Front wall assembly, body structure and vehicle

Abstract

The application relates to a front wall assembly, a vehicle body structure and a vehicle, and relates to the technical field of vehicle body design, and aims to solve the problems that the local structure strength of an existing front wall assembly is insufficient, and the technical processing difficulty of an integrated die-casting process is high. The front wall assembly comprises a front wall lower baffle, a front wall lower beam plate and a reinforcing structure. The front wall lower baffle is used for isolating a cabin and a cabin, and the front wall lower baffle and the front wall lower beam plate are independent components. The front wall lower beam plate is connected to one side of the front wall lower baffle facing the cabin, and the front wall lower beam plate is provided with a reinforcing area used for connecting a subframe. The reinforcing structure is connected to at least the front wall lower beam plate in the reinforcing area. The two split front wall lower baffles and the front wall lower beam plate are connected to improve the local structure strength, and the mature preparation process of sheet metal parts can be used, so that the production process is simple and the cost is low. The reinforcing structure is arranged in the reinforcing area, the connecting strength between the subframe and the front wall assembly can be further improved, and the safety performance of the whole vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle body design technology, and more particularly to a vehicle body structure and vehicle. Background Technology

[0002] The front bulkhead assembly separates the engine compartment from the passenger compartment. Its lower structure often employs a one-piece die-casting process to simplify assembly, but this method presents significant technical challenges and processing difficulties. Furthermore, die-cast parts have higher production costs compared to stamped sheet metal parts, and require complete replacement upon damage, resulting in higher maintenance costs. Additionally, due to insufficient structural rigidity in the front subframe mounting area, vibrations and loads transmitted from the subframe during vehicle operation can easily lead to structural fatigue, thus affecting overall vehicle safety. Summary of the Invention

[0003] This application provides a front bulkhead assembly, a body structure, and a vehicle to solve the problems of insufficient local structural strength in existing front bulkhead assemblies and the high technical difficulty of processing them using a one-piece die-casting process.

[0004] In a first aspect, embodiments of this application provide a front bulkhead assembly, including a lower front bulkhead baffle, a lower front bulkhead beam, and a reinforcing structure. The lower front bulkhead baffle separates the passenger compartment and the engine compartment, and the lower front bulkhead baffle and the lower front bulkhead beam are independent components. The lower front bulkhead beam is connected to the side of the lower front bulkhead baffle facing the engine compartment, and the lower front bulkhead beam includes a reinforcing area for connecting to the subframe. The reinforcing structure connects to the lower front bulkhead beam in the reinforcing area.

[0005] In some embodiments, the reinforcing structure includes a first support member located between the lower front fascia and the lower front fascia baffle in the reinforcing area. The first support member is connected to the lower front fascia at least on its opposite side edges, and a portion of the first support member is spaced apart from and connected to the lower front fascia baffle.

[0006] In some embodiments, the reinforcing structure includes a second support member and a threaded tube. In the reinforcing area, the second support member is disposed between the lower front fascia and the first support member. The second support member is connected to the lower front fascia at least on its opposite side edges, and a portion of the second support member is spaced apart from the lower front fascia and connected to the first support member. The threaded tube is used to connect the mounting bolts of the subframe. One end of the threaded tube is fixedly connected to the lower front fascia, and the other end of the threaded tube is fixedly connected to at least the second support member.

[0007] In some embodiments, the reinforcement structure includes a subframe mounting plate that is at least partially in contact with the lower front beam in the reinforcement area.

[0008] In some embodiments, the front bulkhead assembly includes a sealing coating, a lower front bulkhead baffle is provided with welding holes corresponding to the first support member, the lower front bulkhead baffle is welded and fixed to the first support member at the edge of the welding holes, and the sealing coating and the first support member are located on opposite sides of the lower front bulkhead baffle and cover the welding holes.

[0009] Secondly, embodiments of this application provide a vehicle body structure, including the front bulkhead assembly, battery pack, and two sill beams as described in the first aspect. The front bulkhead assembly and battery pack are arranged sequentially along a first direction, and the battery pack is sealed to the lower edge of the front bulkhead assembly. The two sill beams are sealed to opposite sides of the battery pack along a second direction, and an angle is formed between the first and second directions.

[0010] In some embodiments, the vehicle body structure includes a first sealing layer disposed between the battery pack and the front bulkhead assembly. The battery pack includes a front frame crossbeam and a first crossbeam connected to the front bulkhead assembly. Along a first direction, the first crossbeam is spaced apart from the front frame crossbeam, and the first sealing layer is located between the first crossbeam and the front frame crossbeam.

[0011] In some embodiments, overlapping beams are connected to the inner sides of the sill beams that are close to each other along the second direction. The upper and lower sides of the overlapping beams are used to seal the connection between the lower front panel and the battery pack. The end of the overlapping beam away from the sill beam along the second direction has at least a chamfered or rounded corner structure on its upper side.

[0012] In some embodiments, the vehicle body structure includes a central channel reinforcement member. Along the second direction, the central channel reinforcement member has at least three spaced-apart first connecting portions. A weight-reducing cavity is provided between two adjacent first connecting portions. The first connecting portions are connected to the battery pack.

[0013] In some embodiments, along the first direction, one end of the central channel reinforcement near the front bulkhead assembly is disposed in contact with the lower front bulkhead baffle, and in the contact area, the lower front bulkhead beam and the lower front bulkhead baffle are at least partially in contact with each other.

[0014] In some implementations, in the contact area, the lower front beam plate is recessed toward the central channel reinforcement to form a first recessed area.

[0015] In some implementations, in the contact area, the lower front fender is recessed toward the side opposite to the center channel reinforcement, forming a second recessed area.

[0016] In some embodiments, the central channel reinforcement is provided with a plurality of spaced abutment portions along the second direction, the abutment portions being used to abut against the lower front panel.

[0017] In some embodiments, the vehicle body structure includes two subframe beams and a subframe reinforcement. One end of the subframe beam is connected to the reinforcement area of ​​the front bulkhead assembly, and the two subframe beams are spaced apart along a second direction. One end of the subframe reinforcement is connected to the center channel reinforcement, and the other end of the subframe reinforcement has a bifurcated structure, connecting to the two subframe beams respectively.

[0018] Thirdly, embodiments of this application provide a vehicle including the body structure described in the second aspect.

