Vehicle body structure and vehicle

Abstract

The application discloses a vehicle body structure and a vehicle, and relates to the automobile field.The vehicle body structure comprises an engine compartment longitudinal beam and a collision reinforcement.The engine compartment longitudinal beam extends along a first direction, and the engine compartment longitudinal beam has a first end and a second end.The engine compartment longitudinal beam comprises an inner longitudinal beam plate and an outer longitudinal beam plate, and the outer longitudinal beam plate is connected to one side of the inner longitudinal beam plate and encloses the inner longitudinal beam plate to form a longitudinal beam cavity.The collision reinforcement is connected to the first end of the engine compartment longitudinal beam, and the collision reinforcement is arranged on the side of the outer longitudinal beam plate away from the inner longitudinal beam plate, and the collision reinforcement and the outer longitudinal beam plate enclose a collision reinforcement cavity.Through the above scheme, the collision force transmission path can be optimized, and the front collision performance can be effectively improved.

Description

Technical Field

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

[0002] With the continuous development of the automotive industry, vehicle collision safety has gradually become one of the important indicators that people pay attention to when purchasing a car. The front collision structure, as a core component of vehicle collision safety, directly affects the vehicle's performance in a collision. The front collision structure typically includes the front bumper, energy-absorbing box, and engine compartment longitudinal beams.

[0003] The design of the frontal collision structure needs to consider both energy absorption and structural rigidity. Energy absorption design aims to convert the energy of a collision into deformation energy through vehicle body deformation, thereby reducing injury to occupants and the vehicle. Rigidity design focuses on maintaining the rigidity of the vehicle body during a collision, reducing vehicle deformation, and improving the safety of occupants.

[0004] The force transmission path and collision performance of the existing front collision structure still need to be improved. Summary of the Invention

[0005] This application provides a vehicle body structure and vehicle that can optimize the collision force transmission path and effectively improve front collision performance.

[0006] To solve the aforementioned technical problems, this application adopts the following technical solution: A vehicle body structure is provided, including a longitudinal beam in the engine compartment and a collision reinforcement member. The longitudinal beam extends along a first direction and has a first end and a second end. The longitudinal beam includes an inner longitudinal beam plate and an outer longitudinal beam plate. The outer longitudinal beam plate is connected to one side of the inner longitudinal beam plate and together with the inner longitudinal beam plate forms a longitudinal beam cavity. The collision reinforcement member is connected to the first end of the longitudinal beam and protrudes from the side of the outer longitudinal beam plate opposite to the inner longitudinal beam plate. The collision reinforcement member and the outer longitudinal beam plate together form a collision reinforcement cavity.

[0007] In the direction from the first end to the second end, the outer plate of the longitudinal beam includes a connecting section, an inclined section, and a straight section that are connected in sequence and smoothly transition. The distance between the connecting section and the inner plate of the longitudinal beam is greater than the distance between the straight section and the inner plate of the longitudinal beam. In the direction from the connecting section to the straight section, the inclined section gradually inclines toward the inner plate of the longitudinal beam.

[0008] One end of the collision reinforcement is connected to the connecting section, and the other end of the collision reinforcement is connected to the inclined section.

[0009] The vehicle body structure further includes an outer panel reinforcement plate, which is stacked on the side of at least a portion of the inclined section and at least a portion of the straight section facing the inner panel of the longitudinal beam. The end of the collision reinforcement member connected to the inclined section, the inclined section, and a portion of the outer panel reinforcement plate are stacked in sequence.

[0010] The outer plate reinforcing plate includes at least one boss that protrudes into the inner plate of the longitudinal beam, and the boss and the straight section together form an outer plate reinforcing cavity.

[0011] The vehicle body structure also includes an energy-absorbing box. One end of the energy-absorbing box is inserted into the longitudinal beam cavity and connected to the first end of the engine compartment longitudinal beam. The other end of the energy-absorbing box extends outside the engine compartment longitudinal beam along the first direction. The energy-absorbing box includes a first side plate and a second side plate spaced apart along a second direction. The first side plate is connected to the outer plate of the longitudinal beam, and the second side plate is connected to the inner plate of the longitudinal beam. The second direction is the direction from the outer plate of the longitudinal beam to the inner plate of the longitudinal beam.

[0012] The vehicle body structure further includes at least one fixing bolt disposed at the first end of the longitudinal beam in the engine compartment. The at least one fixing bolt passes through and locks the collision reinforcement, the outer plate of the longitudinal beam, the first side plate, the second side plate, and the inner plate of the longitudinal beam in sequence.

