Vehicle body assembly for vehicle and vehicle

Abstract

The utility model discloses a vehicle body assembly for a vehicle and the vehicle. The vehicle body assembly comprises a longitudinal beam and a longitudinal beam, one end of the crumple support is connected with the longitudinal beam, and a first cavity is formed in the crumple support; the wheel fender is connected with the other end of the crumple support; wherein an extending weakening hole or weakening groove is formed in the thickness direction of the crumple support, the cost can be reduced, and the weight of the vehicle body assembly can be reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly to a body component for a vehicle. Background Art

[0002] The fender is an important part of an automobile. As one of the exterior covering parts of the automobile, the fender plays a role in covering the wheel for aesthetics, and at the same time provides mounting points for accessories such as the front bumper, splash guard, and headlight. It is related to collision safety and appearance decoration, and its installation method is affected by the surrounding structure. Most existing vehicle models use stamped parts as the brackets for mounting the fenders. However, the existing bracket structure has problems such as complex structure, the need to open a stamping die, large weight, and high development cost. Summary of the Utility Model

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. For this reason, an object of the present application is to provide a body component for a vehicle, which can reduce costs and reduce the weight of the body component.

[0004] A body component for a vehicle according to an embodiment of the present application includes: a longitudinal beam; a crush bracket, one end of the crush bracket is connected to the longitudinal beam and a first cavity is formed inside; a fender, the fender is connected to the other end of the crush bracket; wherein a weakened hole or weakened groove extending in the thickness direction of the crush bracket is formed.

[0005] A body component for a vehicle according to an embodiment of the present application, due to the setting of the first cavity, a weakened hole or weakened groove extending in the thickness direction of the crush bracket is formed. By reducing the amount of material used in the cavity of the cavity and the weakened hole or weakened groove, the weight of the body component is reduced.

[0006] A body component for a vehicle according to some embodiments of the present application, the crush bracket is formed by connecting a plurality of first splicing plates to enclose the first cavity, and a weakened hole or weakened groove extending in the thickness direction of the first splicing plate is formed on at least one first splicing plate.

[0007] A body component for a vehicle according to some embodiments of the present application, the cross-sectional area of the crush bracket is configured to gradually decrease in a direction away from the longitudinal beam.

[0008] A body component for a vehicle according to some embodiments of the present application, the collapsible bracket includes: an end plate adapted to be connected to the fender; a first side plate and a second side plate respectively disposed on two sides in the width direction of the end plate and extending in a direction perpendicular to the end plate; a bottom plate connected to the bottom edges of the first side plate and the second side plate respectively; a top plate connected to the top edges of the first side plate and the second side plate respectively; wherein at least one of the end plate, the first side plate, the second side plate, the bottom plate, and the top plate is formed with the weakening holes or weakening grooves.

[0009] A body component for a vehicle according to some embodiments of the present application, the collapsible bracket further includes: a first connecting column, an end of the first connecting column is connected to the longitudinal beam, and a flanging portion is formed on the first side plate, the second side plate and / or the bottom plate, and the flanging portion is adapted to be fixedly connected to the surface of the first connecting column.

[0010] A body component for a vehicle according to some embodiments of the present application, the longitudinal beam includes: a beam body; a lamp bracket connected to the beam body, and the collapsible bracket is fixedly connected to the lamp bracket.

[0011] A body component for a vehicle according to some embodiments of the present application further includes: a support bracket, one end of the support bracket is connected to the lamp bracket, the other end of the support bracket is connected to the fender, the collapsible bracket extends in the front-rear direction of the vehicle, the support bracket extends in the width direction of the vehicle, and the included angle between the extending surface of the collapsible bracket and the extending surface of the support bracket is α, and it satisfies: the included angle range is 70° ≤ α ≤ 130°.

[0012] A body component for a vehicle according to some embodiments of the present application, the cross-sectional area of the support bracket is configured to gradually decrease in a direction away from the longitudinal beam.

[0013] A body component for a vehicle according to some embodiments of the present application, the support bracket is formed by splicing a plurality of second splicing plates to define a second cavity inside the support bracket.