[0019] The technical solutions provided in this application have the following advantages compared with the prior art: The front bulkhead assembly provided in this application embodiment features a lower front bulkhead baffle and a lower front bulkhead beam, which are independent components located in the lower reinforcement structure of the front bulkhead. These two separate components are connected, thus improving the local structural strength. Compared to traditional structures, the separate component structure is simpler and can be manufactured sequentially for assembly. This is particularly advantageous for the production of stamped sheet metal parts, where the manufacturing process is mature, simple, and cost-effective. Furthermore, the separate components can be partially replaced for repair when damaged, eliminating the need for complete replacement and resulting in lower maintenance costs.

[0020] Thus, by setting a reinforcing structure in the reinforcing area of ​​the front subframe, the local stiffness of the front subframe at the rear mounting point can be further improved, thereby significantly increasing the connection strength between the subframe and the front assembly. This meets the performance requirements of vehicles with high requirements for the stiffness of the vehicle body side mounting points and can avoid structural fatigue caused by vibration and load transmitted by the subframe, thereby improving the overall vehicle safety performance. Attached Figure Description

[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0022] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0024] Figure 1 This is a three-dimensional structural diagram of a vehicle body structure provided in an embodiment of this application; Figure 2 for Figure 1 A three-dimensional structural schematic diagram of the front bulkhead assembly and the central channel reinforcement shown in the figure; Figure 3 for Figure 2 A three-dimensional structural schematic diagram of the front lower baffle shown in the figure; Figure 4 for Figure 2 A three-dimensional structural diagram of the front lower beam plate shown in the figure; Figure 5 for Figure 1 The image shows a top view of the vehicle body structure. Figure 6 for Figure 1 A cross-sectional view of the reinforced area shown in the diagram; Figure 7 for Figure 1 Another cross-sectional view of the reinforced area shown; Figure 8 for Figure 5 A partial enlarged view of the vehicle body structure shown; Figure 9 for Figure 8 A cross-sectional view showing the connection between the battery pack and the front assembly; Figure 10 for Figure 8 A cross-sectional view showing the connection between the central channel reinforcement and the battery pack; Figure 11 for Figure 1 A bottom view of the vehicle body structure shown; Figure 12 for Figure 8 A cross-sectional view of the front end of the central channel reinforcement shown in the figure; Figure 13 for Figure 1 A cross-sectional view showing the connection between the battery pack and the sill beam; Figure 14 for Figure 13 A magnified view of a portion of point A in the middle.

[0025] Explanation of reference numerals in the attached figures: 100. Front bulkhead assembly; 110. Lower front bulkhead baffle; 111. Second recessed area; 112. Recessed portion; 120. Lower front bulkhead beam; 121. Reinforcement area; 122. First recessed area; 130. Reinforcing structure; 131. Subframe mounting plate; 132. First support member; 133. Second support member; 134. Threaded pipe; 141. Welding hole; 142. Sealing coating; 150. Upper front bulkhead panel; 160. Inner front longitudinal beam panel; 2 00, Battery pack; 210, Front frame crossbeam; 220, First crossbeam; 230, Longitudinal beam; 300, Sill beam; 310, Overlapping beam plate; 410, First sealing layer; 420, Second sealing layer; 430, Third sealing layer; 500, Central channel reinforcement; 510, First connecting part; 520, Weight reduction cavity; 540, Abutting part; 610, Subframe beam; 620, Subframe reinforcement; Y, First direction; X, Second direction. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0028] For ease of description, spatial relative terms may be used in the text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0029] Please see Figures 1 to 14 This application provides a front bulkhead assembly, a body structure, and a vehicle to solve the problems of insufficient local structural strength in existing front bulkhead assemblies and the high technical difficulty of processing using integrated die casting technology.

[0030] Firstly, such as Figure 1 and Figure 2 As shown, this application provides a front bulkhead assembly 100, including a lower front bulkhead baffle 110, a lower front bulkhead beam 120, and a reinforcing structure 130. The lower front bulkhead baffle 110 separates the passenger compartment and the engine compartment, and the lower front bulkhead baffle 110 and the lower front bulkhead beam 120 are independent components. The lower front bulkhead beam 120 is connected to the side of the lower front bulkhead baffle 110 facing the engine compartment, and the lower front bulkhead beam 120 includes a reinforcing area for connecting to the subframe. The reinforcing structure 130 connects to the lower front bulkhead beam 120 in the reinforcing area.

[0031] like Figure 1 As shown, the front bulkhead assembly 100 may include a lower front bulkhead reinforcement structure (not shown in the figure), a front bulkhead upper plate 150, and two front longitudinal beam inner plates 160, so that the cabin and the cockpit, which are distributed front to back along the first direction Y (such as the front-rear direction), can be isolated by the front bulkhead assembly 100 to prevent noise, liquids, particulate matter, exhaust gas or high temperature (low temperature) air in the cabin from entering the cockpit, so as to provide a relatively comfortable driving environment in the cockpit.

[0032] Combination Figure 1 , Figure 2 and Figure 3 The lower front bulkhead baffle 110 and the lower front bulkhead beam 120 form the lower front bulkhead reinforcement structure, which is used to isolate the cabin and the cockpit in the lower space.

[0033] The lower front bulkhead 110 is designed to meet the requirements for sound insulation, heat insulation, and prevention of liquid or gas infiltration between the engine compartment and the passenger compartment. The lower front bulkhead 110 can be formed by stamping single or multiple layers of metal sheet, and can be made of high-strength steel or aluminum alloy. Its shape and dimensions are designed to match other structural components of the vehicle body to form a complete partition structure.

[0034] The lower front bulkhead beam 120 is connected to the lower front bulkhead baffle 110 on the side facing the engine compartment. This connection can be achieved through welding, riveting, or bolting to integrate the two separate components, the lower front bulkhead beam 120 and the lower front bulkhead baffle 110, into a single unit. The lower front bulkhead beam 120 can be a regular or irregular structural member extending along a second direction X (e.g., left-right), to at least improve the structural rigidity and connection strength at the connection points between the lower front bulkhead baffle 110 and the subframe, cabin floor frame, etc. In this way, with limited material configuration, the lower front bulkhead reinforcement structure can ensure both effective isolation and good overall structural rigidity and connection strength for the lower front bulkhead baffle 110.

[0035] like Figure 3 As shown, the area where the lower front beam 120 connects to the subframe is defined as reinforcement zone 121. Reinforcement structure 130 is disposed in this reinforcement zone and connects at least to the lower front beam 120. This reinforcement structure 130 can be a sheet metal structure, a spatial support structure, or a connecting support structure, etc. By ensuring that the reinforcement structure 130 is at least connected to the lower front beam 120, the structural strength and connection stiffness of the lower front baffle 110 and the corresponding reinforcement zone 121 of the lower front beam 120 are further enhanced.