[0013] The vehicle body structure also includes an embedded reinforcing member disposed within the energy-absorbing box. The embedded reinforcing member extends along the second direction, and its two ends are respectively attached to the inner walls of the first side plate and the second side plate. The embedded reinforcing member also has at least one fixing through hole corresponding to the fixing bolt, and the fixing bolt passes through the fixing through hole.

[0014] The energy-absorbing box further includes a top plate and a bottom plate spaced apart along a third direction. The top plate, the bottom plate, the first side plate, and the second side plate together form an energy-absorbing cavity. The energy-absorbing cavity is also provided with a first support plate and a second support plate arranged in a cross direction. The two ends of the first support plate are respectively connected to the inner walls of the first side plate and the second side plate, and the two ends of the second support plate are respectively connected to the inner walls of the top plate and the bottom plate.

[0015] The inner walls of the first side plate and the second side plate are respectively provided with at least one pair of limiting protrusions protruding towards the energy absorption cavity. The embedded reinforcing member is provided with limiting grooves on both sides corresponding to the limiting protrusions. The embedded reinforcing member is disposed within the pair of limiting protrusions, and the limiting protrusions are located within the limiting grooves.

[0016] The cabin longitudinal beam has a bending notch at its bottom, and the bending notch is located on the side of the second end facing the first end.

[0017] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle including the body structure described in the above technical solution.

[0018] The beneficial effects of this application are as follows: Unlike the prior art, the vehicle body structure provided in this application has a collision reinforcement member installed on the outer side of the front end of the engine compartment longitudinal beam. This arrangement improves the front collision structure of the vehicle body in the following ways: First, because the collision reinforcement member protrudes laterally from the front end of the engine compartment longitudinal beam, the cross-sectional area of ​​the front end of the engine compartment longitudinal beam is increased, reducing the impact force of the front collision on the engine compartment longitudinal beam; Second, the collision reinforcement member adds a force transmission path to the front collision structure, allowing a portion of the energy from the front collision to be transferred to the outer plate of the longitudinal beam along the extension direction of the collision reinforcement member, dispersing the collision impact force and reducing the deformation amplitude of the front section of the longitudinal beam; Third, because the collision reinforcement member forms a collision reinforcement cavity on the outer side of the engine compartment longitudinal beam, this cavity can resist and absorb collision energy, reduce vehicle damage, further reduce the intrusion of the engine compartment longitudinal beam into the passenger compartment, thereby optimizing the force transmission path of the front of the vehicle body and effectively improving front collision performance. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural schematic diagram of an embodiment of the vehicle body structure of this application; Figure 2 This is an exploded view of an embodiment of the vehicle body structure of this application; Figure 3 This is a cross-sectional view of the vehicle body structure of this application from one angle; Figure 4 This is a three-dimensional structural diagram of the impact reinforcement and outer plate reinforcement of this application in one embodiment; Figure 5 This is a cross-sectional view of the vehicle body structure from another angle in this application; Figure 6 This is a three-dimensional structural schematic diagram of an embodiment of the energy-absorbing box of this application.

[0020] Reference numerals: 1. Vehicle body structure; 10. Engine compartment longitudinal beam; 101. First end; 102. Second end; 103. Bending notch; 10a. Longitudinal beam cavity; 11. Longitudinal beam outer plate; 111. Connecting section; 112. Inclined section; 113. Straight section; 114. First groove; 12. Longitudinal beam inner plate; 20. Collision reinforcement; 20a. Collision reinforcement cavity; 21. Second groove; 30. Outer plate reinforcement plate; 31. Boss; 30a. Outer plate reinforcement cavity; 40. Energy absorption box; 40a. Energy absorption cavity; 41. First side plate; 42. Second side plate; 43. Top plate; 44. Bottom plate; 45. First support plate; 46. Second support plate; 47. Limiting protrusion; 50. Fixing bolt; 60. Embedded reinforcement; 61. Fixing through hole; 62. Limiting groove. Detailed Implementation

[0021] To make the objectives, technical solutions, and effects of this application clearer and more explicit, the following detailed description is provided with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] For ease of understanding, the attached diagram shows the mutually orthogonal X-axis, Y-axis, and Z-axis. The direction along the X-axis is called the X-direction, which is the front-to-rear direction of the vehicle body structure, and the first direction is the direction from the front of the vehicle to the rear. The direction along the Y-axis is called the Y-direction, which is the width direction of the vehicle body structure, and the second direction is the direction from the outside of the vehicle to the inside. The direction along the Z-axis is called the Z-direction, which is the height direction of the vehicle body structure, and the third direction is the direction from the bottom of the vehicle to the top.

