frame; 41. Third crossbeam; 42. Third longitudinal beam; 43. Fourth crossbeam; 44. Fifth crossbeam; 411. Arc transition section; 5. Side outer panels; 6. Rear force transmission unit; 61. First rear crossbeam; 62. Second rear crossbeam; 63. Third rear crossbeam; 610. Force transmission groove; 611. Main beam body; 612. Connecting beam body; 6121. First end; 6122. Second end; 7. Wheel cover outer panel; 71. Main body; 72. First connecting part; 73. Second connecting part; X, first direction; Y, second direction; Z, third direction. Detailed Implementation

[0019] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0020] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0021] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0022] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having" and any variations thereof in the description, claims and foregoing drawings of this application are intended to cover non-exclusive inclusion.

[0025] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0026] like Figures 1 to 2 As shown, a preferred embodiment of the vehicle body structure of the present invention has a first direction X, a second direction Y and a third direction Z that are perpendicular to each other, and includes two main longitudinal beams 1, a mesh load-bearing unit 2, a first force transmission unit 3 and a second force transmission unit 4.

[0027] Two main longitudinal beams 1 are arranged at intervals along the first direction X; the mesh bearing unit 2 is formed by interlacing and fixing multiple first transverse beams 21 arranged at intervals along the second direction Y and multiple first longitudinal beams 22 arranged at intervals along the first direction X, with each first transverse beam 21 connected to two main longitudinal beams 1 at both ends; the first force transmission unit 3 includes a second transverse beam 31 and multiple second longitudinal beams 32; the second transverse beam 31 is located on one side of the mesh bearing unit 2 in the second direction Y, and its two ends are connected to two main longitudinal beams 1 respectively; each second longitudinal beam 32 is connected to the second transverse beam 31 at one end in the second direction Y and to the adjacent first transverse beam 21 at the other end; the second force transmission unit 4 includes a third transverse beam 41 and a third longitudinal beam 42; the third transverse beam 41 is located on the side of the second transverse beam 31 in the second direction Y away from the mesh bearing unit 2, and its two ends are connected to two main longitudinal beams 1 respectively; the third longitudinal beam 42 connects the third transverse beam 41 and the second transverse beam 31.

[0028] The mesh-like load-bearing unit 2, which is interwoven and fixed by multiple first crossbeams 21 and multiple first longitudinal beams 22, can enhance the lateral support capacity of the floor area and improve local rigidity. By sequentially setting the first force transmission unit 3 and the second force transmission unit 4 on one side of the mesh-like load-bearing unit 2 in the second direction Y, a multi-level force transmission path with multiple structural nodes can be formed, which is continuously transitioned from the middle area of ​​the vehicle body to the front area of ​​the vehicle body. Under various working conditions such as frontal, side, rear-end, and even offset collisions, this multi-level force transmission path can quickly transmit local impact force to surrounding components through multiple paths and multiple nodes, avoid stress concentration, and improve the overall rigidity and deformation resistance of the vehicle body structure.

[0029] Because the first frame beam group of the grid structure has continuous and dense connection nodes in both the transverse (first direction X) and longitudinal (second direction Y) directions, it can fill the force transmission gap in the floor area of ​​the traditional two longitudinal beam structure due to the sparse crossbeams, reduce the safety breach points caused by local instability or structural fracture, and reduce the risk of the battery pack being squeezed or punctured.

[0030] The mesh load-bearing unit 2 can be formed by orthogonally connecting standardized beams, eliminating the need for complex irregular components. This ensures the balance of mechanical properties in all directions and facilitates modular design and mass production, making it suitable for cost- and space-sensitive new energy vehicle platforms such as large microvans.

[0031] It should be noted that the first direction X is the vehicle's lateral direction (width direction), the second direction Y is the vehicle's longitudinal direction (length direction), and the third direction Z is the vehicle's height direction.

[0032] In this embodiment, there are four first crossbeams 21, two first longitudinal beams 22, and two second longitudinal beams 32.