[0036] The front bulkhead assembly 100 provided in this embodiment connects the two components and at least improves the local structural strength by setting a split front bulkhead lower baffle 110 and a front bulkhead lower beam plate 120 at the lower front bulkhead reinforcing structure. Compared with the traditional one-piece die-cast structure, the split component structure is simple and can be manufactured sequentially and then assembled. In particular, the manufacturing process for stamped sheet metal parts is mature and the production cost is low. Furthermore, the split component can be partially replaced for repair when there is local damage, instead of replacing the entire component, resulting in lower maintenance costs.

[0037] Based on this, by setting a reinforcing structure 130 in the reinforcing area of ​​the front subframe 120, the local stiffness of the front subframe at the rear mounting point can be further improved, thereby significantly increasing the connection strength between the subframe and the front assembly 100. This meets the performance requirements of vehicles with high requirements for the stiffness of the vehicle side mounting point and can avoid structural fatigue caused by vibration and load transmitted by the subframe, thereby improving the safety performance of the whole vehicle.

[0038] Among them, such as Figure 1 As shown, the upper front bulkhead panel 150 is connected above the lower front bulkhead reinforcement structure and is used to isolate the engine compartment and the passenger compartment in the upper space. The upper front bulkhead panel 150 is also used to install structural components such as the instrument panel assembly, wiper motor, air vents, and lower windshield trim panel, and the upper front bulkhead panel 150 is used to fit the A-pillar for fixing the windshield, etc.

[0039] Two front longitudinal beam inner plates 160 are located on the left and right sides of the lower front bulkhead reinforcement structure. Each front longitudinal beam inner plate 160 is connected to the lower front bulkhead reinforcement structure and the upper front bulkhead plate 150. The front longitudinal beam inner plates 160 are used to connect the front longitudinal beam body, A-pillars, wheel arches, and other structures, and serve as transitional components for load transfer in the front-rear and vertical directions.

[0040] In a frontal collision, the impact force of the front longitudinal beam is transmitted upwards to the A-pillar and side panels of the vehicle body via the inner panel 160, and then rearwards to the cabin frame to disperse the frontal collision load. Furthermore, the inner panel 160 of the front longitudinal beam serves as a transitional structure connecting the front bulkhead assembly to the front longitudinal beam and the A-pillar, integrating the segmented body frame and ensuring that the connection strength of each component meets requirements.

[0041] The inner plate 160 of the front longitudinal beam can also isolate the wheel well to prevent mud, water and gravel kicked up by the wheels from entering the engine room and cabin, while reinforcing the rigidity around the wheel arch and improving the torsional and fatigue resistance of the area near the inner plate 160 of the front longitudinal beam.

[0042] It should be noted that at the reinforced area 121, the reinforced structure 130 can be one or more of the following components: plate structure (such as subframe mounting plate 131), space support structure (such as first support member 132 and second support member 133), and connecting support structure (such as threaded pipe 134).

[0043] For example, such as Figure 6 and Figure 7 As shown, the reinforcing structure 130 includes a subframe mounting plate 131, which is at least partially in contact with the front lower beam plate 120 in the reinforcing area 121, and the edge of the subframe mounting plate 131 is connected to the front lower baffle 110.

[0044] Since the lower front bulkhead baffle 110 and the lower front bulkhead beam 120 are made of sheet metal stamping, reducing the sheet metal thickness of both can significantly reduce the overall weight of the lower front bulkhead reinforcement structure, thereby meeting the requirement of vehicle weight reduction. At the same time, the thinner sheet metal thickness helps to simplify the stamping process, thereby increasing the production speed of components and reducing raw material and processing costs.

[0045] Therefore, to improve the structural stiffness and connection strength at the reinforced area 121, a subframe mounting plate 131 is configured to increase the plate thickness at the reinforced area 121, thereby providing a robust and stable connection plane for the subframe. This evenly distributes the subframe load to the lower front beam 120 and the lower front baffle 110, enhancing the local stiffness and strength of the connection area and preventing torsional deformation or local tearing caused by overload. This enhances the reliability and durability of the subframe connection and reduces the risk of structural fatigue or deformation due to stress concentration.

[0046] The subframe mounting plate 131 can be made of stamped metal sheet, such as high-strength steel sheet or aluminum alloy sheet, and its shape and size can be designed to match the mounting point of the subframe and the structure of the front lower beam plate 120 and the front lower baffle 110.

[0047] The subframe mounting plate 131 can be disposed between the lower front beam 120 and the lower front baffle 110, so that the lower front baffle 110 has a larger contact area with the lower front beam 120 through the subframe mounting plate 131. For example, at least in the reinforcing area 121, the contact area between the opposite sides of the subframe mounting plate 131 and the lower front beam 120 and the lower front baffle 110 is greater than 80%, thereby improving the connection strength between the lower front beam 120 and the lower front baffle 110 and the overall structural rigidity.

[0048] In some embodiments, such as Figure 6 As shown, the reinforcing structure 130 also includes a first support member 132. In the reinforcing area 121, the first support member 132 is located between the lower front beam 120 and the lower front baffle 110. The first support member 132 is connected to the lower front beam 120 at least on its opposite side edges, and a portion of the first support member 132 is spaced apart from the lower front beam 120 and connected to the lower front baffle 110.

[0049] For example, the first support member 132 can be a hemispherical structure, an arc-shaped structure, or a Z-shaped structure. The first support member 132, disposed between the lower front beam 120 and the lower front baffle 110, has its edges at least partially connected to the lower front beam 120, while its centrally raised outer side is connected to the lower front baffle 110. This forms a sandwich structure (i.e., a multi-layered composite structure) between the lower front beam 120 and the lower front baffle 110. While enhancing the local stiffness and load-bearing capacity of the subframe connection area, it optimizes the load transfer path, significantly reduces stress concentration, thereby improving the structural stability and reliability of the front assembly 100 when bearing subframe loads and extending the service life of the components.

[0050] like Figure 6 and Figure 7As shown, the reinforcing structure 130 also includes a second support member 133 and a threaded pipe 134. The second support member 133 can also be provided separately.

