Automobile body structure and automobile

Abstract

The utility model provides an automobile body structure and an automobile, and relates to the technical field of new energy automobiles, the automobile body structure comprises a chassis, a front anti-collision beam, a front longitudinal beam and an automobile body support, one end of the chassis is provided with a front baffle cross beam, and the included angle between the front longitudinal beam and the front baffle cross beam is larger than 90 degrees. By adjusting the angle of the front longitudinal beam, the front longitudinal beam is offset outwards, the front anti-collision beam is combined, the stress area in the initial stage of collision is increased, collision force is transmitted to the front longitudinal beam as much as possible through the front anti-collision beam, the supporting strength of the front longitudinal beam can be guaranteed when offset collision occurs, and safety accidents such as battery combustion caused by extrusion of a battery pack are avoided. According to the automobile provided by the invention, the automobile body structure is adopted, so that the safety of the automobile during offset collision is improved, and the life safety of passengers is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy vehicles, in particular to a vehicle body structure and a vehicle. Background Art

[0002] With the continuous emergence of various new energy vehicle models, there have been a large number of reports of battery pack collision and fire accidents, and the corresponding collision safety design has become more concerned about the safety of the cells in the battery pack. Since the battery pack is usually arranged at the bottom of the middle passenger compartment of the vehicle, and the battery pack is far away from the front and rear of the vehicle, and close to the battery pack on both sides, the risk of battery pack damage in front collision and rear-end collision is relatively small, but the risk of battery pack being squeezed in side collision is greater.

[0003] When a collision occurs, the driver's instinctive reaction is to turn the steering wheel to avoid it, resulting in a significantly higher probability of an offset collision than a head-on collision. This makes it very easy for new energy vehicles to have battery leakage and combustion when they collide. The body structure of traditional internal combustion engine vehicles does not need to consider the safety of large-area battery packs, so when its body structure is applied to new energy vehicles, the protection of the battery is weak, posing a safety hazard. Therefore, there is a need to provide a safer body structure for new energy vehicles. Utility Model Content

[0004] The purpose of the utility model is to provide a vehicle body structure and a vehicle to solve the above technical problems.

[0005] In a first aspect, an embodiment of the utility model provides a vehicle body structure, which includes: a chassis, a front anti-collision beam, a front longitudinal beam and a vehicle body bracket, a front fender cross beam is arranged at one end of the chassis, one end of the front longitudinal beam is connected to the chassis, and an angle between the front longitudinal beam and the front fender cross beam is greater than 90 degrees, the front anti-collision beam is arranged at one end of the front longitudinal beam away from the chassis, and the vehicle body bracket is arranged on the chassis.

[0006] Furthermore, the included angle between the front longitudinal beam and the front fender cross beam is α, 90°<α<95°.

[0007] Furthermore, the vehicle body support includes a pillar, an upper longitudinal beam, an A-pillar frame assembly, a B-pillar frame assembly, a C-pillar frame assembly, a hinge column and an integrated door ring, one end of the pillar is connected to the front longitudinal beam, the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are connected to the base frame, and the A-pillar frame assembly, the B-pillar frame assembly, the C-pillar frame assembly and the hinge column are all connected to the integrated door ring to form a frame structure.

[0008] Furthermore, a threshold reinforcement beam is provided at the connection between the base frame and the integrated door ring, the interior of the threshold reinforcement beam is a hollow structure, and a plurality of mutually parallel reinforcement partitions are provided inside the threshold reinforcement beam.

[0009] Furthermore, a threshold inner plate is arranged on the integrated door ring, and the threshold inner plate is covered on the outside of the threshold reinforcement beam.

[0010] Furthermore, an A-pillar reinforcement plate is provided at the connection between the integrated door ring and the A-pillar frame assembly, and one end of the A-pillar reinforcement plate extends to the hinge column.

[0011] Furthermore, a shock absorbing tower is arranged between the upper longitudinal beam and the front longitudinal beam.

[0012] Furthermore, a front floor support beam is provided at the connection between the hinge column and the base frame.