[0014] The vehicle according to the embodiments of the present application will be briefly described below.

[0015] The vehicle according to the embodiments of the present application includes the body component described in any of the above embodiments. Therefore, in the vehicle of this embodiment, due to the setting of the first cavity, extended weakening holes or weakening grooves are formed in the thickness direction of the collapsible bracket. By reducing the material usage through the cavity of the cavity and the weakening holes or weakening grooves, the weight of the body component is reduced, which helps to improve the fuel economy or endurance of the vehicle, and also improves the handling performance and acceleration performance of the vehicle.

[0016] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 is a schematic structural view of a body component for a vehicle according to an embodiment of the present application;

[0019] Figure 2 is a schematic rear view structure of a body component for a vehicle according to an embodiment of the present application

[0020] Figure 3 is a schematic structural view of a crash bracket according to an embodiment of the present application;

[0021] Figure 4 is a schematic top view structure of a body component for a vehicle according to an embodiment of the present application.

[0022] Reference Numerals:

[0023] 100, body component;

[0024] 1, longitudinal beam; 11, beam body; 12, lamp bracket;

[0025] 2, crash bracket;

[0026] 21, first splicing plate;

[0027] 211, end plate; 212, first side plate; 213, second side plate; 214, bottom plate; 215, top plate; 216, first flanging portion;

[0028] 22, first connecting column; 23, weakening hole;

[0029] 3, fender;

[0030] 4, support bracket; 41, second splicing plate; 42, second connecting column; 43, second flanging portion. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] Embodiments of the present application will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present application and should not be construed as limiting the present application.

[0032] Next, with reference to the accompanying drawings, a body assembly 100 for a vehicle according to an embodiment of the present application will be described.

[0033] As Figures 1 - 3 shown, the body assembly 100 for a vehicle according to an embodiment of the present application includes a longitudinal beam 1, a crash bracket 2, and a fender 3. One end of the crash bracket 2 can be connected to the longitudinal beam 1, and a first cavity can be formed inside the crash bracket 2; the fender 3 can be connected to the other end of the crash bracket 2; wherein a weakened hole 23 or a weakened groove extending in the thickness direction of the crash bracket 2 is formed.

[0034] First, a weakened hole 23 or a weakened groove extending in the thickness direction is formed in the crash bracket 2. The introduction of the weakened hole 23 or the weakened groove presets stress concentration areas on the crash bracket 2, so that these areas can deform more easily when the vehicle collides, thereby absorbing more collision energy. The introduction of the weakened hole 23 or the weakened groove also achieves the effect of reducing weight. Through the preset weakened areas, the stiffness and strength of the bracket in different directions can be more precisely controlled, thus avoiding unnecessary material accumulation and waste. At the same time, a first cavity can be formed inside the crash bracket 2. The presence of the first cavity can optimize the strength-to-weight ratio of the bracket, reduce the use of materials while ensuring sufficient strength, and thus achieve the effect of reducing weight.

[0035] It should be noted that due to the setting of the first cavity, a weakened hole 23 or a weakened groove extending in the thickness direction is formed in the crash bracket 2. By reducing the material usage of the crash bracket 2 through the cavity of the cavity and the weakened hole 23 or the weakened groove, the weight of the body assembly 100 is reduced.

[0036] Among them, the body assembly 100 for a vehicle according to an embodiment of the present application includes a longitudinal beam 1, a crash bracket 2, and a fender 3. One end of the crash bracket 2 can be connected to the longitudinal beam 1, and a first cavity can be formed inside the crash bracket 2; the fender 3 can be connected to the other end of the crash bracket 2.

[0037] The longitudinal beam 1 and the fender 3 are connected into one body through the crash bracket 2. Since a first cavity is formed inside the crash bracket 2, when the vehicle collides, the collision energy is absorbed through the deformation of the structure of the crash bracket 2, reducing the impact on the passenger compartment. The internal first cavity can be used to optimize the crash path, so that during the collision process, the crash bracket 2 can be folded or deformed in a predetermined manner, thereby more effectively absorbing and dispersing the collision energy.