[0051] In the reinforced area 121, a second support member 133 is disposed between the lower front beam plate 120 and the first support member 132. The second support member 133 is connected to the lower front beam plate 120 at least on its opposite side edges, and a portion of the second support member 133 is spaced apart from the lower front beam plate 120 and connected to the first support member 132. The second support member 133 can be considered as a hemispherical, arc-shaped, or U-shaped structure disposed inside the first support member 132. This further improves the local structural strength and rigidity, and provides support points for the installation and fixing of the threaded pipe 134.

[0052] It should be noted that, as Figure 7 As shown, when a subframe mounting plate 131 is provided on the inner side of the front lower beam plate 120 and is fitted and connected thereto, the first support member 132, the second support member 133 and the threaded tube 134 are fixedly connected to the subframe mounting plate 131 at one end near the front lower beam plate 120.

[0053] The threaded tube 134 is used to connect the mounting bolts of the subframe. One end of the threaded tube 134 is fixedly connected to the lower front beam 120, and the other end of the threaded tube 134 is fixedly connected to at least the second support member 133.

[0054] At this time, the front lower beam plate 120 and the subframe mounting plate 131 are provided with connecting through holes for the threaded pipe 134, which are used to insert bolts from the rear end of the subframe to connect the inner threaded pipe 134. In the internal cavity of the second support member 133, the threaded pipe 134 is axially supported and connected between the subframe mounting plate 131 and the central raised structure of the second support member 133, so that the threaded pipe 134 fixedly connected at both ends can serve as a support structure for the cavity, further improving the overall structural strength and rigidity of the reinforced area 121.

[0055] Based on this, a second support member 133, located between the lower front beam 120 and the first support member 132, is adapted to connect with the first support member 132, constructing a multi-layered composite local reinforcement zone 121, which significantly improves the local stiffness and strength of the reinforcement zone 121. Simultaneously, through the double fixed connection at both ends of the threaded tube 134, after connecting the subframe, the stress load can be evenly distributed in the multi-layered composite structure via the mounting bolts and threaded tube 134, avoiding stress concentration problems that may occur in a single layer. While significantly enhancing the tensile, shear, and fatigue resistance of the subframe connection area, the optimized load transfer path improves the structural integrity and safety of the entire front assembly 100 when subjected to external impacts or vibrations, ensuring the stability, reliability, and ride comfort of the vehicle during long-term use.

[0056] For example, such as Figure 7 As shown, at the second support member 133, when the first support member 132 is fixedly connected, one or more welding holes 141 can be formed at at least one of the first support member 132 and the second support member 133. The welding hole 141 can be a square hole or a round hole, corresponding to a spot welding process. Alternatively, the welding hole 141 can be a strip-shaped hole structure, so that the first support member 132 and the second support member 133 can be fixedly connected at the two long sidewalls of the strip-shaped hole through a continuous welding process.

[0057] At this time, if the welding hole 141 at the first support member 132 or the second support member 133 is an exposed structure, a sealing coating 142 can be applied to the exposed side to improve the sealing and isolation effect. This also prevents localized corrosion caused by contact with external moisture.

[0058] Or, such as Figure 6 As shown, the lower front panel 110 is provided with welding holes 141 corresponding to the first support member 132. The lower front panel 110 is welded and fixed to the first support member 132 at the edge of the welding holes 141. The connection can be spot welding (corresponding to square holes or round holes) or continuous welding (corresponding to strip holes). The sealing coating 142 and the first support member 132 are provided on opposite sides of the lower front panel 110 and cover the welding holes 141.

[0059] The sealing coating 142 is a gel-like or paint-like sealing material that, while filling gaps and covering holes, adheres tightly to the cross-section to prevent detachment and thus prevent the penetration of liquids, gases, or dust. The sealing coating 142 can be polyurethane sealant, silicone sealant, or PVC sealant, applied by coating, spraying, or extrusion. It effectively blocks potential leakage paths between the engine compartment and the passenger compartment, preventing moisture, dust, noise, and exhaust gases from penetrating into the passenger compartment from the weld points. This significantly improves the sealing performance and NVH (noise, vibration, and harshness) performance of the passenger compartment, protects the weld points from corrosion, extends the service life of the connection structure, and thereby improves the overall stability of the vehicle and the comfort of the occupants.

[0060] It should be noted that components such as the lower front bulkhead panel 110, the lower front bulkhead beam 120, the subframe mounting plate 131, the first support member 132, and the second support member 133 can be connected by welding, riveting, or bolting. Welding can be performed as needed, including spot welding and continuous welding, and can be done using methods such as MIG welding or laser welding. Riveting can be done using methods such as pull stud riveting or self-piercing riveting, without limitation.

[0061] The axial connections at both ends of the threaded tube 134 are mostly fixed by welding. For example, the lower front beam plate 120 and the subframe mounting plate 131 have connecting through holes corresponding to the threaded tube 134, so that the lower axial end of the threaded tube 134 is welded and fixed to the edge of the connecting through hole. Correspondingly, the raised ends of the second support member 133 and the first support member 132 have connecting through holes corresponding to the threaded tube 134, so that the upper axial end of the threaded tube 134 is welded and fixed to the edge of the connecting through hole. At this time, a sealing coating 142 can be provided on the outside of the connecting through hole. The lower front baffle 110 can also shield and isolate the first support member 132 and the threaded tube 134 to prevent them from penetrating the front assembly 100 at this location, so that a good sealing and isolation state is maintained between the engine compartment and the cabin.

[0062] In the proposed solutions, the vehicle body's bottom frame is constructed from sheet metal stamping or die-cast profiles and includes a floor. However, the floor overlaps with the top wall of the battery pack, requiring the floor to be hollowed out and the top side wall of the battery pack used as the floor structure to reduce overall vehicle weight. This complicates the manufacturing process and significantly reduces the material utilization rate of the vehicle body structure.

[0063] like Figure 1 and Figure 5 As shown, in a second aspect, embodiments of this application provide a vehicle body structure, including the front bulkhead assembly 100, battery pack 200, and two door sill beams 300 as described in the previous aspect. The front bulkhead assembly 100 and battery pack 200 are arranged sequentially along a first direction Y (e.g., front-rear direction), and the battery pack 200 is sealed to the lower edge of the front bulkhead assembly 100. The two door sill beams 300 are sealed to opposite sides of the battery pack 200 along a second direction X (e.g., left-right direction).