[0023] See Figure 1 and Figure 2 , Figure 1 This is a three-dimensional structural diagram of an embodiment of the vehicle body structure of this application. Figure 2 This is an exploded view of an embodiment of the vehicle body structure of this application. This application provides a vehicle body structure 1, which is a front collision structure of the vehicle body, including a cabin longitudinal beam 10 and a collision reinforcement member 20.

[0024] See Figure 3 , Figure 3 This is a cross-sectional view of the vehicle body structure of this application from one angle. The engine compartment longitudinal beam 10 extends along a first direction (X direction) and has a first end 101 and a second end 102, with the first end 101 being the front end and the second end 102 being the rear end. The engine compartment longitudinal beam 10 includes an inner longitudinal beam plate 12 and an outer longitudinal beam plate 11. The outer longitudinal beam plate 11 is connected to one side of the inner longitudinal beam plate 12 and together with the inner longitudinal beam plate 12 forms a longitudinal beam cavity 10a.

[0025] Specifically, both the inner longitudinal beam plate 12 and the outer longitudinal beam plate 11 are hot stamping reinforcement plates, which have high strength. The outer longitudinal beam plate 11 and the inner longitudinal beam plate 12 are distributed along the second direction (Y direction). The outer longitudinal beam plate 11 is arranged on the outer side of the vehicle body, and the inner longitudinal beam plate 12 is arranged on the inner side of the vehicle body. The cross-section of the outer longitudinal beam plate 11 in the direction perpendicular to the X-axis is U-shaped with the opening facing the inner longitudinal beam plate 12, and the cross-section of the inner longitudinal beam plate 12 in the direction perpendicular to the X-axis is U-shaped with the opening facing the outer longitudinal beam plate 11. The inner longitudinal beam plate 12 and the outer longitudinal beam plate 11 are buckled to form a longitudinal beam cavity 10a in the shape of a "mouth".

[0026] The collision reinforcement member 20 is connected to the first end 101 of the engine compartment longitudinal beam 10. The collision reinforcement member 20 protrudes from the side of the outer longitudinal beam plate 11 facing away from the inner longitudinal beam plate 12, and the collision reinforcement member 20 and the outer longitudinal beam plate 11 enclose a collision reinforcement cavity 20a.

[0027] Specifically, the collision reinforcement member 20 can be a reinforced sheet metal part. The collision reinforcement member 20 is bent in the first direction to form a "ji" - shaped structure. The flanges at both ends of the collision reinforcement member 20 are fixedly connected to the outer side surface of the outer longitudinal beam plate 11, specifically, it can be welding, screwing or riveting, etc. The shape of the collision reinforcement cavity 20a can be a trapezoid with a gradually increasing width along the second direction.

[0028] The vehicle body structure 1 provided by the present application sets the collision reinforcement member 20 on the outer side of the front end of the engine compartment longitudinal beam 10. This setting improves the vehicle body front collision structure in the following aspects: First, since the collision reinforcement member 20 protrudes laterally from the front end of the engine compartment longitudinal beam 10, the cross-sectional area of the front end of the engine compartment longitudinal beam 10 is increased, and the impact force of the front collision on the engine compartment longitudinal beam 10 is reduced; Second, the collision reinforcement member 20 adds a force transmission path (as shown by the arrow in Figure 3 ), so that a part of the energy of the front collision is transmitted along the extension direction of the collision reinforcement member 20 to the outer longitudinal beam plate 11, dispersing the collision impact force and reducing the deformation amplitude of the front section of the longitudinal beam; Third, since the collision reinforcement member 20 forms a collision reinforcement cavity 20a on the outer side of the engine compartment longitudinal beam 10, this cavity can resist and absorb collision energy, reduce vehicle damage, and further reduce the intrusion of the engine compartment longitudinal beam 10 into the passenger compartment, thereby optimizing the force transmission path of the front of the vehicle body and effectively improving the front collision performance.

[0029] Refer to Figure 3 , in an embodiment, in the direction from the first end 101 to the second end 102, the outer longitudinal beam plate 11 includes a connecting section 111, an inclined section 112 and a straight section 113 that are sequentially connected and smoothly transition. The distance between the connecting section 111 and the inner longitudinal beam plate 12 is greater than the distance between the straight section 113 and the inner longitudinal beam plate 12. In the direction from the connecting section 111 to the straight section 113, the inclined section 112 gradually inclines towards the inner longitudinal beam plate 12.