[0038] As Figures 1 - 3 shown, in some embodiments of the present application, the crash bracket 2 is formed by connecting a plurality of first splicing plates 21 to enclose a first cavity, and a weakened hole or a weakened groove 23 extending in the thickness direction of the first splicing plate 21 is formed on at least one first splicing plate 21.

[0039] like Figure 1 As shown, the crush stent 2 can be composed of a plurality of first spliced ​​plates 21 connected to each other, the plurality of first spliced ​​plates 21 enclose a first cavity, at least one of the first spliced ​​plates 21 is formed with a weakened hole 23 or a weakened groove extending in the thickness direction of the first spliced ​​plate 21, and the crush stent 2 is assembled from a plurality of first spliced ​​plates 21. Compared with the stamping formation in the prior art, the technical solution of the present application no longer requires stamping mold opening, and a complex overall mold can be decomposed into a plurality of relatively simple spliced ​​plate molds.

[0040] At the same time, during the stamping process, due to the limitation of the mold, there is a phenomenon of material waste at the connection of the components, while the crush bracket 2 composed of the spliced ​​plates can accurately calculate and cut materials according to actual needs, reduce the generation of scraps, improve material utilization, and reduce material costs. The mold design of the relatively simple spliced ​​plate is simple, the manufacturing cycle is short, and the cost is low, which can greatly reduce the total cost of mold development. At the same time, on the basis of ensuring the bearing capacity, the rigidity of the crush bracket 2 is further weakened by setting a weakening hole 23 or a weakening groove. When a collision occurs, the collision energy is absorbed by the deformation of the crush bracket 2 structure to reduce the damage to pedestrians when the vehicle collides with pedestrians, thereby meeting the collapse requirements of pedestrian protection collision.

[0041] like Figures 1 - 3 As shown, in some embodiments of the present application, the cross-sectional area of ​​the crush stent 2 is configured to gradually decrease in a direction away from the longitudinal beam 1 .

[0042] It is understandable that when a vehicle collides, the impact force first acts on the end of the crush stent 2 away from the longitudinal beam 1. Since the cross-sectional area of ​​the crush stent 2 gradually decreases in the direction away from the longitudinal beam 1, the cross-sectional area of ​​the crush stent 2 in the direction away from the longitudinal beam 1 is small, while the cross-sectional area of ​​the crush stent 2 in the direction close to the longitudinal beam 1 becomes relatively larger, the cross-sectional area of ​​the crush stent 2 gradually decreases in the direction away from the longitudinal beam 1, making it easier for the crush stent 2 in the direction away from the longitudinal beam 1 to deform when the material is subjected to force, and as the energy is transmitted backward, the cross-sectional area of ​​the crush stent 2 gradually increases, which can gradually and effectively absorb the collision energy, thereby dispersing and absorbing more collision energy, reducing the impact of the impact force on the passenger compartment, protecting the vehicle structure from serious damage, and significantly reducing the risk of injury to passengers in the collision, thereby improving overall collision safety.

[0043] like Figure 3As shown, in some embodiments of the present application, the collapsible bracket 2 includes an end plate 211, a first side plate 212 and a second side plate 213, a bottom plate 214 and a top plate 215. The end plate 211 is adapted to be connected to the fender 3. The first side plate 212 and the second side plate 213 are respectively disposed on both sides in the width direction of the end plate 211 and extend in a direction perpendicular to the end plate 211. The bottom plate 214 is respectively connected to the bottom edges of the first side plate 212 and the second side plate 213, and the top plate 215 is respectively connected to the top edges of the first side plate 212 and the second side plate 213. At least one of the end plate 211, the first side plate 212, the second side plate 213, the bottom plate 214, and the top plate 215 is formed with a weakening hole or a weakening groove 23.

[0044] It can be understood that the end plate 211, the first side plate 212 and the second side plate 213, the bottom plate 214 and the top plate 215 are all the first splicing plates 21. The end plate 211 is connected to the fender 3. The first side plate 212 and the second side plate 213 can be respectively disposed on both sides in the width direction of the end plate 211 and extend in a direction perpendicular to the end plate 211. The bottom plate 214 can be respectively connected to the bottom edges of the first side plate 212 and the second side plate 213, and the top plate 215 is respectively connected to the top edges of the first side plate 212 and the second side plate 213. Among them, the end plate 211, the first side plate 212 and the second side plate 213, the bottom plate 214 and the top plate 215 enclose a first cavity.