[0064] The first direction Y and the second direction X have an included angle, which can be acute, right, or obtuse. For example, the first direction Y represents the fore-and-aft direction of the cabin and cockpit, with the cabin positioned in front of the cockpit. The second direction X is the left-right direction between the driver's seat and the co-pilot's seat.

[0065] Thus, by sealing the front bulkhead assembly 100 on the front side of the battery pack 200 and sealing the two sill beams 300 on the left and right sides of the battery pack 200, the top wall of the battery pack 200 serves as the cabin floor, thereby forming the vehicle body structure, and the aforementioned sealing connection of the edges isolates the interior and exterior spaces of the cabin.

[0066] The front bulkhead assembly 100, battery pack 200, and two sill beams 300 are all conventional split components, which can be independently produced using existing mature processes, resulting in high production speed and low production costs. For example, the front bulkhead assembly 100 can be a die-cast component or multiple split connecting components, while the sill beams 300 can be sheet metal stampings or die-cast profile structures. These split components are then sealed and connected to the front and left and right sides of the battery pack 200 to form the main body structure, significantly improving the torsional and bending stiffness of the vehicle body.

[0067] Meanwhile, since the top wall of the battery pack 200 serves as the vehicle floor structure, there is no need to additionally construct crossbeams and longitudinal beams between the vehicle floor and the sill beam 300, which helps to increase the height space inside the cabin. Compared with related technologies that require additional hollowing out of the floor structure, the solution in this application completes the fabrication of the front bulkhead assembly 100 and the sill beam 300 without wasting raw materials, achieving a utilization rate of 100%.

[0068] Furthermore, since the aforementioned vehicle body structure includes the front bulkhead assembly in the first aspect, the vehicle body structure has all the effects of the embodiments involving the aforementioned front bulkhead assembly, which will not be repeated here.

[0069] When the battery pack 200 is in the sealed connection front enclosure assembly 100, if Figure 9 As shown, the vehicle body structure includes a first sealing layer 410, which is disposed between the battery pack 200 and the front bulkhead assembly 100. For example, the battery pack 200 includes a front frame crossbeam 210 and a first crossbeam 220 connected to the front bulkhead assembly 100. Along a first direction Y, the first crossbeam 220 is spaced behind the front frame crossbeam 210, and the first sealing layer 410 is located between the first crossbeam 220 and the front frame crossbeam 210.

[0070] For example, the first sealing layer 410 is a material layer used to prevent liquids, gases, or particles from penetrating through the connection interface. The first sealing layer 410 can be an elastic sealant, such as polyurethane or silicone, filled into the connection gap by coating or injection. Alternatively, the first sealing layer 410 can be a pre-formed sealing strip structure or a sealing foam structure, such as EPDM (Ethylene Propylene Diene Monomer) rubber, butyl rubber strips, etc., and positioned between the two connection surfaces by adhesive, slotting, or compression. The specific structure and materials of the first sealing layer 410 should consider the compatibility, weather resistance, corrosion resistance, and stability requirements of the vehicle body seal to ensure its durable and reliable sealing performance.

[0071] The front frame crossbeam 210 is the main load-bearing structure at the front of the battery pack 200, used to seal and connect the bottom edge of the front assembly 100. The front frame crossbeam 210 can be made of extruded aluminum alloy profile, stamped and welded steel plate structure, or high-performance composite material structure. Its cross-sectional shape and dimensions are optimized according to the overall layout of the battery pack 200, collision safety requirements, and connection method with the front assembly 100 to ensure that it can effectively transfer loads and enhance the rigidity and strength of the connection area.

[0072] The first crossbeam 220 is a transverse structural component connected to the top of the battery pack 200. Located behind the front frame crossbeam 210, it provides auxiliary support for the battery pack 200. Multiple first crossbeams 220 are spaced apart on the upper side of the battery pack 200, with a first sealing layer 410 between the foremost first crossbeam 220 and the front frame crossbeam 210. The front and rear edges of the first crossbeam 220 are welded and fixed to the top wall of the battery pack 200. Its central region bulges upward and has multiple through holes along the left-right direction. Multiple bolts extend upward from the inside out through these through holes, used to connect to the reinforcing structure at the bottom of the vehicle body or to fix components such as seats in the cabin.

[0073] The first crossbeam 220 can be made of aluminum alloy profile, which can reduce the weight of the battery pack 200. Alternatively, the first crossbeam 220 can also be made of sheet metal stamping, which has a lower cost.

[0074] Thus, at the bottom (or rear) of the front assembly 100, the battery pack 200 is connected to the front assembly 100 via a front frame crossbeam 210 and a first crossbeam 220, forming two laterally distributed connection areas at the bottom of the front assembly 100. The first sealing layer 410 is located between these two connection areas. Due to its high sheet metal strength, the first sealing layer 410 experiences relatively uniform pressure on its front and rear sides, and the pressure distribution is balanced in the left-right direction through multiple connection points. This prevents excessive local pressure on the first sealing layer 410, which could lead to excessive deformation and failure, and ensures the long-term stable pressure sealing requirements of the first sealing layer 410.

[0075] For example, the first sealing layer 410 can be directly applied or adhered to the connecting surface behind the front frame crossbeam 210 and extend along the left-right direction to the two side edges of the battery pack 200. Alternatively, the first sealing layer 410 can be placed in the area between the front frame crossbeam 210 and the first crossbeam 220 in the form of a pre-set gasket. Furthermore, a groove or cavity extending in the left-right direction can be formed between the front frame crossbeam 210 and the first crossbeam 220 for positioning and filling of the first sealing layer 410, thereby improving the reliability and durability of the seal.

[0076] like Figure 9As shown, the front bulkhead assembly 100 has three layers stacked from top to bottom on its rear edge: a lower front bulkhead baffle 110, a subframe mounting plate 131, and a lower front bulkhead beam 120. The front bulkhead assembly 100 can extend rearward to the top of and connect with the first crossbeam 220 solely through the lower front bulkhead baffle 110, at which point the first sealing layer 410 is located between the lower front bulkhead baffle 110 and the top wall of the battery pack 200.

[0077] Alternatively, the lower front bulkhead 110, subframe mounting plate 131, and lower front bulkhead beam 120 can all extend rearward to above and connect with the first crossbeam 220. In this case, the rear edges of the lower front bulkhead 110, subframe mounting plate 131, and lower front bulkhead beam 120 can be pre-fixed by snap-fit ​​or spot welding, and then the rear edges of the front bulkhead assembly 100 are fixedly connected by the first crossbeam 220 and multiple bolts. The first sealing layer 410 is located between the lower front bulkhead beam 120 and the top wall of the battery pack 200.

