Front wall cross beam, vehicle body structure and vehicle

Abstract

The utility model discloses a front wall cross beam, a vehicle body structure and a vehicle. The front wall cross beam comprises a cross beam body and a reinforcing piece. A cavity is formed in the cross beam body. The reinforcing piece is arranged in the cavity. The front wall cross beam deforms earlier than the central channel, the reinforcing piece is arranged in the cavity of the front wall cross beam, so that the cavity can achieve the effects of energy absorption and buffering, the front wall cross beam serves as a main energy absorption component and can weaken loads transmitted to the central channel, then the deformation of the central channel can be reduced, the living space of a driver or passengers is guaranteed, and the service life of the driver or the passengers is prolonged. And the injury to the legs of a driver or a passenger is reduced.

Description

Technical Field

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

[0002] In the related art, the vehicle body includes a central tunnel, a front bulkhead cross member, a front seat cross member and a rear floor cross member. When the vehicle is impacted, the intrusion amount of components in the front compartment such as the front bulkhead cross member into the cockpit is relatively large, which cannot meet the vehicle's crash safety requirements and will cause huge losses to personal safety and property safety. Summary of the Utility Model

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, an object of the utility model is to provide a front bulkhead cross member, a vehicle body structure and a vehicle. The front bulkhead cross member serves as a main energy-absorbing component, which can weaken the load transmitted to the central tunnel, thereby reducing the deformation amount of the central tunnel, ensuring the survival space of the driver or passengers, and reducing the injury to the legs of the driver or passengers.

[0004] The front bulkhead cross member according to an embodiment of the first aspect of the utility model includes: a cross member body and a reinforcing member.

[0005] The cross member body extends along the width direction of the vehicle, and a cavity is formed in the cross member body;

[0006] The reinforcing member is disposed in the cavity.

[0007] In this embodiment, when the vehicle is impacted, the powertrain moves backward and collides with the front bulkhead cross member. The front bulkhead cross member deforms prior to the central tunnel. Among them, the cavity of the front bulkhead cross member is provided with a reinforcing member, so that the cavity can play a role in energy absorption and buffering. The front bulkhead cross member serves as a main energy-absorbing component, which can weaken the load transmitted to the central tunnel, thereby reducing the deformation amount of the central tunnel, ensuring the survival space of the driver or passengers, and reducing the injury to the legs of the driver or passengers.

[0008] According to some embodiments of the utility model, there are a plurality of the reinforcing members.

[0009] According to some embodiments of the utility model, the cross member body includes a first cavity wall and a second cavity wall oppositely arranged along the front-rear direction of the vehicle, and a plurality of the reinforcing members are disposed between the first cavity wall and the second cavity wall. One end of each reinforcing member is connected to the first cavity wall, and the other end is connected to the second cavity wall.

[0010] According to some embodiments of the utility model, the first cavity wall is provided with a plurality of contact areas.

[0011] The contact area is adapted to receive the impact of the powertrain when the vehicle collides, wherein the strength of the contact area is greater than that of the non-contact area.

[0012] According to some embodiments of the present invention, the thickness of the contact area is greater than that of the non-contact area.

[0013] According to some embodiments of the present invention, the reinforcing member connected to the contact area is a first type of reinforcing member; the reinforcing member connected to the non-contact area is a second type of reinforcing member, and the strength of the first type of reinforcing member is greater than that of the second type of reinforcing member.

[0014] According to some embodiments of the present invention, the thickness of the first type of reinforcing member is greater than that of the second type of reinforcing member.

[0015] According to some embodiments of the present invention, the thickness of the contact area is greater than that of the first type of reinforcing member, and the thickness of the first type of reinforcing member is greater than that of the non-contact area or the second type of reinforcing member.

[0016] According to some embodiments of the present invention, the second cavity wall includes a first part and a second part, and the first part and the second part form an included angle β, where 120° ≤ β ≤ 180°, and the extending direction of the first part forms an included angle γ with the height direction of the vehicle, where 0° ≤ γ ≤ 45°.