[0030] Specifically, along the first direction (i.e., from front to back), the longitudinal beam outer plate 11 includes a straight connecting section 111 extending along the first direction, an inclined section 112 gradually tilting inward, and a straight section 113 extending along the first direction. The longitudinal beam outer plate 11 is Z-shaped in its extension direction. The length of the straight section 113 is greater than the lengths of the inclined section 112 and the connecting section 111. This arrangement results in the engine compartment longitudinal beam 10 having a wider front section, a narrower rear section, and a gradually narrowing middle section from front to back in the Y direction. On the one hand, this provides a larger contact area at the front of the engine compartment longitudinal beam 10 to disperse the impact force during a collision; on the other hand, it narrows the rear section of the engine compartment longitudinal beam 10, reducing the material usage of the engine compartment longitudinal beam 10, lowering costs, and achieving vehicle body lightweighting. At the same time, because the inclined section 112 of the longitudinal beam outer plate 11 gradually tilts inward from front to back, a bending structure is formed at the connection between the inclined section 112 and the straight section 113. When the cabin longitudinal beam 10 is subjected to a frontal collision, the bending structure can guide the cabin longitudinal beam 10 to bend outward, sliding the collision obstacle and the front structure outward, thereby reducing the intrusion of collision energy into the cabin longitudinal beam 10. In addition, a triangular space is formed on the inner side of the inclined section 112, which corresponds to other spaces in the longitudinal beam cavity 10a. At the same time, this triangular space also corresponds to the collision reinforcement cavity 20a, improving the overall strength of the cabin longitudinal beam 10.

[0031] See Figure 3 In one embodiment, one end of the collision reinforcement 20 is connected to the connecting segment 111, and the other end of the collision reinforcement 20 is connected to the inclined segment 112. The front and rear flanges of the collision reinforcement 20 are fixedly connected to the outer surfaces of the connecting segment 111 and the inclined segment 112, respectively. In this embodiment, the front end of the collision reinforcement 20 is connected to the front end of the connecting segment 111, and the rear end of the collision reinforcement 20 is connected to the front end of the inclined segment 112, thereby increasing the structural strength of the connecting segment 111 and the inclined segment 112, improving the force transmission performance, and making the force transmission path smoother.

[0032] See Figure 1 In one embodiment, the front end of the longitudinal beam outer plate 11 is provided with a first groove 114 extending along a first direction, the first groove 114 protruding towards the collision reinforcement 20. The front end of the collision reinforcement 20 is provided with a second groove 21 extending along the first direction, the second groove 21 protruding in the same direction as the first groove 114, and the outer wall of the first groove 114 fitting against the inner wall of the second groove 21. The above structure limits the relative position of the longitudinal beam outer plate 11 and the collision reinforcement 20, and forms reinforcing ribs at the front ends of the longitudinal beam outer plate 11 and the collision reinforcement 20, thereby improving their strength.

[0033] See Figure 3 and combined Figure 4In one embodiment, the vehicle body structure 1 further includes an outer panel reinforcing plate 30, which is stacked on the side of at least a portion of the inclined section 112 and at least a portion of the straight section 113 facing the inner panel 12 of the longitudinal beam. Specifically, the outer panel reinforcing plate 30 is attached to the inner side of the outer panel 11 of the longitudinal beam and correspondingly attached to the inner side of the front section of the inclined section 112 and the straight section 113, such that the outer panel reinforcing plate 30 is also bent at the connection between the inclined section 112 and the straight section 113 to form a V-shaped plate structure. The outer panel reinforcing plate 30 can be a reinforcing sheet metal part, and the double-layer structure of the inclined section 112 and the straight section 113 can effectively enhance the structural strength and improve the force transmission performance. The end of the collision reinforcement member 20 connected to the inclined section 112, the inclined section 112, and a portion of the outer panel reinforcing plate 30 are stacked sequentially. Specifically, the rear flange of the collision reinforcement 20, the inclined section 112, and the front end of the outer plate reinforcement 30 are stacked and overlapped in sequence from the outside to the inside to further strengthen the strength of the overlap.