[0078] Above the front frame crossbeam 210, it can be connected to the reinforcing area 121 of the front bulkhead assembly 100 to provide a high connection strength between the front frame crossbeam 210 and the front bulkhead assembly 100.

[0079] In some embodiments, such as Figure 5 , Figure 8 and Figure 11 As shown, the vehicle body structure includes two subframe beams 610 and a subframe reinforcement 620. One end of the subframe beam 610 is connected to the reinforcement area 121 of the front bulkhead assembly 100, and the two subframe beams 610 are spaced apart along a second direction. One end of the subframe reinforcement 620 is connected to the front frame crossbeam 210, and the other end of the subframe reinforcement 620 has a forked structure, connecting to the two subframe beams 610 respectively.

[0080] The subframe beam 610 is a key load-bearing component in the vehicle chassis structure. Its main function is to connect the suspension system, powertrain, and main body structure to effectively transfer loads, absorb road impacts, and improve vehicle handling stability. Two subframe beams 610, spaced apart in the left-right direction, form the basic support for the chassis structure in the engine compartment. One end of the subframe beam 610 is connected to the reinforcement area 121 of the front bulkhead assembly 100, utilizing the high-strength reinforcement area 121 of the front bulkhead assembly 100 to distribute and absorb loads.

[0081] The material selection for the subframe beam 610 is typically high-strength steel, aluminum alloy, or composite materials. Its cross-sectional shape can be optimized according to specific load requirements and space constraints, such as using box-shaped, U-shaped, or irregular cross-sections. The connection between the subframe beam 610 and the reinforcing zone 121 can be achieved through various methods such as welding, bolting, or riveting. For example, the rear end of the subframe beam 610 is connected to the threaded pipe 134 pre-installed in the reinforcing zone 121 via bolts.

[0082] Building upon this, the subframe reinforcement 620 is designed to further enhance the connection strength and load transfer efficiency between the subframe beam 610 and the main body structure. One end of the subframe reinforcement 620 is connected to the center channel reinforcement 500, such that the center channel reinforcement 500 and the subframe reinforcement 620 are connected to the upper and lower sides of the battery pack 200, meaning the rear end of the subframe reinforcement 620 is connected to the front frame crossbeam 210 of the battery pack 200. This effectively guides the load at the subframe to the reinforced area in the center of the vehicle body, ensuring a balanced distribution of vertical loads along the lateral load distribution of the vehicle body.

[0083] The other end (i.e., the front end) of the subframe reinforcement 620 is designed with a forked structure, which can be connected to the two subframe beams 610 mentioned above. This forked design allows the subframe reinforcement 620 to form a stable "Y" or "V" shaped support structure, which evenly distributes the load from the subframe to the reinforced area in the center of the vehicle body.

[0084] The subframe reinforcement 620 can be made of stamped steel plate, cast aluminum alloy or extruded profile, and its connection with the front frame crossbeam 210 and the subframe beam 610 can be stably connected by welding, bolting or riveting.

[0085] Through the above technical solution, this application effectively solves the problems of insufficient connection stiffness between the subframe and the central body reinforcement structure 130 and unclear load transfer path in the existing structure. Specifically, one end of the subframe beam 610 is connected to the reinforcement area of ​​the front assembly 100, ensuring a direct and robust connection between the subframe and the front body structure, thereby efficiently transferring loads from the suspension and powertrain to the front assembly 100. Simultaneously, one end of the subframe reinforcement 620 is connected to the central channel reinforcement 500, and the other end is connected to the two subframe beams 610 via a forked structure, forming a stable "Y" or "V" shaped support structure at the bottom of the vehicle. This structural design allows the load of the subframe not only to be transferred to the front assembly 100, but also to be further distributed to the central channel reinforcement 500 in the center of the body through the subframe reinforcement 620. This not only significantly enhances the connection stiffness and overall torsional stiffness between the subframe and the main body structure, but also provides a clearer and more effective load transfer path in the event of a frontal collision, distributing the impact energy more evenly to multiple structural components such as the front bulkhead assembly 100 and the central channel reinforcement 500, thereby improving the vehicle's passive safety, reducing local stress concentration, and optimizing energy absorption efficiency.

[0086] In some embodiments, such as Figure 2 and Figure 3 As shown, the vehicle body structure includes a central channel reinforcement 500. Along the second direction X (e.g., left-right direction), refer to... Figure 10 The central channel reinforcement 500 has at least three spaced-apart first connecting portions 510 for downward connection to the front frame crossbeam 210 and longitudinal beam 230 of the battery pack 200. A weight-reducing cavity 520 is provided between two adjacent first connecting portions 510 to effectively reduce the weight of the central channel reinforcement 500.

[0087] like Figure 8 As shown, the battery pack 200 has a longitudinal beam 230 on its upper side corresponding to the central channel reinforcement 500. The central channel reinforcement 500 is connected to the longitudinal beam 230 along the first direction Y. The connection method can be welding, bolting, or riveting. For example, at the location of the longitudinal beam 230, the central channel reinforcement 500 is connected to the longitudinal beam 230 of the battery pack 200 by twelve bolts spaced apart to ensure the connection strength between the two, thereby effectively transmitting longitudinal loads.

[0088] The central channel reinforcement 500 can be manufactured using materials and processes such as stamped sheet metal parts, aluminum alloy extrusion parts, or die-cast parts. Taking the central channel reinforcement 500 having three downward-facing first connecting parts 510 as an example, its cross-sectional shape perpendicular to the front-back direction is approximately an "E"-shaped structure with the opening facing downwards.

[0089] Compared to the traditional zigzag-shaped reinforcement, the at least three spaced-apart first connecting portions 510 are equivalent to having at least one longitudinal reinforcing rib on the inner side, thereby improving the bending and torsional strength of the central channel reinforcement 500. This also provides at least one additional set of connection points between the central channel reinforcement 500 and the battery pack 200, further balancing the longitudinal load distribution and transmission while improving connection strength.

[0090] It is important to emphasize that the design of the weight-reducing cavity 520 effectively reduces the overall weight of the central channel reinforcement 500, thereby lowering the vehicle's curb weight and contributing to improved energy consumption and driving range per 100 kilometers. Furthermore, while maintaining a certain level of rigidity, the weight-reducing cavity 520 provides energy-absorbing space, helping to absorb and disperse impact energy during a collision and improving occupant safety. In addition, the weight-reducing cavity 520 can also be used to accommodate wiring harnesses and conduits, maximizing space utilization. This ultimately enhances the overall performance and reliability of the vehicle body structure.