[0033] Preferably, the second longitudinal beam 32 and the first longitudinal beam 22 are staggered in the first direction X. If the second longitudinal beam 32 and the first longitudinal beam 22 are aligned in the first direction X, the collision load may be concentrated on the same straight line, resulting in excessive local stress. By staggering the arrangement, the load of the first force transmission unit 3 is introduced to different lateral positions of the mesh bearing unit 2 through the second longitudinal beam 32, forming multi-point, multi-path force transmission and reducing the peak stress of the mesh nodes. The staggered arrangement allows the load to be transmitted along oblique or intersecting paths in the mesh structure, allowing more of the first crossbeams 21 and the first longitudinal beams 22 to participate in the force, giving full play to the spatial truss effect of the mesh structure and improving the overall stiffness and energy absorption efficiency. The staggered support pattern formed by the staggered arrangement helps to resist the torsional moment generated by the vehicle in offset collisions or cornering, improving the dynamic stiffness and handling stability of the vehicle body.

[0034] It is understandable that the second longitudinal beam 32 and the first longitudinal beam 22 are offset in the first direction X, meaning that the second longitudinal beam 32 and the first longitudinal beam 22 are not in the same position in the first direction X (i.e., not collinear), but are offset from each other in the transverse direction (first direction X).

[0035] In this embodiment, along the first direction X, the second longitudinal beam 32 is located between the two first longitudinal beams 22.

[0036] Preferably, the third longitudinal beam 42 and the second longitudinal beam 32 are staggered in the first direction X. The second longitudinal beam 32 is located in the first force transmission unit 3, close to the mesh bearing unit 2, while the third longitudinal beam 42 is located in the second force transmission unit 4, away from the mesh bearing unit 2. The staggered arrangement of the third longitudinal beam 42 and the second longitudinal beam 32 in the first direction X results in a stepped distribution along the transverse direction when the collision load is transmitted from the third crossbeam 41 to the second crossbeam 31 and then to the mesh bearing unit 2. This avoids stress concentration caused by the collinearity of multiple longitudinal beams and improves the continuity and smoothness of the force transmission path.

[0037] In this embodiment, along the first direction X, the third longitudinal beam 42 is located between the two second longitudinal beams 32.

[0038] Along the second direction Y, the crew compartment area is located between the mesh support unit 2 and the third crossbeam 41, and its front and rear boundaries are jointly defined in the longitudinal direction by the first crossbeam 21, which is farthest from the third crossbeam 41 in the mesh support unit 2, and the third crossbeam 41.

[0039] Preferably, see Figures 1 to 2 Along the second direction Y, the distance between two adjacent first crossbeams 21 is less than 400mm. Thus, when the mesh bearing unit 2 serves as the battery pack mounting base, the high-density crossbeam layout forms a dense support network, which can effectively resist concentrated loads under conditions such as impacts from road debris and bottoming collisions, reducing the risk of damage caused by concentrated stress on the battery casing.

[0040] See Figures 1 to 3 The vehicle body structure provided in this embodiment of the invention also includes a rear force transmission unit 6, which is located on the side of the mesh bearing unit 2 away from the first force transmission unit 3 in the second direction Y.

[0041] The rear force transmission unit 6 includes a first rear crossbeam 61, which comprises a main beam 611 and two connecting beams 612 respectively located at both ends of the main beam 611 in a first direction X. The connecting beams 612 have opposing first ends 6121 and second ends 6122 in the first direction X. The first end 6121 is connected to the main beam 611, and the second end 6122 is connected to the main longitudinal beam 1. A force transmission groove 610 is formed between the main beam 611 and the two connecting beams 612, with the opening of the groove facing the mesh bearing unit 2. Thus, the first rear crossbeam 61 can provide better lateral support to the main longitudinal beam 1 under rear-end collision conditions, preventing the main longitudinal beam 1 from bending unexpectedly, thereby ensuring that the collision load is transmitted forward stably and continuously along the main longitudinal beam 1.

[0042] Preferably, the first rear crossbeam 61 is arranged in the rear wheel center area of ​​the vehicle.

[0043] In this embodiment, the force transmission groove 610 is a C-shaped groove.