[0045] The cross-sectional areas of the first side plate 212 and the second side plate 213 can gradually decrease in the direction away from the longitudinal beam 1. The structures of the first side plate 212 and the second side plate 213 can be trapezoidal plates. The side connected to the end plate 211 is the upper base, and the side away from the end plate 211 is the lower base. The shape of the trapezoidal plate can be an isosceles trapezoid or a right trapezoid. When the shape of the trapezoidal plate is an isosceles trapezoid, the two side edges of the trapezoidal plate are equal in length, and the force will be evenly distributed to a wider area, thereby reducing the pressure per unit area and improving the load-bearing capacity of the structure. When the shape of the trapezoidal plate is a right trapezoid, while maintaining a certain height and load-bearing capacity, it occupies a smaller space, reduces unnecessary space waste, and improves the compactness and efficiency of the overall design. The specific shape of the trapezoidal plate is not limited.

[0046] The shapes of the first side plate 212 and the second side plate 213 are the same. When the vehicle is impacted, the first side plate 212 and the second side plate 213 can be stressed in a similar manner, reducing the occurrence of the phenomenon that one side plate collapses first due to unbalanced stress or the plate member bends to one side, thereby improving the stability of the entire support structure.

[0047] It should be noted that weakening holes 23 are formed in at least one of the end plate 211, the first side plate 212, the second side plate 213, the bottom plate 214, and the top plate 215. Since the weakening holes 23 are through holes, they can reduce more weight compared to weakening grooves, so as to meet the requirement of vehicle lightweighting.

[0048] On the plate members of the end plate 211, the first side plate 212, the second side plate 213, the bottom plate 214, and the top plate 215 where the weakening holes 23 are formed, the number of weakening holes can be one or more. If the purpose is to reduce the weight of a specific area or adjust the stress distribution in that area, one weakening hole can meet the requirement; when it is necessary to more widely disperse stress, further reduce weight or achieve a graded collapse effect, multiple weakening holes can be distributed at different positions on the plate member to achieve the best effect.

[0049] The shape of the weakening holes 23 can be arbitrary. In some embodiments of the present application, the shape of the weakening holes 23 provided on the first side plate 212 and the second side plate 213 can be the same as the shapes of the first side plate 212 and the second side plate 213. When the shape of the weakening holes 23 matches the shapes of the first side plate 212 and the second side plate 213, the consistency of the shape of the weakening holes 23 with the shapes of the first side plate 212 and the second side plate 213 can reduce the stress concentration area, thereby avoiding too high stress peaks at certain positions and making the stress more evenly distributed on the first side plate 212 and the second side plate 213. One of the main functions of the weakening holes 23 is to reduce the structural weight. When the shape of the weakening holes 23 matches the shapes of the first side plate 212 and the second side plate 213, a better weight reduction effect can be achieved on the premise of ensuring the structural strength.

[0050] In some embodiments of the present application, weakening holes 23 can be formed on the first side plate 212, the second side plate 213, the bottom plate 214, and the top plate 215, and no weakening holes 23 are formed on the end plate 211. Among them, several weakening holes 23 are evenly spaced on the end plate 211, the first side plate 212, the second side plate 213, the bottom plate 214, and the top plate 215.

[0051] For several weakening holes 23 provided on the first side plate 212 and the second side plate 213, the area of the weakening holes 23 closer to the side of the longitudinal beam 1 is larger. When a collision occurs and causes collapse, several weakening holes 23 on the first side plate 212 and the second side plate 213 collapse sequentially starting from the side of the end plate 211. Since the cross-sectional area of the first side plate 212 and the second side plate 213 gradually decreases in the direction away from the longitudinal beam 1, the closer to the longitudinal beam 1, the larger the cross-sectional area, and the worse the collapse effect. Therefore, the closer the weakening holes 23 on the first side plate 212 and the second side plate 213 are to the longitudinal beam 1, the larger the cross-sectional area of the weakening holes 23, so as to ensure a good collapse effect.