[0013] Furthermore, the vehicle body support also includes a roof front cross beam and a roof middle cross beam arranged between the integrated door rings.

[0014] On the other hand, an embodiment of the utility model further provides a car, which includes a driving mechanism and any one of the above-mentioned body structures, wherein the body structure is arranged on the driving mechanism.

[0015] The utility model provides a vehicle body structure, which includes: a chassis, a front anti-collision beam, a front longitudinal beam and a vehicle body bracket, one end of the chassis is provided with a front fender cross beam, one end of the front longitudinal beam is connected to the chassis, and the angle between the front longitudinal beam and the front fender cross beam is greater than 90 degrees, the front anti-collision beam is provided at one end of the front longitudinal beam away from the chassis, and the vehicle body bracket is provided on the chassis. By adjusting the angle of the front longitudinal beam, the front longitudinal beam is offset outward, combined with the front anti-collision beam, the force bearing area at the initial stage of the collision is increased, and as much collision force as possible is transmitted to the front longitudinal beam through the front anti-collision beam, and the supporting strength of the front longitudinal beam can be ensured in the event of an offset collision, so as to avoid squeezing the battery pack to cause battery combustion and other safety accidents.

[0016] The utility model provides an automobile which adopts the above-mentioned vehicle body structure. When an offset collision occurs, the impact force of the collision can be transmitted and dispersed to other parts of the vehicle body structure through the inclined front longitudinal beam, thereby reducing the damage caused by the collision, improving the safety of the vehicle when an offset collision occurs, and ensuring the life safety of the occupants. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 A top view of a vehicle body structure provided by an embodiment of the utility model;

[0019] Figure 2A three-dimensional diagram of a vehicle body structure provided by an embodiment of the utility model;

[0020] Figure 3 A side view of a vehicle body structure provided by an embodiment of the utility model;

[0021] Figure 4 for Figure 3 The cross-sectional view along the AA direction;

[0022] Figure 5 for Figure 3 Cross-sectional view along direction BB.

[0023] Icons: 100-underframe; 200-front anti-collision beam; 300-front longitudinal beam; 101-front fender crossbeam; 401-upper pillar; 402-upper longitudinal beam; 403-A-pillar frame assembly; 404-B-pillar frame assembly; 405-hinge column; 406-integrated door knocker; 500-sill reinforcement beam; 600-sill inner plate; 700-A-pillar reinforcement plate; 800-shock tower; 900-floor support beam; 407-top cover front crossbeam; 408-top cover middle crossbeam. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0025] In the description of the present utility model, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present utility model.

[0026] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] In conjunction with the accompanying drawings, some embodiments of the present invention are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0028] Example 1

[0029] The present embodiment provides a vehicle body structure, which includes: a base frame 100, a front anti-collision beam 200, a front longitudinal beam 300 and a vehicle body bracket. A front fender cross beam 101 is provided at one end of the base frame 100, one end of the front longitudinal beam 300 is connected to the base frame 100, and an angle between the front longitudinal beam 300 and the front fender cross beam 101 is greater than 90 degrees. The front anti-collision beam 200 is provided at one end of the front longitudinal beam 300 away from the base frame 100, and the vehicle body bracket is provided on the base frame 100.