[0044] The rear force transmission unit 6 also includes a second rear crossbeam 62, which is located between the first rear crossbeam 61 and the first crossbeam 21 along the second direction Y. The two ends of the second rear crossbeam 62 are respectively connected to two main longitudinal beams 1.

[0045] The rear force transmission unit 6 also includes multiple third rear crossbeams 63. The third rear crossbeams 63 are located on the side of the first rear crossbeam 61 facing away from the first crossbeam 21 in the second direction Y. The two ends of the second rear crossbeam 62 are respectively connected to two main longitudinal beams 1.

[0046] In this embodiment, there are two third rear crossbeams 63.

[0047] Preferably, the dimensions of the connecting beam 612 gradually increase in the second direction Y along the direction from the first end 6121 toward the second end 6122. That is, the width of the connecting beam 612 gradually increases along the direction from the first end 6121 toward the second end 6122.

[0048] The connecting beam 612 adopts a gradually widening structure, which gradually increases the stiffness of the connecting beam 612 along the direction of impact force transmission. During the rear impact, it can distribute the impact force on the main beam 611 more evenly to the main longitudinal beam 1, avoid stress concentration at the connection position between the first rear crossbeam 61 and the main longitudinal beam 1, and reduce the risk of cracking.

[0049] See Figures 1 to 2 ,and Figure 4 The vehicle body structure provided in this embodiment of the invention also includes a wheel arch outer panel 7. The wheel arch outer panel 7 includes a main body 71, a first connecting part 72, and a second connecting part 73. The first connecting part 72 is connected to the main body 71 and to the main longitudinal beam 1, and the second connecting part 73 is connected to the main body 71 and is used to connect to the A-pillar. Thus, the lower part of the main body 71 is connected to the main longitudinal beam 1 through the first connecting part 72, and the upper part of the main body 71 is connected to the A-pillar through the second connecting part 73. This allows the impact load to be transferred to both the main longitudinal beam 1 and the A-pillar simultaneously through the wheel arch outer panel 7 in the event of a frontal collision, forming a three-way force transmission structure. This avoids the load being concentrated on a single path and improves the load-bearing redundancy of the front structure. By dispersing the load through the three-way force transmission structure, the risk of tearing at the weld point at the lower end of the A-pillar and the probability of bending at the front section of the main longitudinal beam 1 can be reduced, maintaining the integrity of the front of the passenger compartment and providing dual protection for the occupant survival space. The three-way force transmission structure also allows the outer wheel arch panel 7 to become a reinforcement for the upper part of the front compartment, resisting wheel arch collapse during a collision and preventing tires or suspension components from intruding into the passenger compartment.

[0050] See Figures 1 to 2 ,and Figures 5 to 6The second force transmission unit 4 provided in this embodiment of the invention also includes a fourth crossbeam 43; along the second direction Y, the fourth crossbeam 43 is located between the second crossbeam 31 and the third crossbeam 41; the two ends of the fourth crossbeam 43 are respectively connected to two main longitudinal beams 1, and the third longitudinal beam 42 and the fourth crossbeam 43 are connected.

[0051] By adding a fourth crossbeam 43 between the second crossbeam 31 and the third crossbeam 41, and forming an additional connection point with the third longitudinal beam 42, the unsupported span of the two main longitudinal beams 1 can be shortened, the buckling deformation of the main longitudinal beams 1 during a collision can be suppressed, and the structural stability of the front area of ​​the vehicle body can be enhanced.

[0052] The second force transmission unit 4 also includes a fifth crossbeam 44; the fifth crossbeam 44 is located on the third crossbeam 41 on the Z-direction side; the two ends of the fifth crossbeam 44 are respectively connected to two main longitudinal beams 1; the third crossbeam 41, the fifth crossbeam 44 and the two main longitudinal beams together form a closed-loop annular reinforcing frame 40.