[0052] It should be noted that, in some embodiments of the present application, the shapes and intervals of the weakening holes 23 on the first side plate 212 and the second side plate 213 are the same. The length of the weakening holes 23 on the top plate 215 is equal to the width of the weakening holes 23 on the first side plate 212 and the second side plate 213, and the interval of the weakening holes 23 on the top plate 215 is the same as the shape and interval of the weakening holes 23 on the first side plate 212 and the second side plate 213. One weakening hole 23 is provided on the bottom plate 214, and the length of the weakening hole 23 on the bottom plate 214 is equal to the width of the weakening holes 23 on the first side plate 212 and the second side plate 213.

[0053] It can be understood that since the shapes and intervals of the weakening holes 23 on the first side plate 212 and the second side plate 213 are the same, a set of common molds can be designed to process the weakening holes on these two side plates. This reduces the types and quantities of molds and lowers the mold manufacturing cost. The length of the weakening holes 23 on the top plate 215 is equal to the width of the weakening holes 23 on the side plates, and the intervals are also the same. The design of the mold for the top plate 215 can be adjusted based on certain parameters of the side plate mold, further simplifying the mold design process. Only one weakening hole 23 is provided on the bottom plate 214 because the main function of the bottom plate 214 is to connect the first side plate 212 and the second side plate 213, and it does not need to set multiple weakening holes like the first side plate 212, the second side plate 213, or the top plate 215 to ensure the collapse effect. One weakening hole may be sufficient to meet the requirements of the bottom plate under specific stress conditions.

[0054] As Figures 1 - 3 shown, in some embodiments of the present application, the collapse bracket 2 further includes a first connecting column 22. The end of the first connecting column is connected to the longitudinal beam 1. First flanging portions 216 are formed on the first side plate 212, the second side plate 213, and the bottom plate 214, or a first flanging portion 216 is formed on any one of the first side plate 212, the second side plate 213, and the bottom plate 214. The first flanging portion 216 is adapted to be fixedly connected to the surface of the first connecting column 22.

[0055] It can be understood that the end of the first connecting column 22 is connected to the longitudinal beam 1. The collapse bracket 2 is connected to the main body structure of the vehicle through the first connecting column 22, providing necessary support for the collapse bracket 2 and ensuring that the collapse bracket 2 can work together as part of the overall structure when the vehicle is impacted. First flanging portions 216 are formed on the first side plate 212, the second side plate 213, and the bottom plate 214, or a first flanging portion 216 is formed on any one of the first side plate 212, the second side plate 213, and the bottom plate 214. These first flanging portions 216 are fixedly connected to the surface of the first connecting column 22. The collapse bracket 2 increases the connection area with the first connecting column 22 through the first flanging portion 216, improving the strength and reliability of the connection. At the same time, the first flanging portion 216 can also serve as a reinforcing rib to further improve the stiffness and anti-deformation ability of the plate member.

[0056] As Figure 2 shown, in some embodiments of the present application, the longitudinal beam 1 includes a beam body 11 and a lamp bracket 12. The lamp bracket 12 is connected to the beam body 11, and the crush bracket 2 is fixedly connected to the lamp bracket 12.

[0057] The lamp bracket 12 is a common and mature structure in the existing vehicle body and has been standardized. Since the crush bracket 2 is fixedly connected to the lamp bracket 12, compared with developing a new connection structure, the existing lamp bracket 12 does not require additional design and manufacturing costs, thus reducing the overall development and production costs of the vehicle. In some embodiments of the present application, in order to provide a better support effect, a bottom guard plate bracket may also be provided. One end of the bottom guard plate bracket is connected to the lamp bracket 12, and the other end is connected to the vehicle floor 214 to provide additional vertical support for the lamp bracket 12.