[0030] Please refer to Figure 1As shown, in this embodiment, the chassis 100 is the chassis of the car, and the front anti-collision beam 200 is installed at the front end of the chassis 100 through the front longitudinal beam 300. There are two front longitudinal beams 300, one end of which is connected to the chassis 100, and the other ends of the two front longitudinal beams 300 are respectively inclined to both sides of the chassis 100 to form an "eight"-shaped structure, so that the angle between the front longitudinal beam 300 and the front fender cross beam 101 on the chassis 100 is greater than 90 degrees. The front anti-collision beam 200 is arranged at one end of the front longitudinal beam 300 away from the chassis 100, and is used to act as a collision buffer. In this embodiment, the end of the front longitudinal beam 300 connected to the front anti-collision beam 200 is inclined to both sides, which can effectively increase the force-bearing area of ​​the front anti-collision beam 200. Compared with the solution in which the front longitudinal beam 300 is perpendicular to the front fender cross beam 101 in the traditional frame structure, the body structure provided in this embodiment is more likely to transmit the impact force of the collision to the front longitudinal beam 300 when the vehicle is in an offset collision, and transmit and disperse the impact force to the chassis 100 and the body support through the front longitudinal beam 300, thereby ensuring the impact resistance of the vehicle. It can be understood that in order to ensure the installation and support strength of the front longitudinal beam 300 and to match the overall structure of the vehicle (such as the need to avoid tires and other structures), the front longitudinal beam 300 is not completely set at the extreme position on both sides of the vehicle, but is at a certain distance from both sides of the vehicle. This results in that when the vehicle is in an offset collision, the side of the front end of the vehicle collides with other objects, and the force of the collision may directly act on the part between the side of the vehicle and the front longitudinal beam 300. At this time, the impact force cannot be transmitted through the front longitudinal beam 300, and directly acts on the body support, thereby causing greater damage to the side of the vehicle, especially for the current new energy vehicles, the battery pack is very likely to leak and burn under these impact and extrusion forces, causing secondary accidents. In this embodiment, the front longitudinal beam 300 is installed at an angle and combined with the ultra-wide front anti-collision beam 200 structure, the force-bearing area of ​​the front anti-collision beam 200 is increased without affecting other structures. The impact force on both sides of the front anti-collision beam 200 can also be transmitted to the front longitudinal beam 300 and dispersed to the chassis 100 and the body bracket through the front longitudinal beam 300, thereby greatly improving the safety of the vehicle in the event of an offset collision.

[0031] It should be noted that, in this embodiment, the specific structure of the chassis 100, the front anti-collision beam 200 and the front longitudinal beam 300 is the same as the structure and installation method of the chassis 100, the front anti-collision beam 200 and the front longitudinal beam 300 of the existing vehicle, and no limitation or structural description is made here.

[0032] Optionally, in some implementations of this embodiment, the angle between the front longitudinal beam 300 and the front fender cross beam 101 is α, 90°<α<95°.

[0033] Please refer to Figure 1As shown, in this embodiment, preferably, the angle between the front longitudinal beam 300 and the front fender cross beam 101 is 93 degrees. It can be understood that if the inclination angle of the front longitudinal beam 300 is too large, it will not only affect the overall structure of the vehicle body, but also interfere with other components. At the same time, it may also cause the connection part to be unstable, and the front longitudinal beam 300 and the chassis 100 to break, and it will not play the role of transmitting and dispersing the impact force. Therefore, the front longitudinal beam 300 is inclined at 93 degrees, which improves the force transmission and energy absorption function during a small offset collision without changing the vehicle body structure too much, ensuring the impact support effect of the front longitudinal beam 300.

[0034] Optionally, in some implementations of the present embodiment, the vehicle body support includes a pillar 401, an upper longitudinal beam 402, an A-pillar frame assembly 403, a B-pillar frame assembly 404, a C-pillar frame assembly, a hinge column 405 and an integrated door ring 406, one end of the pillar 401 is connected to the front longitudinal beam 300, the A-pillar frame assembly 403, the B-pillar frame assembly 404, the C-pillar frame assembly and the hinge column 405 are connected to the base frame 100, and the A-pillar frame assembly 403, the B-pillar frame assembly 404, the C-pillar frame assembly and the hinge column 405 are all connected to the integrated door ring 406 to form a frame structure.

[0035] Please refer to Figure 2 and Figure 3 As shown, in this embodiment, the A-pillar skeleton assembly 403, the B-pillar skeleton assembly 404, the C-pillar skeleton assembly and the hinge column 405 are all arranged on the chassis 100, and connected with the integrated door ring 406 to form a frame structure. The A-pillar skeleton assembly 403, the B-pillar skeleton assembly 404, the C-pillar skeleton assembly and the hinge column 405 are the same as the structure of the existing vehicle body bracket. The column 401 is vertically arranged, the lower end of the column 401 is connected to the front longitudinal beam 300, the upper end of the column 401 is connected to the upper longitudinal beam 402, and at the same time, the upper longitudinal beam 402 is connected to the automobile hinge column 405. The front longitudinal beam 300 is connected to the hinge column 405 through the column 401 and the upper longitudinal beam 402. When the front longitudinal beam 300 is subjected to impact force, in addition to transmitting the force to the vehicle chassis 100, the impact force is also transmitted to the entire vehicle body bracket through the column 401 and the upper longitudinal beam 402, thereby dispersing the impact force and reducing the damage caused by the collision impact.