[0017] According to an embodiment of the second aspect of the present invention, a vehicle body structure includes: the front bulkhead beam in the first aspect.

[0018] According to some embodiments of the present invention, it further includes a central tunnel, and the central tunnel includes a central tunnel body, and the cross-section of the central tunnel body along the front-rear direction of the vehicle is M-shaped.

[0019] According to some embodiments of the present invention, the central tunnel is provided with a bending portion, and the bending portion is configured as a protrusion protruding from the central tunnel body along the height direction of the vehicle. There are two such protrusions, and they are arranged at intervals along the left-right direction of the vehicle.

[0020] According to some embodiments of the present invention, the central tunnel body has at least two regions, and the thicknesses of the regions are different.

[0021] According to an embodiment of the third aspect of the present invention, a vehicle includes: the vehicle body structure in the second aspect.

[0022] According to some embodiments of the present utility model, it further includes a powertrain, the powertrain is disposed on a side of a front bulkhead beam of the vehicle body structure facing away from the central tunnel, and there is a preset gap between a drive motor of the powertrain and the front bulkhead beam;

[0023] The drive motor forms a projection area on a first cavity wall of the front bulkhead beam along a front-rear direction of the vehicle, and the projection area is a contact area; a remaining area of the first cavity wall is a non-contact area.

[0024] According to some embodiments of the present utility model, a second cavity wall of the front bulkhead beam includes a first portion and a second portion,

[0025] Along a height direction of the vehicle, a connection position between the first portion and the second portion is higher than an axis of the drive motor, and the connection position is orthogonally projected on the first cavity wall along the front-rear direction of the vehicle, and a projection area of the connection position falls within an area of the first cavity wall corresponding to the projection area of the drive motor.

[0026] Additional aspects and advantages of the present utility model will be partially given in the following description, partially become apparent from the following description, or be understood through practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, wherein:

[0028] Figure 1 is a schematic diagram of a connection structure of a front bulkhead beam, a central tunnel, and a front seat crossbeam according to an embodiment of the present utility model Figure 1 ;

[0029] Figure 2 is a schematic diagram of a connection structure of a front bulkhead beam, a central tunnel, and a front seat crossbeam according to an embodiment of the present utility model Figure 2 ;

[0030] Figure 3 is a schematic diagram of a connection structure between a central tunnel and a front seat crossbeam according to an embodiment of the present utility model;

[0031] Figure 4 is a schematic diagram of a structure of a vehicle body structure according to an embodiment of the present utility model Figure 1 ;

[0032] Figure 5 is a schematic diagram of a structure of a vehicle body structure according to an embodiment of the present utility model Figure 2 ;

[0033] Figure 6 is a schematic diagram of a structure of a central tunnel according to an embodiment of the present utility model;

[0034] Figure 7 is a schematic cross-sectional view of a central passage according to an embodiment of the present utility model;

[0035] front bulkhead crossmember 10, first cavity wall 11, second cavity wall 12, first part 121, second part 122;

[0036] reinforcing members 13, first reinforcing member 131, second reinforcing member 132, third reinforcing member 133, fourth reinforcing member 134, fifth reinforcing member 135, sixth reinforcing member 136, seventh reinforcing member 137;

[0037] central passage 20, first strengthening area 201, second strengthening area 202, third strengthening area 203, fourth strengthening area 204, central passage body 21, protrusion 22, flanging 23;

[0038] front seat crossmember 30, front panel 40, longitudinal beam 50;

[0039] power assembly 60, drive motor 61, axis 611 of the drive motor, reduction gearbox 62. Detailed implementation manners

[0040] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, wherein 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 utility model and should not be construed as limiting the present utility model.

[0041] The following disclosure provides many different embodiments or examples for implementing different structures of the present utility model. To simplify the disclosure of the present utility model, the components and settings of specific examples are described below. Of course, they are only examples and are not intended to limit the present utility model. In addition, the present utility model may repeat reference numerals and / or letters in different examples. This repetition is for the purpose of simplification and clarity and does not itself indicate the relationship between the various embodiments and / or settings discussed. In addition, the present utility model provides examples of various specific processes and materials, but those of ordinary skill in the art can be aware of the applicability of other processes and / or the use of other materials.