[0058] As Figures 1 - 2 shown, in some embodiments of the present application, the body assembly 100 further includes a support bracket 4. One end of the support bracket 4 is connected to the lamp bracket 12, and the other end of the support bracket 4 is connected to the fender 3. The crush bracket 2 extends in the front-rear direction of the vehicle, and the support bracket 4 extends in the width direction of the vehicle. The included angle between the extension plane of the crush bracket 2 and the extension plane of the support bracket 4 is α ≤, and it satisfies that the included angle range is 70° ≤ α ≤ 130°.

[0059] The support bracket 4 provides an additional support point for the fender 3, enhancing the stability of the fender 3 during vehicle driving. This helps to prevent the fender 3 from deforming or loosening due to vibration, wind pressure or collision, and keeps its original shape and position. During a collision, the support bracket 4 can help the crush bracket 2 disperse the impact force from the collision direction to further ensure that the energy transmitted by the collision does not affect the vehicle body and guarantee vehicle safety.

[0060] The crush bracket 2 extends in the front-rear direction of the vehicle. During a frontal collision, it can more effectively absorb the collision energy. This directional energy absorption method helps to reduce the impact of the collision on the vehicle occupants and the body structure. The support bracket 4 extends in the width direction of the vehicle, providing additional lateral support for the vehicle body. During a side collision or rollover accident, this support can reduce the deformation and intrusion of the vehicle body and protect the integrity of the occupant compartment.

[0061] Among them, there is an included angle between the extending surface of the crash bracket 2 and the extending surface of the support bracket 4. The setting of the included angle disperses the stress at the connection part, reduces the stress concentration phenomenon, and improves the durability of the entire vehicle body assembly. The included angle between the extending surface of the crash bracket 2 and the extending surface of the support bracket 4 can be 70°, 80°, 90°, 100°, 110°, 120°, 130°, etc. The included angle range from 70° to 130° is a relatively ideal range, which can reduce stress concentration and material waste while ensuring the structural strength.

[0062] As Figures 1 - 2 shown, in some embodiments of the present application, the cross-sectional area of the support bracket 4 is configured to gradually decrease in the direction away from the longitudinal beam 1. The support bracket 4 is formed by splicing a plurality of second splicing plates 41 to define a second cavity inside the support bracket 4.

[0063] It can be understood that by reducing the cross-sectional area of the support bracket 4 in the direction away from the longitudinal beam 1, material savings are achieved, which helps to lighten the vehicle. Lightweight not only improves fuel economy but also enhances the vehicle's handling and acceleration performance. Although the cross-sectional area of the support bracket 4 is reduced, by providing a second cavity inside the support bracket 4 and using a plurality of second splicing plates 41 to splice, the weight can be reduced while maintaining sufficient strength. This enables the support bracket 4 to more effectively disperse stress when bearing loads, improving the overall structural stability and durability.

[0064] It should be noted that in some embodiments of the present application, the only difference between the support bracket 4 and the crash bracket 2 is that the support bracket 4 is not provided with a weakening hole 23 or a weakening groove. Since the support bracket 4 extends along the width direction of the vehicle and does not involve pedestrian protection during a collision, there is no need to additionally provide a weakening hole 23 or a weakening groove on the support bracket 4 to further weaken the bearing capacity of the support bracket 4. Since the structures of the support bracket 4 and the crash bracket 2 are similar, when manufacturing the support bracket 4, the data of the relevant mold for manufacturing the crash bracket 2 can be used, or directly the mold of the crash bracket 2 can be used, but no weakening hole 23 or weakening groove is opened on the produced bracket, avoiding repetitive labor and saving design time and cost. When directly using the mold of the crash bracket 2, the cost and time of re-opening the mold are also saved, which is the most significant way to reduce costs.

[0065] The support bracket 4 further includes a second connecting column 42. The end of the second connecting column 42 is connected to the longitudinal beam 1. A second flanging portion 43 is formed at the connection between the second connecting column 42 and the second splicing plate 41. The second flanging portion 43 is adapted to be fixedly connected to the surface of the second connecting column 42.

[0066] The vehicle according to the embodiments of the present application will be briefly described below.