[0091] It should be noted that the rear end of the center channel reinforcement 500 is used to connect the longitudinal beam 230 of the battery pack 200. The middle part of the center channel reinforcement 500 is used to connect the front frame crossbeam 210 of the battery pack 200. At least a front lower baffle 110 is fixed between the center channel reinforcement 500 and the front frame crossbeam 210. Alternatively, the rear edge of the front lower beam plate 120 and the rear edge of the subframe mounting plate 131 can be fixed below the front lower baffle 110.

[0092] At this time, as Figure 10 As shown, the lower front bulkhead 110 has a corresponding recess 112 for the first connecting portion 510. If there are three of each of the first connecting portion 510 and the three recesses 112, the recesses 112 are used to fit and position the first connecting portions 510 one by one, facilitating assembly. A second sealing layer 420 is provided between the recess 112 and the first connecting portion 510 to improve the sealing performance of this area and effectively isolate the cabin from the external environment.

[0093] For example, the lower end face of the first connecting portion 510 is provided with a threaded hole, so that the bolt passes through the front frame crossbeam 210, the lower front beam plate 120, and the lower front baffle 110 from bottom to top and connects with the threaded hole of the first connecting portion 510. At this time, the second sealing layer 420 is a sealing gasket disposed between the first connecting portion 510 and the bottom wall of the recessed portion 112. The threaded hole is a blind hole structure to improve the sealing and isolation effect.

[0094] The frame structure and side wall structure of the battery pack 200 can be made of aluminum alloy. The subframe beam 610, subframe reinforcement 620, center channel reinforcement 500, and two sill beams 300 can also be made of aluminum profiles. This results in a lighter weight and higher structural strength.

[0095] In some embodiments, such as Figure 10 As shown, the central channel reinforcement 500 and the subframe reinforcement 620 are connected to the upper and lower sides of the front frame crossbeam 210.

[0096] The center channel reinforcement 500 and the subframe reinforcement 620 are integrated on the upper and lower sides of the front frame crossbeam 210. Between the front frame crossbeam 210 and the subframe reinforcement 620, the longitudinal load transmitted by the subframe reinforcement 620 can be balanced by the front frame crossbeam 210, thereby improving the uniformity of load distribution at the two sill beams 300 and the longitudinal beam 230. Simultaneously, the center channel reinforcement 500, connecting the longitudinal beam 230 and the front frame crossbeam 210, supports the central area of ​​the longitudinal beam, preventing localized bending deformation of the front frame crossbeam 210 during the transmission of large longitudinal loads, thus improving the overall safety performance of the vehicle body structure.

[0097] Based on this, the front frame crossbeam 210 is bolted to the front bulkhead assembly 100 through three areas (near the two reinforcing areas 121 and near the central channel reinforcing member 500), with seven bolts along the left-right direction: three in the middle and two on each side. This ensures that the front frame crossbeam 210 is connected to the front bulkhead assembly 100 in the left-right direction and bears force evenly.

[0098] Meanwhile, the first crossbeam 220 at the rear has six bolted stress points that are spaced apart and connected to the front bulkhead assembly 100 in the left-right direction, so that the first crossbeam 220 is connected to the front bulkhead assembly 100 in the left-right direction and is evenly stressed. Combined with the flat sheet metal structure of the lower front bulkhead baffle 110, the first sealing layer 410 is evenly stressed on both the front and rear sides, resulting in good sealing effect and sealing stability.

[0099] At the front end of the central channel reinforcement 500, such as Figure 2 and Figure 12 As shown, the front end of the center channel reinforcement 500 contacts the lower front bulkhead baffle 110. Multiple spaced abutment portions 540 are provided at the front end of the center channel reinforcement 500 along the left-right direction. In this contact area, the lower front bulkhead beam 120 and the lower front bulkhead baffle 110 are at least partially in contact. The front end of the center channel reinforcement 500 and the lower front bulkhead baffle 110 can be connected via self-piercing riveting or bolting at twenty-two points. This provides a stable connection between the battery pack 200 and the front bulkhead assembly 100, allowing longitudinal loads to be transferred from the front bulkhead assembly 100 to the battery pack 200 and the vehicle body via the center channel reinforcement 500, effectively distributing load stress.

[0100] Meanwhile, in frontal collision test conditions or accidents, since the front end of the central channel reinforcement 500 abuts against the front bulkhead assembly 100, it can prevent the engine or motor in the engine compartment from moving backward significantly and intruding into the cabin, thus ensuring the safety of the occupants in the cabin.

[0101] like Figure 12 As shown, in the contact area, the lower front bulkhead beam 120 is recessed towards the central channel reinforcement 500, forming a first recessed area 122. Specifically, the central region of the outer lower front bulkhead beam 120 is recessed rearward (or upward) to form the first recessed area 122. This increases the rearward movement and avoidance space for components such as engines or motors within the cabin in a collision scenario, preventing direct contact and rearward compression of the front bulkhead assembly 100 by cabin components during a collision. During this process, impact energy can be absorbed within this avoidance space by other structures, preventing direct intrusion into the cabin and impact on occupants.

[0102] like Figure 12 As shown, a second recessed area 111 can also be formed in the contact area by recessing the lower front bulkhead 110 towards the side opposite to the central channel reinforcement 500. The second recessed area 111, in conjunction with the central channel reinforcement 500 that abuts at the front end, can guide rearward-moving intruding cabin components downward, so that cabin components such as engines or motors sink downward during a collision instead of intruding rearward into the passenger compartment, thereby reducing the risk of intrusion into the passenger compartment.

[0103] In some embodiments, such as Figure 13 and Figure 14As shown, the sill beams 300 are connected to overlapping beam plates 310 on their inner sides along the second direction X. The upper and lower sides of the overlapping beam plates 310 are used to seal the connection between the lower front panel 110 and the battery pack 200. A third sealing layer 430 may be provided between the lower front panel 110 and the top wall of the battery pack 200. The end of the overlapping beam plate 310 away from the sill beams 300 along the second direction has a chamfered or rounded corner structure on its upper side.