[0042] As Figures 1-7 shown, a front bulkhead crossmember 10 according to an embodiment of the first aspect of the present utility model includes a crossmember body and a reinforcing member 13. The crossmember body extends in the width direction of the vehicle, and a cavity is formed in the crossmember body. The reinforcing member 13 is disposed in the cavity.

[0043] It should be noted that in practical applications, the vehicle includes a body structure and a power assembly 60.

[0044] As shown in Figure 5 the figure, the vehicle body structure includes a front bulkhead 40, a center tunnel 20, a front seat cross member 30, and the above-mentioned front bulkhead cross member 10. The center tunnel 20 extends in the longitudinal direction of the vehicle. The front bulkhead cross member 10, the center tunnel 20, and the front seat cross member 30 are arranged in sequence from the front side to the rear side of the vehicle. One end of the center tunnel 20 is connected to the front bulkhead cross member 10, and the other end is connected to the front seat cross member 30. The front bulkhead 40 is connected to the front bulkhead cross member 10.

[0045] The powertrain 60 includes a reduction gearbox 62 and a drive motor 61, and the reduction gearbox 62 is connected to the drive motor 61. Among them, the powertrain 60 is disposed on the side of the front bulkhead cross member 10 facing away from the center tunnel 20, that is to say, the powertrain 60 is located on the front side of the front bulkhead cross member 10. There is a preset gap between the drive motor 61 of the powertrain 60 and the front bulkhead cross member 10.

[0046] Since the front bulkhead cross member 10 includes a cross member body, the cross member body has a cavity. A reinforcing member 13 is provided in the cavity, and the reinforcing member 13 can be made of aluminum alloy material. In some embodiments, the reinforcing member 13 can be detachably connected to the cavity wall. For example, the reinforcing member 13 and the cavity wall are threadedly connected by a fastener; in some embodiments, the reinforcing member 13 can be integrally formed with the cavity wall. With such a setting, the assembly of the vehicle body is simple and convenient, which helps to improve the assembly efficiency.

[0047] As shown in Figure 4 the figure, when the vehicle is collided, the powertrain 60 moves backward, and the powertrain 60 collides with the front bulkhead cross member 10. The front bulkhead cross member 10 deforms prior to the center tunnel 20. Among them, a reinforcing member 13 is provided in the cavity of the front bulkhead cross member 10, so that the cavity can play a role in energy absorption and buffering. The front bulkhead cross member 10 serves as the main energy-absorbing member, which can weaken the function of the center tunnel 20. Furthermore, the deformation amount of the center tunnel 20 can be reduced, ensuring the survival space of the driver or the occupant and reducing the injury to the legs of the driver or the occupant.

[0048] In some embodiments of the present invention, a plurality of reinforcing members 13 are provided.

[0049] In a specific embodiment, as shown in Figure 4As shown in the figure, the crossbeam body includes a first cavity wall 11 and a second cavity wall 12 which are oppositely arranged, and a third cavity wall (not labeled) and a fourth cavity wall (not labeled) which are oppositely arranged. The direction from the first cavity wall 11 to the second cavity wall 12 is the front-rear direction of the vehicle, and the direction from the third cavity wall to the fourth cavity wall is the height direction of the vehicle. The first cavity wall 11, the third cavity wall, the second cavity wall 12 and the fourth cavity wall are sequentially connected end to end to form the cavity of the above-mentioned crossbeam body. Each reinforcing member 13 is arranged between the first cavity wall 11 and the second cavity wall 12. One end of each reinforcing member 13 is connected to the first cavity wall 11, and the other end is connected to the second cavity wall 12.