[0036] Optionally, in some implementations of this embodiment, the vehicle body support further includes a roof front cross beam 407 and a roof middle cross beam 408 disposed between the integrated door rings 406 .

[0037] Please refer to Figure 2 and Figure 3As shown, in this embodiment, the vehicle body support includes two sets of integrated door rings 406, an A-pillar skeleton assembly 403, a B-pillar skeleton assembly 404, a C-pillar skeleton assembly and a hinge column 405. The two sets of integrated door rings 406, the A-pillar skeleton assembly 403, the B-pillar skeleton assembly 404, the C-pillar skeleton assembly and the hinge column 405 are symmetrically arranged on both sides of the chassis 100 to form a frame structure of the vehicle. A top cover front cross beam 407, a top cover middle cross beam 408 and a top cover rear cross beam are arranged between the two sets of integrated door rings 406. The three cross beams can connect the vehicle body support structures on the left and right sides to form a roof support structure, while also ensuring the integrity of the vehicle body support and improving the anti-collision performance of the vehicle body support.

[0038] Optionally, in some implementations of the present embodiment, an A-pillar reinforcement plate 700 is provided at the connection between the integrated door ring 406 and the A-pillar skeleton assembly 403 , and one end of the A-pillar reinforcement plate 700 extends to the hinge pillar 405 .

[0039] Please refer to Figure 3 and Figure 4 As shown, in this embodiment, the connection between the integrated door ring 406 and the A-pillar skeleton assembly 403 is limited to form a hollow cavity, which improves the support strength without increasing the weight of the body bracket. Since the curb weight of new energy vehicles is generally large, the kinetic energy is too high during collision, resulting in frequent damage and fracture of the passenger compartment in the 25% small offset test, endangering the safety of the occupants. Therefore, the body structure provided in this embodiment is provided with an A-pillar reinforcement plate 700 at the connection between the integrated door ring 406 and the A-pillar skeleton assembly 403, one end of the A-pillar reinforcement plate 700 extends to the connection between the integrated door ring 406 and the hinge column 405, and the other end extends to the middle cross beam 408 of the top cover, thereby forming a ring-shaped reinforcement structure at the driving position, ensuring the stability of the passenger compartment and improving the safety of the vehicle.

[0040] Optionally, in this embodiment, the A-pillar reinforcement plate 700 may be made of a thermoformed material, which has low cost, light weight, high supporting strength, and is easy to process and install.

[0041] Optionally, in some implementations of this embodiment, a threshold reinforcement beam 500 is provided at the connection between the base frame 100 and the integrated door ring 406 .

[0042] Please refer to Figure 3 and Figure 5 As shown, in this embodiment, a threshold reinforcement beam 500 is provided at the bottom of the integrated door ring 406, and the front end of the threshold reinforcement beam 500 extends to the extreme position of the front end of the chassis 100, so as to bear and disperse the impact force during the collision earlier, and effectively prevent the A-pillar from bending and breaking after the collision.

[0043] Optionally, in some implementations of this embodiment, the threshold reinforcement beam 500 is fixedly connected to the integrated door ring 406 by a plurality of flow drill screws (FDS) connection methods. The integrated door ring 406 and the threshold reinforcement beam 500 can be manufactured separately to reduce the production difficulty.

[0044] Optionally, in some other embodiments, the sill reinforcement beam 500 and the integrated door ring 406 may also be connected by bolts, welding or integral molding.

[0045] Optionally, in this embodiment, the door sill reinforcement beam 500 may be made of alloy material, preferably aluminum alloy material. Aluminum alloy material is light in weight and has high supporting strength.