[0034] See Figure 3 In one embodiment, the outer panel reinforcing plate 30 includes at least one boss 31, which protrudes towards the inner panel 12 of the longitudinal beam. The boss 31 and the straight section 113 together form an outer panel reinforcing cavity 30a. Specifically, in this embodiment, there are two bosses 31, which are disposed on the outer panel reinforcing plate 30 along the first direction corresponding to the straight section 113. The boss 31 is a bent structure protruding towards the longitudinal beam cavity 10a. The boss 31 and the straight section 113 of the outer panel 11 of the longitudinal beam form the outer panel reinforcing cavity 30a, which further increases the strength of the straight section 113 of the outer panel 11 of the longitudinal beam. This ensures that when the vehicle is subjected to a frontal impact, the deformation of the vehicle body structure 1 is stopped at the straight section 113 along the first direction, reducing the probability of the engine compartment longitudinal beam 10 intruding into the passenger compartment.

[0035] In other embodiments, multiple bosses 31 may be provided on the outer plate reinforcing plate 30 at other positions corresponding to the straight section 113 to increase the number of outer plate reinforcing cavities 30a and further enhance the strength of the longitudinal beam outer plate 11.

[0036] See Figure 1 and Figure 3In one embodiment, the vehicle body structure 1 further includes an energy-absorbing box 40 extending along the X direction. The energy-absorbing box 40 can be an extruded aluminum alloy profile structure. One end of the energy-absorbing box 40 is inserted into the longitudinal beam cavity 10a and connected to the first end 101 of the engine compartment longitudinal beam 10, and the other end of the energy-absorbing box 40 extends beyond the engine compartment longitudinal beam 10 along the first direction. The rear end of the energy-absorbing box 40 is inserted into the longitudinal beam cavity 10a at the front end of the engine compartment longitudinal beam 10, and the front end of the energy-absorbing box 40 extends forward and is used to connect with the anti-collision beam. The energy-absorbing box 40 includes a first side plate 41 and a second side plate 42 spaced apart along a second direction. The first side plate 41 is connected to the outer plate 11 of the longitudinal beam, and the second side plate 42 is connected to the inner plate 12 of the longitudinal beam, wherein the second direction is the direction from the outer plate 11 of the longitudinal beam to the inner plate 12 of the longitudinal beam. The first side plate 41 is located outside the second side plate 42 and is attached to and fixedly connected to the inner side of the connecting section 111 of the outer plate 11 of the longitudinal beam. The first side plate 41 can be welded, screwed, or riveted to the connecting section 111. The second side plate 42 is located inside and is attached to and fixedly connected to the side of the inner plate 12 of the longitudinal beam facing the outer plate 11 of the longitudinal beam. The second side plate 42 can be welded, screwed, or riveted to the inner plate 12 of the longitudinal beam.

[0037] Because the side plates of the energy-absorbing box 40 are stacked with the outer plate 11 and the inner plate 12 of the longitudinal beam, respectively, the strength of the connection area between the energy-absorbing box 40 and the longitudinal beam 10 in the engine compartment is enhanced. When the vehicle is subjected to a frontal impact, the energy-absorbing box 40 first undergoes collapse deformation to absorb part of the energy. The remaining collision energy is transferred rearward along the outer plate 11 and the inner plate 12 of the longitudinal beam, respectively, and another part of the energy is transferred to the outer plate 11 of the longitudinal beam along the collision reinforcement 20. Due to the presence of the inclined section 112, the collision energy causes the front end of the longitudinal beam 10 in the engine compartment to slide outward. At this time, because the structural strength of the collision reinforcement 20 is relatively large, it will only cause the collision reinforcement cavity 20a to deform to absorb the remaining energy. The structure is not easily damaged, and the collision energy is not easily allowed to penetrate into the inner side of the longitudinal beam 10 in the engine compartment, ensuring the safety of the occupants.

[0038] Further, see Figure 5 , Figure 5 This is a cross-sectional view of the vehicle body structure from another angle. In one embodiment, multiple cavities are formed between the sidewall of the energy-absorbing box 40 and the sidewall of the engine compartment longitudinal beam 10. These cavities interact with each other, effectively improving the strength and collision performance of the entire frame structure.