[0050] Among them, the length directions of several reinforcing members 13 can extend substantially along the front-rear direction of the vehicle. For example, as Figure 4 shown, the included angle α1 between the length direction of the first reinforcing member 131 and the front-rear direction of the vehicle is 45°; the included angle α2 between the length direction of the second reinforcing member 132 and the front-rear direction of the vehicle is 20°; the included angle α3 between the length direction of the third reinforcing member 133 and the front-rear direction of the vehicle is 10°; the included angle α4 between the length direction of the fourth reinforcing member 134 and the front-rear direction of the vehicle is 40°; the included angle α5 between the length direction of the fifth reinforcing member 135 and the front-rear direction of the vehicle is 45°; the included angle α6 between the length direction of the sixth reinforcing member 136 and the front-rear direction of the vehicle is 60°. The length directions of each reinforcing member 13 are substantially in correspondence with the direction of impact on the vehicle, and each reinforcing member 13 can deform better, thereby better playing the role of energy absorption and buffering.

[0051] Of course, it can be understood that the length directions of some reinforcing members 13 can extend along the height direction of the vehicle, as Figure 4 shown, the length direction of the seventh reinforcing member 137 is the height direction of the vehicle.

[0052] In addition, as Figure 4 shown, two adjacent reinforcing members 13 and the first cavity wall 11 or the second cavity wall 12 form a triangular structure, or / and, two adjacent reinforcing members 13 and the first cavity wall 11 and the second cavity wall 12 form a frame structure.

[0053] It should be noted that the closed frame structure can disperse the impact force to each area of the frame structure, greatly reducing the stress concentration, which helps to improve the energy absorption and buffering effects of the cavity of the crossbeam body. At the same time, the stability of the frame structure is better. For example, as Figure 4 shown, the first reinforcing member 131, the second reinforcing member 132, the first cavity wall 11 and the second cavity wall 12 form a frame structure; the third reinforcing member 133, the fourth reinforcing member 134, the first cavity wall 11 and the second cavity wall 12 form a frame structure; the fourth reinforcing member 134, the fifth reinforcing member 135, the first cavity wall 11 and the second cavity wall 12 form a frame structure,... This embodiment will not list them one by one.

[0054] Similarly, the closed triangular structure can disperse the impact force to various regions of the triangular structure, greatly reducing stress concentration and contributing to improving the energy absorption and buffering effects of the cavity of the crossbeam body. At the same time, the triangular structure has good stability. For example, as Figure 4 shown, the second reinforcing member 132, the third reinforcing member 133, and the first cavity wall 11 form a triangular structure.

[0055] Optionally, the first cavity wall 11 is provided with a plurality of contact regions, and the remaining regions on the first cavity wall 11 are non-contact regions.

[0056] The contact regions are adapted to receive the impact of the powertrain when the vehicle collides, wherein the strength of the contact regions is greater than that of the non-contact regions.

[0057] It should be noted that the first cavity wall 11 is close to the above-mentioned powertrain 60, and the second cavity wall 12 is far from the above-mentioned powertrain 60. When the vehicle collides, the powertrain 60 moves backward, and the powertrain 60 first collides with the first cavity wall 11. In practical applications, the drive motor 61 of the powertrain 60 collides with the front crossbeam 10. In Figure 4 terms of perspective, considering that the outer contour of the drive motor 61 is generally circular, when the drive motor 61 collides with the front crossbeam 10, the contact regions on the first cavity wall 11 of the front crossbeam 10 come into contact with the drive motor 61 first, and the remaining regions on the first cavity wall 11 are non-contact regions.

[0058] Under the assembly of the drive motor 61 and the front crossbeam 10, the drive motor 61 projects orthogonally in the front-rear direction of the vehicle on the first cavity wall 11, and the region of the first cavity wall 11 corresponding to the projection area of the drive motor 61 is the above-mentioned contact region of the first cavity wall 11, and the strength of this contact region is greater than that of the non-contact regions. Among them, the strength here can be understood as the tensile strength, compressive strength, bending strength, shear strength, impact strength, and fatigue strength of the material. In this way, at the moment of vehicle collision, the contact regions of the first cavity wall 11 come into contact with the drive motor 61 first, and by increasing the strength of the contact regions of the first cavity wall 11, it helps to improve the anti-deformation ability of the contact regions of the first cavity wall 11.