[0046] Optionally, in this embodiment, the sill reinforcement beam 500 is a hollow tubular structure, and a vertical reinforcement partition is arranged inside the sill reinforcement beam 500. The overall structure is simple and easy to manufacture. The weight of the sill reinforcement beam 500 is reduced while meeting the bending resistance performance, thereby improving the performance of the vehicle after the vehicle body structure is assembled.

[0047] Optionally, in some implementations of the present embodiment, a rocker inner panel 600 is disposed on the integrated door ring 406 , and the rocker inner panel 600 is covered on the outside of the rocker reinforcement beam 500 .

[0048] Please refer to Figure 5 As shown, in this embodiment, the threshold inner plate 600 has a protective function, and the threshold reinforcement beam 500 is wrapped to prevent the threshold reinforcement beam 500 from being exposed. On the one hand, it can prevent the fixing bolts, rivets and other parts on the threshold reinforcement beam 500 from being exposed to injure passengers or scratch other vehicle parts, and also prevent external liquids from contacting and corroding the threshold reinforcement beam 500. On the other hand, the threshold inner plate 600 can cover the threshold reinforcement beam 500, prevent the threshold reinforcement beam 500 from being exposed to affect the installation of other vehicle interiors, and improve the aesthetics of the integrated door ring 406.

[0049] Optionally, in some implementations of this embodiment, a front floor support beam 900 is provided at the connection between the hinge column 405 and the base frame 100 .

[0050] Please refer to Figure 2 As shown, in this embodiment, the front floor support beam 900 cooperates with the front cross beam 407 of the roof, the middle cross beam 408 of the roof and the door sill reinforcement beam 500 to form an integral frame support structure, which effectively shares the impact force in the later stage of the collision, protects the integrity of the passenger compartment structure, and thereby improves the safety of the passengers in the collision.

[0051] Optionally, in some implementations of this embodiment, a shock tower 800 is provided between the upper longitudinal beam 402 and the front longitudinal beam 300 .

[0052] The shock tower 800 is a metal structural part installed on the shock absorber of the automobile, and the shock absorber and shock spring of the suspension system are installed on the shock tower 800. It is generally more complex in structure and plays a vital role in the comfort and handling stability of the automobile. As a key load-bearing component, the shock tower 800 is mainly used to absorb top impact and withstand the force from the shock absorber spring. In this embodiment, in addition to the normal bearing force of the shock absorber spring, the shock tower 800 can assist in transmitting and dispersing the impact force during the collision in special circumstances such as collisions, and disperse the impact force of the front anti-collision beam 200 and the front longitudinal beam 300 to the upper longitudinal beam 402 and the hinge column 405 and other structures, thereby dispersing the impact force. When the impact force is too large, the shock tower 800 absorbs the impact force by damaging itself to reduce the damage to the occupants.

[0053] Optionally, in some implementations of the present embodiment, the integrated door ring 406, the top cover front cross beam 407, the top cover middle cross beam 408, the front baffle cross beam 101, etc. can all be made of high-strength thermoformed materials to ensure the supporting strength and anti-bending and anti-fracture properties of the integrated door ring 406, the top cover front cross beam 407, the top cover middle cross beam 408, and the front baffle cross beam 101.

[0054] Example 2

[0055] This embodiment provides a car, which includes a driving mechanism and the above-mentioned body structure, and the body structure is arranged on the driving mechanism.

[0056] In this embodiment, the automobile adopts the above-mentioned body structure. By adjusting the body structure with the front longitudinal beam 300 degrees, the safety of the vehicle in the event of an offset collision is improved, thereby ensuring the life safety of the occupants.