[0053] A stable O-shaped closed-loop force transmission path is constructed in the front area of ​​the vehicle body through the annular reinforcing frame 40. In the event of a frontal or offset collision, the impact force acting on any part of the annular reinforcing frame 40 can be quickly transmitted and dispersed within the annular reinforcing frame 40 through its closed-loop structure. This avoids the stress concentration problem at the ends of traditional open structures, thereby improving the overall rigidity and impact resistance of the front area of ​​the vehicle body. Furthermore, the annular reinforcing frame 40 can transmit the impact force from the front section of the main longitudinal beam 1 more evenly and smoothly to the middle and rear sections of the main longitudinal beam 1, the third crossbeam 41, the third longitudinal beam 42, and the fifth crossbeam 44 connected to it through its own structure, realizing the diffusion of impact force from point to surface. This improves the force distribution of the impact force during the collision process and helps to ensure the integrity of the passenger compartment.

[0054] Preferably, the fifth crossbeam 44 is located on the side of the third crossbeam 41 facing forward in the second direction Y. Since the fifth crossbeam 44 is positioned further forward than the third crossbeam 41, it acts as a front anti-collision beam for the battery pack. When the vehicle encounters a forward obstacle (such as a road stone) or a low-speed collision, the fifth crossbeam 44 can be the first to contact and withstand the impact, dissipating and diverting the destructive energy away from the core area of ​​the battery pack. This provides an active physical protective barrier for the power battery pack located at the rear, directly reducing the risk of battery damage due to forward impact.

[0055] See Figures 1 to 2 ,and Figures 5 to 6 The vehicle body structure provided in this embodiment of the invention also includes a side panel 5.

[0056] The main longitudinal beam 1 includes a first beam segment 11 (corresponding to the middle and rear sections of the main longitudinal beam 1), a transition beam segment 12, and a second beam segment 13 (corresponding to the front section of the main longitudinal beam 1) connected sequentially along the second direction Y. A first crossbeam 21 is connected to the first beam segment 11, a second crossbeam 31 is connected to the first beam segment 11, a third crossbeam 41 is connected to the transition beam segment 12, a fifth crossbeam 44 is connected to the transition beam segment 12, and a side panel 5 is connected to the side of the transition beam segment 12 opposite to the third crossbeam 41 in the first direction X. In this way, the transition beam segment 12, the third crossbeam 41, the fifth crossbeam 44, and the side panel 5 form a four-way force transmission node at the transition beam segment 12. This four-way force transmission node can transmit the impact force of any one of the four components—the third crossbeam 41, the fifth crossbeam 44, the side panel 5, and the transition beam segment 12—to the other components, forming multiple redundant force transmission paths and improving the overall reliability of load distribution at the front of the vehicle body under complex collision conditions.

[0057] Preferably, the cross-sectional dimensions of the transition beam segment 12 are larger than those of the first beam segment 11, and the cross-sectional dimensions of the transition beam segment 12 are larger than those of the second beam segment 13. A larger cross-section of the transition beam segment 12 results in greater stiffness and strength, which helps prevent the connection points between the transition beam segment 12 and the third crossbeam 41 and the fifth crossbeam 44 from becoming weak points and failing prematurely under extreme impacts. This ensures the stable transmission of the enormous impact force between the components and guarantees the integrity of the main force transmission path.

[0058] The third crossbeam 41 is smoothly connected to the transition beam segment 12 via an arc transition section 411. The connection between the third crossbeam 41 and the transition beam segment 12 via the arc transition section 411 allows the load to be smoothly introduced from multiple paths, including the crossbeam, longitudinal beam, and side wall, in frontal, offset, or small overlap collisions, reducing the risk of weld tearing or structural cracking.

[0059] The third crossbeam 41 has a C-shaped structure, with the opening of the C-shaped crossbeam facing away from the mesh support unit 2, that is, the opening of the C-shaped crossbeam faces the front of the vehicle. The C-shaped crossbeam structure with the opening facing forward, together with the smooth transition section, provides high rigidity support in the initial stage of a collision, and then can be crushed in a controlled manner along a preset path, taking into account both occupant protection and battery protection.