[0059] In addition, the thickness of the contact regions can be greater than that of the non-contact regions, which can further improve the anti-deformation ability of the contact regions of the first cavity wall 11.

[0060] In a specific embodiment, as Figure 4 shown, contact regions AB and contact regions CD are provided on the first cavity wall 11, and the remaining regions on the first cavity wall 11 except for the contact regions AB and contact regions CD are non-contact regions.

[0061] One end of the first reinforcing member 131, the second reinforcing member 132, and the third reinforcing member 133 are all connected to the contact area AB, and one end of the fourth reinforcing member 134 and the fifth reinforcing member 135 are all connected to the contact area CD. The first reinforcing member 131, the second reinforcing member 132, the third reinforcing member 133, the fourth reinforcing member 134, and the fifth reinforcing member 135 are defined as the first type of reinforcing members. In this way, the anti-deformation ability of the contact area of the first cavity wall 11 is further improved.

[0062] One end of the sixth reinforcing member 136 and the seventh reinforcing member 137 are both connected to the non-contact area. The sixth reinforcing member 136 and the seventh reinforcing member 137 are defined as the second type of reinforcing members.

[0063] The strength of the first type of reinforcing members is greater than the strength of the second type of reinforcing members. The strength here can be understood as the tensile strength, compressive strength, flexural strength, shear strength, impact strength, and fatigue strength of the material.

[0064] In this way, when the vehicle collides, after the contact area of the first cavity wall 11 comes into contact with the drive motor 61, by increasing the strength of the first type of reinforcing members, it helps to improve the anti-deformation ability of each reinforcing member 13.

[0065] In some embodiments of the present invention, the second cavity wall 12 is divided into N sequentially connected parts along the height direction of the vehicle, N is a positive integer, and the i-th part and the (i + 1)-th part form an angle β, 120° ≤ β ≤ 230°, 1 ≤ i ≤ N.

[0066] In a specific embodiment, as Figure 4 shown, the second cavity wall 12 is divided into a first part 121 and a second part 122 along the height direction of the vehicle, and the first part 121 and the second part 122 are connected to each other. The first part 121 can extend substantially in the vertical direction, and the angle γ between the extending direction of the first part 121 and the height direction of the vehicle can be between 0° and 45°, including 0° and 45°. Preferably, the angle γ between the extending direction of the first part 121 and the height direction of the vehicle is 20°.

[0067] The first part 121 and the second part 122 form an angle β, β can be 120°, β can be 130°, β can be 150°, β can be 160°, β can be 170°, β can be 180°, that is, 120° ≤ β ≤ 180°. Such a setting can increase the space for the driver or the co-driver to place their legs, thereby helping to improve the driving comfort of the driver or the co-driver.

[0068] Among them, it should be noted that, as Figure 4As shown, the connection position of the first part 121 and the second part 122 is vertically higher than the axis 611 of the driving motor (that is, the connection position of the first part 121 and the second part 122 is 30 mm above the second position B and above), and the projection of the connection position on the first cavity wall in the front-rear direction of the vehicle, and the projection area of the connection position falls on a specific area of the first cavity wall 11. That is to say, the connection position of the first part 121 and the second part 122 is equivalent to enhancing the anti-deformation ability of the second cavity wall 12, and this connection position corresponds exactly to the driving motor 61 moving backward, which helps to improve the energy absorption and buffering effect of the front bulkhead cross member 10.

[0069] Of course, it can be understood that the second cavity wall 12 is divided into N sequentially connected parts along the height direction of the vehicle. N can be 3, N can be 4, N can be 5, N can be 6, ……, which are not listed one by one in this embodiment. Those skilled in the art can select a suitable division according to the actual situation and requirements.