[0057] In summary, the utility model provides a vehicle body structure, which includes: a chassis 100, a front anti-collision beam 200, a front longitudinal beam 300 and a vehicle body bracket, a front fender cross beam 101 is arranged at one end of the chassis 100, one end of the front longitudinal beam 300 is connected to the chassis 100, and the angle between the front longitudinal beam 300 and the front fender cross beam 101 is greater than 90 degrees, the front anti-collision beam 200 is arranged at one end of the front longitudinal beam 300 away from the chassis 100, and the vehicle body bracket is arranged on the chassis 100. By adjusting the angle of the front longitudinal beam 300, the front longitudinal beam 300 is offset outward, combined with the front anti-collision beam 200, the force bearing area at the initial stage of the collision is increased, and as much collision force as possible is transmitted to the front longitudinal beam 300 through the front anti-collision beam 200, and the supporting strength of the front longitudinal beam 300 can be guaranteed in the event of an offset collision, so as to avoid squeezing the battery pack to cause battery combustion and other safety accidents, and ensure the life safety of the occupants.

[0058] The utility model also provides a car, which adopts the above-mentioned body structure. When an offset collision occurs, the impact force of the collision can be transmitted and dispersed to other parts of the body structure through the inclined front longitudinal beam 300, thereby reducing the damage caused by the collision, improving the safety of the vehicle when an offset collision occurs, and ensuring the life safety of the occupants.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A vehicle body structure, characterized in that: include: A chassis (100), a front anti-collision beam (200), a front longitudinal beam (300) and a vehicle body support, wherein one end of the chassis (100) is provided with a front fender cross beam (101), one end of the front longitudinal beam (300) is connected to the chassis (100), and an angle between the front longitudinal beam (300) and the front fender cross beam (101) is greater than 90 degrees, the front anti-collision beam (200) is provided at one end of the front longitudinal beam (300) away from the chassis (100), and the vehicle body support is provided on the chassis (100).

2. The vehicle body structure according to claim 1, characterized in that: The included angle between the front longitudinal beam (300) and the front baffle cross beam (101) is α, 90°<α<95°.

3. The vehicle body structure according to claim 1, characterized in that: The vehicle body support comprises a column (401), an upper longitudinal beam (402), an A-pillar skeleton assembly (403), a B-pillar skeleton assembly (404), a C-pillar skeleton assembly, a hinge column (405) and an integrated door ring (406); one end of the column (401) is connected to the front longitudinal beam (300); one end of the upper longitudinal beam (402) is connected to the column (401); the other end of the upper longitudinal beam (402) is connected to the hinge column (405); the A-pillar skeleton assembly (403), the B-pillar skeleton assembly (404), the C-pillar skeleton assembly and the hinge column (405) are connected to the base frame (100); and the A-pillar skeleton assembly (403), the B-pillar skeleton assembly (404), the C-pillar skeleton assembly and the hinge column (405) are all connected to the integrated door ring (406) to form a frame structure.

4. The vehicle body structure according to claim 3, characterized in that: A threshold reinforcement beam (500) is provided at the connection between the base frame (100) and the integrated door ring (406); the interior of the threshold reinforcement beam (500) is a hollow structure, and a plurality of mutually parallel reinforcement partitions are provided inside the threshold reinforcement beam.

5. The vehicle body structure according to claim 4, characterized in that: The integrated door ring (406) is provided with a threshold inner plate (600), and the threshold inner plate (600) is covered on the outside of the threshold reinforcement beam (500).

6. The vehicle body structure according to claim 3, characterized in that: An A-pillar reinforcement plate (700) is provided at the connection between the integrated door ring (406) and the A-pillar skeleton assembly (403), and one end of the A-pillar reinforcement plate (700) extends to the hinge pillar (405).

7. The vehicle body structure according to any one of claims 3 to 6, characterized in that: A shock absorbing tower (800) is arranged between the upper longitudinal beam (402) and the front longitudinal beam (300).

8. The vehicle body structure according to any one of claims 3 to 6, characterized in that: A front floor support beam (900) is provided at the connection between the hinge column (405) and the base frame (100).

9. The vehicle body structure according to claim 3, characterized in that: The vehicle body support further comprises a top cover front cross beam (407) and a top cover middle cross beam (408) which are arranged between the integrated door rings (406).

10. An automobile, characterized in that: It comprises a driving mechanism and a vehicle body structure as described in any one of claims 1 to 9, wherein the vehicle body structure is arranged on the driving mechanism.

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