[0039] See Figure 2In one embodiment, the vehicle body structure 1 further includes at least one fixing bolt 50 disposed at the first end 101 of the engine compartment longitudinal beam 10. The at least one fixing bolt 50 passes through and locks the collision reinforcement 20, the outer plate 11 of the longitudinal beam, the first side plate 41, the second side plate 42, and the inner plate 12 of the longitudinal beam in sequence. Specifically, in this embodiment, there are four fixing bolts 50, which are arranged in an array along the X and Z directions, respectively, that is, there are two rows, with two fixing bolts 50 in each row. In this configuration, a row of two fixing bolts (one above the other) near the front end passes through through holes on the front end of the collision reinforcement 20, the front end of the outer longitudinal beam plate 11, the first side plate 41, the second side plate 42, and the front end of the inner longitudinal beam plate 12, locking the aforementioned structure. The other row of fixing bolts 50, located further from the front end, does not lock the collision reinforcement 20 but is positioned within it. Both fixing bolts 50 pass through through holes on the outer longitudinal beam plate 11, the rear end of the first side plate 41, the rear end of the second side plate 42, and the inner longitudinal beam plate 12, locking the aforementioned structure. By using bolts to connect the multi-layered sheet metal structure, the structural strength at the connection between the cabin longitudinal beam 10 and the energy-absorbing box 40 is increased.

[0040] See Figure 5 and Figure 6In one embodiment, the vehicle body structure 1 further includes an embedded reinforcing member 60. The embedded reinforcing member 60 can be an extruded aluminum alloy profile. The embedded reinforcing member 60 is disposed in the energy-absorbing cavity 40a within the energy-absorbing box 40. The embedded reinforcing member 60 extends along a second direction, and its two ends are respectively attached to the inner walls of the first side plate 41 and the second side plate 42. The embedded reinforcing member 60 also has at least one fixing through hole 61 corresponding to the fixing bolt 50, and the fixing bolt 50 passes through the fixing through hole 61. Specifically, in this embodiment, the length direction of the embedded reinforcing member 60 is the second direction, and the width direction is the first direction. This extension direction results in extremely high strength. The embedded reinforcing member 60 has two fixing through holes 61 extending along the second direction, and the two fixing through holes 61 are respectively disposed at both ends of the embedded reinforcing member 60 along the first direction. The embedded reinforcing member 60 is integrally embedded in the rear end of the energy-absorbing box 40. In this embodiment, two embedded reinforcing members 60 are provided, arranged side-by-side and parallel along the Z-direction. The four fixing through holes 61 on the two embedded reinforcing members 60 correspond to the aforementioned four fixing bolts 50. Specifically, the row of fixing bolts 50 near the front end (two rows, one above the other) passes through the through holes on the front end of the collision reinforcing member 20, the front end of the longitudinal beam outer plate 11, the first side plate 41, the embedded reinforcing member 60, the second side plate 42, and the front end of the longitudinal beam inner plate 12, locking the aforementioned structure. The other row of fixing bolts 50 away from the front end passes through the through holes on the longitudinal beam outer plate 11, the rear end of the first side plate 41, the embedded reinforcing member 60, the rear end of the second side plate 42, and the longitudinal beam inner plate 12, locking the aforementioned structure. By using bolts to fix the multi-layer sheet metal structure and the embedded reinforcing members 60 together, the structural strength at the connection between the cabin longitudinal beam 10 and the energy-absorbing box 40 is further increased. Meanwhile, as... Figure 5 As shown, the two embedded reinforcing members 60 divide the energy-absorbing cavity 40a into three sub-cavities in the Z direction, further improving structural strength and collision performance. Due to the extremely high structural strength at the embedded reinforcing members 60, the structure at this location is less prone to deformation during a frontal collision. In other embodiments, the number of embedded reinforcing members 60 and fixing bolts 50 can be increased or decreased accordingly.

[0041] Optionally, the diameter of the fixing through hole 61 is larger than the diameter of the fixing bolt 50. This creates a gap between the fixing bolt 50 and the embedded reinforcement 60, providing a buffer space for impact.

[0042] See Figure 6, in one embodiment, the energy absorption box 40 further includes a top plate 43 and a bottom plate 44 spaced apart in the third direction. The top plate 43, the bottom plate 44, the first side plate 41, and the second side plate 42 enclose an energy absorption cavity 40a. The energy absorption cavity 40a further includes a first support plate 45 and a second support plate 46 disposed crosswise. The two ends of the first support plate 45 are respectively connected to the inner walls of the first side plate 41 and the second side plate 42, and the two ends of the second support plate 46 are respectively connected to the inner walls of the top plate 43 and the bottom plate 44. Specifically, the cross-section of the energy absorption box 40 in a direction perpendicular to the X direction is a "field" shape, and its structural strength in all directions is high. In other embodiments, the cross-section of the energy absorption box 40 can also be other shapes, such as a "day" shape, an "eye" shape, etc.