[0104] The overlapping beam plate 310 is a fixed frame inside the sill beam 300. Its upper and lower sides are used to contact and connect the lower front baffle 110 and the battery pack 200, such as the overlapping beam plate 310 and the sill beam 300 being an integral profile component. Since the overlapping beam plate 310 needs to be provided with a certain thickness to improve the connection strength to the battery pack 200, the lower front baffle 110 is flexed downwards on the inner side of the overlapping beam plate 310 to fit close to the top wall of the battery pack 200 and adapt to the third sealing layer 430.

[0105] Due to the physical characteristics of the sheet metal, the lower front panel 110 cannot be bent vertically at the translational bending point; it can only be bent through a continuous reverse chamfer or rounded corner structure. At this time, there is a large gap between the inner end face of the overlapping beam plate 310 and the lower front panel 110 along the second direction X below. The size of this gap makes it impossible for the third sealing layer 430 to meet the sealing and filling requirements.

[0106] Thus, by providing a chamfered or rounded corner structure on the upper side of the inner end of the overlapping beam plate 310, it can be adapted to the inner arc bending area on the outer side of the lower front panel 110, thereby reducing the lateral dimension at the bottom gap. If this lateral dimension is less than or equal to 7mm, the sealing and filling requirements of the third sealing layer 430 can be met. This allows the battery pack 200 to achieve a stable and effective sealed connection at the sill beams 300 on both sides, which, together with the sealing connection structure on the front side of the battery pack 200, meets the assembly requirements of the battery pack and the vehicle body, thereby improving the collision safety of the overall vehicle body structure.

[0107] Thirdly, embodiments of this application also provide a vehicle that includes the body structure described in the second aspect. Since this vehicle includes the body structure described in the second aspect, it possesses all the effects of the embodiments involving the aforementioned body structure, which will not be repeated here.

[0108] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0109] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0110] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A front fascia assembly, characterized in that, include: A lower front bulkhead (110) is used to separate the cockpit from the cabin; The lower front beam (120) and the lower front baffle (110) are independent components of each other. The lower front beam (120) is connected to the side of the lower front baffle (110) facing the engine compartment. The lower front beam (120) includes a reinforcing area (121) for connecting the subframe. And a reinforcing structure (130) that connects the front lower beam plate (120) in the reinforcing area (121).

2. The front assembly according to claim 1, characterized in that, The reinforcing structure (130) includes: A first support member (132) is located in the reinforcing area (121) between the lower front beam plate (120) and the lower front baffle (110). The first support member (132) is connected to the lower front beam plate (120) at least on its opposite two side edges. A portion of the first support member (132) is spaced apart from the lower front beam plate (120) and connected to the lower front baffle (110).

3. The front assembly according to claim 2, characterized in that, The reinforcing structure (130) includes: A second support member (133) is located in the reinforcing area (121) between the lower front beam plate (120) and the first support member (132). The second support member (133) is connected to the lower front beam plate (120) at least on its opposite two side edges. A portion of the second support member (133) is spaced apart from the lower front beam plate (120) and connected to the first support member (132). And a threaded tube (134) for connecting the mounting bolts of the subframe; one end of the threaded tube (134) is fixedly connected to the front lower beam plate (120), and the other end of the threaded tube (134) is fixedly connected to at least the second support member (133).

4. The front assembly according to claim 2, characterized in that, The reinforcing structure (130) includes a subframe mounting plate (131), which is at least partially in contact with the front lower beam plate (120) in the reinforcing area (121); and / or, The front bulkhead assembly includes a sealing coating (142), and the lower front bulkhead baffle (110) is provided with welding holes (141) corresponding to the first support member (132). The lower front bulkhead baffle (110) is welded and fixed to the first support member (132) at the edge of the welding holes (141). The sealing coating (142) and the first support member (132) are located on opposite sides of the lower front bulkhead baffle (110) and cover the welding holes (141).

5. A vehicle body structure, characterized in that, include: The front assembly as described in any one of claims 1-4; The battery pack (200) is arranged sequentially along a first direction (Y), and the battery pack (200) is sealed to the lower edge of the front assembly; And two sill beams (300) are sealed to opposite sides of the battery pack (200) along a second direction (X), with an included angle between the first direction (Y) and the second direction (X).

6. The vehicle body structure according to claim 5, characterized in that, The vehicle body structure includes a first sealing layer (410), which is disposed between the battery pack (200) and the front bulkhead assembly; The battery pack (200) includes a front frame crossbeam (210) and a first crossbeam (220) connected to the front bulkhead assembly; the first crossbeam (220) and the front frame crossbeam (210) are spaced apart along the first direction (Y), and the first sealing layer (410) is located between the first crossbeam (220) and the front frame crossbeam (210).

7. The vehicle body structure according to claim 5, characterized in that, The sill beam (300) is connected to the inner side of the beam (310) that is close to each other along the second direction (X). The upper and lower sides of the overlapping beam (310) are used to seal the connection between the front lower baffle (110) and the battery pack (200). Wherein, the end of the overlapping beam plate (310) away from the threshold beam (300) along the second direction (X) has at least a chamfered structure or a rounded corner structure on the upper side.

8. The vehicle body structure according to any one of claims 5-7, characterized in that, The vehicle body structure includes: The central channel reinforcement (500) is provided with at least three spaced first connecting parts (510) along the second direction (X), and a weight-reducing cavity (520) is provided between two adjacent first connecting parts (510). The first connecting parts (510) are connected to the battery pack (200).

9. The vehicle body structure according to claim 8, characterized in that, Along the first direction (Y), the middle channel reinforcement (500) is disposed in contact with the lower front baffle (110) at one end near the front assembly. In the contact area, the lower front beam (120) and the lower front baffle (110) are at least partially in contact with each other. In the contact area, the lower front beam plate (120) is recessed toward the central channel reinforcement (500) to form a first recessed area (122); and / or, In the contact area, the lower front fascia baffle (110) is recessed toward the side opposite to the central channel reinforcement (500) to form a second recessed area (111); and / or, The central channel reinforcement (500) is provided with a plurality of spaced abutment portions (540) along the second direction (X), the abutment portions (540) being used to abut against the front lower baffle (110).

10. The vehicle body structure according to claim 8, characterized in that, The vehicle body structure includes: Two subframe beams (610), one end of which is connected to the reinforcement area (121) of the front bulkhead assembly, and the two subframe beams (610) are spaced apart along the second direction (X); And a subframe reinforcement (620), one end of which is connected to the central channel reinforcement (500), and the other end of which is a bifurcated structure, connected to the two subframe beams (610) respectively.

11. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 5-10.

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