[0060] Preferably, the third crossbeam 41 is arranged in the front wheel center area of ​​the vehicle. In a frontal or offset collision, the main longitudinal beam 1 often becomes a weak point in force transmission near the front wheel center due to abrupt changes in cross section or steering; the third crossbeam 41, which has a C-shaped crossbeam structure and an opening facing the front of the vehicle, can support the main longitudinal beam 1, prevent the main longitudinal beam 1 from bending unexpectedly, and ensure that the impact force is continuously transmitted along the axial direction of the main longitudinal beam 1.

[0061] The present invention also provides a vehicle, the vehicle including the body structure of any of the above.

[0062] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle body structure having a first direction and a second direction that are perpendicular to each other, characterized in that, include: Two main longitudinal beams are arranged at intervals along the first direction; The mesh support unit is formed by interlacing and fixing multiple first crossbeams spaced apart along the second direction and multiple first longitudinal beams spaced apart along the first direction, with each of the first crossbeams connected to two main longitudinal beams at both ends. The first force transmission unit includes a second crossbeam and multiple second longitudinal beams; the second crossbeam is located on one side of the mesh bearing unit in the second direction, and its two ends are respectively connected to the two main longitudinal beams; each second longitudinal beam is connected to the second crossbeam at one end in the second direction and to the adjacent first crossbeam at the other end; The second force transmission unit includes a third crossbeam and a third longitudinal beam; the third crossbeam is located on the side of the second crossbeam away from the mesh bearing unit in the second direction, and its two ends are respectively connected to the two main longitudinal beams; the third longitudinal beam connects the third crossbeam and the second crossbeam.

2. The vehicle body structure according to claim 1, characterized in that, The second force transmission unit also includes a fourth crossbeam; along the second direction, the fourth crossbeam is located between the second crossbeam and the third crossbeam; the two ends of the fourth crossbeam are respectively connected to the two main longitudinal beams, and the third longitudinal beam and the fourth crossbeam are connected.

3. The vehicle body structure according to claim 1, characterized in that, It also has a third direction, wherein the first direction, the second direction, and the third direction are perpendicular to each other; The second force transmission unit also includes a fifth crossbeam; the fifth crossbeam is located on one side of the third crossbeam in the third direction; the two ends of the fifth crossbeam are respectively connected to the two main longitudinal beams; the third crossbeam, the fifth crossbeam and the two main longitudinal beams together form a closed-loop annular reinforcing frame.

4. The vehicle body structure according to claim 3, characterized in that, It also includes the side panel; The main longitudinal beam includes a first beam segment, a transition beam segment, and a second beam segment connected sequentially along the second direction. The first crossbeam is connected to the first beam segment, the third crossbeam is connected to the transition beam segment, the fifth crossbeam is connected to the transition beam segment, and the side panel is connected to the side of the transition beam segment opposite to the third crossbeam in the first direction.

5. The vehicle body structure according to claim 1, characterized in that, It also includes a rear force transmission unit, which is located on the side of the mesh support unit opposite to the first force transmission unit in the second direction; the rear force transmission unit includes a first rear crossbeam. The first rear crossbeam includes a main beam body and two connecting beam bodies respectively disposed at both ends of the main beam body in the first direction. The connecting beam bodies have a first end and a second end opposite to each other in the first direction. The first end is connected to the main beam body, and the second end is connected to the main longitudinal beam. The main beam and the two connecting beams form a force transmission groove, with the opening of the force transmission groove facing the mesh bearing unit.

6. The vehicle body structure according to claim 5, characterized in that, Along the direction from the first end toward the second end, the dimension of the connecting beam gradually increases in the second direction.

7. The vehicle body structure according to claim 1, characterized in that, The third crossbeam has a C-shaped structure, and the opening of the C-shaped crossbeam structure faces away from the mesh support unit.

8. The vehicle body structure according to claim 1, characterized in that, It also includes a wheel arch outer plate, which includes a main body, a first connecting part and a second connecting part. The first connecting part is connected to the main body and is connected to the main longitudinal beam, and the second connecting part is connected to the main body and is used to connect to the A-pillar.

9. The vehicle body structure according to claim 1, characterized in that, Along the second direction, the distance between two adjacent first crossbeams is less than 400mm.

10. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 1-9.

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