[0070] A vehicle body structure according to an embodiment of the second aspect of the present invention includes a front bulkhead 40, a central tunnel 20, a seat front cross member 30, a longitudinal beam 50, and the front bulkhead cross member 10 in the first aspect. As Figures 1 to 5 shown, the central tunnel 20 extends in the front-rear direction of the vehicle, and the front bulkhead cross member 10, the central tunnel 20, and the seat front cross member 30 are arranged in sequence from the front side to the rear side of the vehicle. One end of the central tunnel 20 is connected to the front bulkhead cross member 10, and the other end is connected to the seat front cross member 30. The front bulkhead 40 is connected to the front bulkhead cross member 10 by SPR. The longitudinal beam 50 is connected to the front bulkhead 40 and the front bulkhead cross member 10. The front bulkhead 40 is connected to the longitudinal beam 50 by SPR, and the front bulkhead cross member 10 is connected to the longitudinal beam 50 by FDS.

[0071] The central tunnel 20 includes a central tunnel body 21, and the cross section of the central tunnel body 21 in the front-rear direction of the vehicle is M-shaped. This can enhance the bearing capacity of the central tunnel 20 to resist deformation.

[0072] The central tunnel body 21 has at least two regions with different thicknesses in each region.

[0073] In a specific embodiment, as Figure 6As shown in the figure, the central channel body 21 is sequentially divided into a first strengthening area 201, a second strengthening area 202, a third strengthening area 203, and a fourth strengthening area 204 in the direction from the front side to the rear side of the vehicle. The first strengthening area 201 is the area where the central channel 20 is connected to the front bulkhead crossbeam 10; the fourth strengthening area 204 is the area where the central channel 20 is connected to the front seat crossbeam 30, and the thickness of the first strengthening area 201 is less than that of the fourth strengthening area 204. The thickness of the second strengthening area 202 and the third strengthening area 203 may be greater than the thickness of the first strengthening area 201, or the thickness of the second strengthening area 202 and the third strengthening area 203 may be greater than the thickness of the fourth strengthening area 204, and the thickness of the second strengthening area 202 and the third strengthening area 203 may be between the thicknesses of the first strengthening area 201 and the fourth strengthening area 204. Specific examples are not listed one by one in this embodiment.

[0074] In this way, there is a differential distribution of the material thickness from the front to the rear of the central channel 20, realizing a "weak front and strong rear" load-bearing capacity, and further enhancing the load-bearing capacity of the rear part of the protrusion 22 of the central channel 20.

[0075] In addition, the central channel 20 is provided with a bending part, and the bending part is configured to protrude from the protrusion 22 of the central channel body 21 in the height direction of the vehicle. There are two protrusions 22, and they are arranged at intervals in the left-right direction of the vehicle.

[0076] In a specific embodiment, as Figure 7 shown, three protrusions 22 are formed by the surface of the central channel body 21 facing the upper part of the vehicle bulging upward. The three protrusions 22 are arranged at equal intervals. Among them, two protrusions 22 are respectively located at the left edge and the right edge of the surface of the central channel body 21 facing the upper part of the vehicle, so as to enhance the load-bearing capacity of the left and right sides of the central channel 20 to resist deformation and improve the resistance of the central channel 20; one protrusion 22 is located in the middle of the surface of the central channel body 21 facing the upper part of the vehicle, so as to enhance the load-bearing capacity of the middle part of the central channel 20 to resist deformation and improve the resistance of the central channel 20.

[0077] In addition, flanges 23 are formed by extending the left and right edges of the central channel body 21 outward.

[0078] A vehicle according to an embodiment of the third aspect of the present invention includes a powertrain 60 and the body structure of the second aspect. Therefore, the vehicle has the advantages of the body structure, and at the same time, it also has the advantages of the front bulkhead crossbeam 10, so they will not be elaborated here.

[0079] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "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 utility model 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 thus should not be construed as a limitation to the present utility model.

[0080] In the description of the present utility model, the "first feature" and "second feature" may include one or more of such features.

[0081] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0082] In the description of the present utility model, 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.

[0083] In the description of the present utility model, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0084] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", "some examples", etc. mean 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 utility model. In this specification, the schematic representations 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 a suitable manner in any one or more embodiments or examples.