[0043] In one embodiment, the first support plate 45 penetrates through the energy absorption box 40 in the X direction. In order to avoid the embedded reinforcement 60, the rear end of the second support plate 46 can be disconnected above and below the first support plate 45, that is, a groove with an open rear end is formed at the rear end to provide an installation space for the embedded reinforcement 60. Optionally, in order to ensure strength, the top, middle, and bottom ends of the rear end of the second support plate 46 can be retained and respectively connected to the top plate 43, the first support plate 45, and the bottom plate 44 to form a "mountain" shape and a "cross" shape reinforcement rib. In other embodiments, the first support plate 45 and / or the second support plate 46 can also only extend before the embedded reinforcement 60 for convenient assembly.

[0044] Refer to Figure 6 , at least one pair of limiting protrusions 47 protruding towards the energy absorption cavity 40a are respectively provided on the inner walls of the first side plate 41 and the second side plate 42. Specifically, in this embodiment, two pairs of limiting protrusions 47 are provided on the inner wall of each side plate, a total of four limiting protrusions 47, and each pair of limiting protrusions 47 corresponds to both sides of an embedded reinforcement 60 in the X direction. Limiting grooves 62 are provided on both sides of the embedded reinforcement 60 in the X direction corresponding to the limiting protrusions 47. An embedded reinforcement 60 has a total of two limiting grooves 62. The limiting grooves 62 penetrate through the embedded reinforcement 60 in the Y direction. The embedded reinforcement 60 is disposed within a pair of limiting protrusions 47, the limiting protrusions 47 are located within the limiting grooves 62, the limiting protrusions 47 on the first side plate 41 and the second side plate 42 are arranged corresponding to each other in the Y direction and are located at both ends of the limiting grooves 62. A total of eight limiting protrusions 47 are provided on the inner walls of the first side plate 41 and the second side plate 42. The cooperation between the limiting protrusions 47 and the limiting grooves 62 improves the structural stability and ensures that the embedded reinforcement 60 will not shift in position during a collision, thereby better absorbing collision energy.

[0045] In other embodiments, the limiting grooves 62 can also be respectively provided at both ends corresponding to the limiting protrusions 47, that is, the limiting grooves 62 are blind grooves with one end sealed, and an embedded reinforcement 60 can correspondingly have four limiting grooves 62.

[0046] Refer to Figure 1 The cabin longitudinal beam 10 has a bending notch 103 at its bottom, located on the side of the second end 102 facing the first end 101. Specifically, the bending notch 103 is located at the rear section of the cabin longitudinal beam 10, and is also located at the rear bottom of both the outer and inner sections of the longitudinal beam outer plate 11 and the inner plate 12. In the event of a small collision, this notch can guide the cabin longitudinal beam 10 to bend at the bending notch 103, causing the portion of the cabin longitudinal beam 10 before the bending notch 103 to bend downwards, thus reducing the probability of the cabin longitudinal beam 10 intruding into the passenger compartment.

[0047] This application also provides a vehicle including the body structure 1 in the foregoing embodiments. The vehicle can be a fuel-powered vehicle, a hybrid vehicle, or a pure electric vehicle, and is applicable to any type of vehicle, such as sedans, SUVs (sports utility vehicles), and MPVs (multi-purpose vehicles). This configuration improves the vehicle in the following ways: First, because the collision reinforcement 20 protrudes laterally from the front end of the engine compartment longitudinal beam 10, it increases the cross-sectional area of ​​the front end of the engine compartment longitudinal beam 10, reducing the impact force of a frontal collision on the engine compartment longitudinal beam 10. Second, the collision reinforcement 20 adds a force transmission path to the front collision structure, allowing a portion of the energy from the front collision to be transferred along the extension direction of the collision reinforcement 20 to the outer plate 11 of the longitudinal beam, dispersing the impact force and reducing the deformation amplitude of the front section of the longitudinal beam. Third, because the collision reinforcement 20 forms a collision reinforcement cavity 20a on the outside of the engine compartment longitudinal beam 10, this cavity can resist and absorb collision energy, reduce vehicle damage, further reduce the intrusion of the engine compartment longitudinal beam 10 into the passenger compartment, thereby optimizing the force transmission path at the front of the vehicle body, effectively improving frontal collision performance, and ensuring occupant safety.