[0067] The vehicle according to an embodiment of the present application includes the body assembly 100 described in any of the above embodiments. Therefore, in the vehicle of this embodiment, due to the setting of the first cavity, a weakened hole 23 or a weakened groove extending in the thickness direction is formed in the collapse bracket 2. By reducing the material usage through the cavity of the cavity and the weakened hole 23 or the weakened groove, the weight of the body assembly is reduced, which helps to improve the fuel economy or endurance of the vehicle, and also improves the handling and acceleration performance of the vehicle.

[0068] In the description of the present application, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0069] In the description of the present application, the "first feature" and "second feature" may include one or more of such features.

[0070] In the description of the present application, the meaning of "a plurality" is two or more.

[0071] In the description of the present application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0072] In the description of the present application, the first feature being "above", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0073] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0074] Although embodiments of the present application have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present application. The scope of the present application is defined by the claims and their equivalents.

Claims

1. A body component for a vehicle, characterized in that: include: Stringer (1); A collapse stent (2), one end of the collapse stent (2) being connected to the longitudinal beam (1) and having a first cavity formed therein; A fender (3), wherein the fender (3) is connected to the other end of the collapse bracket (2); wherein An extended weakened hole or weakened groove (23) is formed in the thickness direction of the collapse stent (2).

2. The vehicle body component according to claim 1, characterized in that: The collapse stent (2) is composed of a plurality of first split plates (21) connected to each other to enclose the first cavity, and at least one of the first split plates (21) is formed with a weakened hole or weakened groove (23) extending in the thickness direction of the first split plate (21).

3. The vehicle body component for a vehicle according to claim 1, characterized in that: The cross-sectional area of ​​the collapse bracket (2) is configured to gradually decrease in a direction away from the longitudinal beam (1).

4. The vehicle body component for a vehicle according to claim 2, characterized in that: The collapse stent (2) comprises: an end plate (211), the end plate (211) being suitable for being connected to the fender (3); A first side plate (212) and a second side plate (213), wherein the first side plate (212) and the second side plate (213) are respectively arranged on both sides of the end plate (211) in a width direction and extend in a direction perpendicular to the end plate (211); A bottom plate (214), the bottom plate (214) being connected to a bottom edge of the first side plate (212) and a bottom edge of the second side plate (213) respectively; A top plate (215), wherein the top plate (215) is connected to the top edge of the first side plate (212) and the top edge of the second side plate (213) respectively; The weakened hole or weakened groove (23) is formed on at least one of the end plate (211), the first side plate (212), the second side plate (213), the bottom plate (214), and the top plate (215).

5. The vehicle body component for a vehicle according to claim 4, characterized in that: The collapse stent (2) further comprises: A first connecting column (22), wherein the first connected end is connected to the longitudinal beam (1), and a flange portion is formed on the first side plate (212), the second side plate (213) and / or the bottom plate (214), and the flange portion is suitable for being fixedly connected to the surface of the first connecting column (22).

6. The vehicle body component for a vehicle according to any one of claims 1 to 4, characterized in that: The longitudinal beam (1) comprises: Beam body (11); A lamp bracket (12), wherein the lamp bracket (12) is connected to the longitudinal beam (1) body, and the collapse bracket (2) is fixedly connected to the lamp bracket (12).

7. The vehicle body component for a vehicle according to claim 6, characterized in that: Also includes: A support bracket (4), one end of the support bracket (4) is connected to the lamp bracket (12), the other end of the support bracket (4) is connected to the fender, the crush bracket (2) extends along the front-rear direction of the vehicle, and the support bracket (4) extends along the width direction of the vehicle; wherein the angle between the extension surface of the crush bracket (2) and the extension surface of the support bracket (4) is α, and satisfies: the angle range is 70°≤α≤130°.

8. The vehicle body component for a vehicle according to claim 7, characterized in that: The cross-sectional area of ​​the supporting bracket (4) is configured to gradually decrease in a direction away from the longitudinal beam (1).

9. The vehicle body component for a vehicle according to claim 8, characterized in that: The support bracket (4) is composed of a plurality of second split plates (41) so as to define a second cavity inside the support bracket (4).

10. A vehicle, characterized in that: A vehicle body component comprising any one of claims 1-9.

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