[0085] Although the embodiments of the present utility model 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 utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A front wall cross beam (10), characterized in that: include: A crossbeam body, the crossbeam body extending in a width direction of the vehicle, and a cavity formed in the crossbeam body; A reinforcing member (13), wherein the reinforcing member (13) is arranged in the cavity.

2. The dash cross beam (10) according to claim 1, characterized in that: The reinforcement members (13) are multiple.

3. The dash cross beam (10) according to claim 2, characterized in that: The cross beam body comprises a first cavity wall (11) and a second cavity wall (12) which are arranged opposite to each other along the front-rear direction of the vehicle, a plurality of reinforcement members (13) are arranged between the first cavity wall (11) and the second cavity wall (12), and each reinforcement member (13) has one end connected to the first cavity wall (11) and the other end connected to the second cavity wall (12).

4. The dash cross beam (10) according to claim 3, characterized in that: The first cavity wall (11) is provided with a plurality of contact areas. The contact area is suitable for receiving the impact of the powertrain when the vehicle collides, wherein the strength of the contact area is greater than the strength of the non-contact area.

5. The dash cross beam (10) according to claim 4, characterized in that: The thickness of the contact area is greater than the thickness of the non-contact area.

6. The dash cross beam (10) according to claim 4, characterized in that: The reinforcement (13) connected to the contact area is a first type reinforcement; the reinforcement (13) connected to the non-contact area is a second type reinforcement, and the strength of the first type reinforcement is greater than the strength of the second type reinforcement.

7. The dash cross beam (10) according to claim 6, characterized in that: The thickness of the first type reinforcement is greater than the thickness of the second type reinforcement.

8. The dash cross beam (10) according to claim 6, characterized in that: The thickness of the contact area is greater than the thickness of the first type reinforcement, and the thickness of the first type reinforcement is greater than the thickness of the non-contact area or the second type reinforcement.

9. The dash cross beam (10) according to claim 3, characterized in that: The second cavity wall (12) comprises a first portion (121) and a second portion (122), the first portion (121) and the second portion (122) form an angle β, 120°≤β≤180°, The extension direction of the first part (121) forms an angle γ with the height direction of the vehicle, 0°≤γ≤45°.

10. A vehicle body structure, characterized in that: The invention comprises a front wall cross beam (10) according to any one of claims 1 to 9.

11. The vehicle body structure according to claim 10, characterized in that: The vehicle also comprises a central channel (20), wherein the central channel (20) comprises a central channel body (21), and the cross section of the central channel body (21) along the front-rear direction of the vehicle is M-shaped.

12. The vehicle body structure according to claim 11, characterized in that: The central channel (20) is provided with a bending portion, the bending portion being configured as a protrusion (22) protruding from the central channel body (21) along the height direction of the vehicle, the protrusions (22) being two and arranged at intervals along the left-right direction of the vehicle.

13. The vehicle body structure according to claim 11, characterized in that: The central channel body (21) has at least two regions, each of which has a different thickness.

14. A vehicle, characterized in that: The vehicle body structure comprises the vehicle body structure described in any one of claims 10-13.

15. The vehicle according to claim 14, characterized in that It also includes a power assembly (60), the power assembly (60) being arranged on a side of a front wall cross beam (10) of the vehicle body structure that faces away from the central channel (20), and a preset gap being present between a drive motor (61) of the power assembly (60) and the front wall cross beam (10); The drive motor (61) forms a projection area on the first cavity wall (11) of the front enclosure cross beam (10) along the front-rear direction of the vehicle, wherein the projection area is a contact area; and the remaining area of ​​the first cavity wall (11) is a non-contact area.

16. The vehicle according to claim 15, characterized in that The second cavity wall (12) of the front wall cross beam (10) comprises a first portion (121) and a second portion (122), Along the height direction of the vehicle, the connection position of the first part (121) and the second part (122) is higher than the axis (611) of the drive motor (61), and the connection position is projected onto the first cavity wall (11) along the front-rear direction of the vehicle, and the projection area of ​​the connection position falls within the area of ​​the first cavity wall (11) corresponding to the projection area of ​​the drive motor (61).

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