[0048] The above are merely embodiments of this application and do not limit the scope of this patent application. Any equivalent structural or procedural changes made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. A vehicle body structure, characterized in that, include: A cabin longitudinal beam extends along a first direction, the cabin longitudinal beam having a first end and a second end, the cabin longitudinal beam including an inner longitudinal beam plate and an outer longitudinal beam plate, the outer longitudinal beam plate being connected to one side of the inner longitudinal beam plate and enclosing the inner longitudinal beam plate to form a longitudinal beam cavity; A collision reinforcement member is connected to the first end of the longitudinal beam of the cabin. The collision reinforcement member protrudes from the outer plate of the longitudinal beam on the side opposite to the inner plate of the longitudinal beam. The collision reinforcement member and the outer plate of the longitudinal beam together form a collision reinforcement cavity.

2. The vehicle body structure according to claim 1, characterized in that, In the direction from the first end to the second end, the outer plate of the longitudinal beam includes a connecting section, an inclined section and a straight section that are connected in sequence and smoothly transition. The distance between the connecting section and the inner plate of the longitudinal beam is greater than the distance between the straight section and the inner plate of the longitudinal beam. In the direction from the connecting section to the straight section, the inclined section gradually inclines toward the inner plate of the longitudinal beam.

3. The vehicle body structure according to claim 2, characterized in that, One end of the collision reinforcement is connected to the connecting section, and the other end of the collision reinforcement is connected to the inclined section.

4. The vehicle body structure according to claim 3, characterized by The vehicle body structure also includes: The outer plate reinforcing plate is stacked on the side of at least a portion of the inclined section and at least a portion of the straight section facing the inner plate of the longitudinal beam, and the end of the collision reinforcement member connected to the inclined section, the inclined section and a portion of the outer plate reinforcing plate are stacked in sequence.

5. The vehicle body structure according to claim 4, characterized in that, The outer plate reinforcing plate includes at least one boss that protrudes into the inner plate of the longitudinal beam, and the boss and the straight section together form an outer plate reinforcing cavity.

6. The vehicle body structure according to any one of claims 1-5, characterized in that, The vehicle body structure also includes: An energy-absorbing box, one end of which is inserted into the longitudinal beam cavity and connected to the first end of the naval longitudinal beam, and the other end of which extends out of the naval longitudinal beam along the first direction. The energy-absorbing box includes a first side plate and a second side plate spaced apart along a second direction. The first side plate is connected to the outer plate of the longitudinal beam, and the second side plate is connected to the inner plate of the longitudinal beam. The second direction is the direction from the outer plate of the longitudinal beam to the inner plate of the longitudinal beam.

7. The vehicle body structure according to claim 6, characterized in that, The vehicle body structure also includes at least one fixing bolt disposed at the first end of the longitudinal beam in the engine compartment, wherein at least one fixing bolt passes through and locks the collision reinforcement, the outer plate of the longitudinal beam, the first side plate, the second side plate and the inner plate of the longitudinal beam in sequence.

8. The vehicle body structure according to claim 7, characterized by The vehicle body structure also includes: An embedded reinforcing member is disposed within the energy-absorbing box. The embedded reinforcing member extends along the second direction. Both ends of the embedded reinforcing member are respectively attached to the inner walls of the first side plate and the second side plate. The embedded reinforcing member also has at least one fixing through hole corresponding to the fixing bolt, and the fixing bolt passes through the fixing through hole.

9. The vehicle body structure according to claim 6, characterized in that, The energy-absorbing box also includes a top plate and a bottom plate spaced apart along a third direction. The top plate, the bottom plate, the first side plate, and the second side plate together form an energy-absorbing cavity. The energy-absorbing cavity is also provided with a first support plate and a second support plate arranged in a cross direction. The two ends of the first support plate are respectively connected to the inner walls of the first side plate and the second side plate, and the two ends of the second support plate are respectively connected to the inner walls of the top plate and the bottom plate.

10. The vehicle body structure according to claim 8, characterized in that, The inner walls of the first side plate and the second side plate are respectively provided with at least one pair of limiting protrusions protruding towards the energy absorption cavity. The embedded reinforcing member is provided with limiting grooves on both sides corresponding to the limiting protrusions. The embedded reinforcing member is disposed within the pair of limiting protrusions, and the limiting protrusions are located within the limiting grooves.

11. The vehicle body structure according to claim 1, characterized in that, The bottom of the cabin longitudinal beam is provided with a bending notch, which is located on the side of the second end facing the first end.

12. A vehicle, characterized in that, Including the vehicle body structure as described in claims 1-11.

Images