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 for the vehicle comprises a first longitudinal beam and a second longitudinal beam, wherein the first longitudinal beam and the second longitudinal beam are oppositely arranged and extend in the length direction of the vehicle; the cross beam is connected between the first longitudinal beam and the second longitudinal beam; the third longitudinal beam and the fourth longitudinal beam are symmetrically arranged, the third longitudinal beam is connected with the first longitudinal beam, and the fourth longitudinal beam is connected with the second longitudinal beam; one end of the first inclined section is connected with the end part of the first longitudinal beam, the other end of the first inclined section is connected with the cross beam, one end of the second inclined section is connected with the end part of the second longitudinal beam, and the other end of the second inclined section is connected with the cross beam; the first inclined section and the second inclined section obliquely extend in the width direction in the direction away from the cross beam. The strength and rigidity of the longitudinal beam can be enhanced, and the passenger protection effect is improved.

Description

Technical Field

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

[0002] Small overlap collision means that when a vehicle has a frontal collision, only a part (such as a corner of the vehicle head) contacts an obstacle. Due to the small force-bearing area and concentrated energy in this collision form, the vehicle structure is often subjected to a more severe impact. In this working condition, as an important part of the vehicle body structure, the strength and stiffness of the longitudinal beam are directly related to the collision performance of the vehicle.

[0003] However, in the small overlap collision test, due to uneven force, the longitudinal beam is extremely prone to bending, which in turn affects the structural integrity of the whole vehicle and the occupant protection effect. Summary of the Utility Model

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present application provides a vehicle body component for a vehicle, which can enhance the strength and stiffness of the longitudinal beam and improve the occupant protection effect.

[0005] A vehicle body component for a vehicle according to an embodiment of the present application includes: a first longitudinal beam and a second longitudinal beam: the first longitudinal beam and the second longitudinal beam are arranged opposite to each other and extend along the length direction of the vehicle; a cross beam, the cross beam is connected between the first longitudinal beam and the second longitudinal beam; a third longitudinal beam and a fourth longitudinal beam, the third longitudinal beam and the fourth longitudinal beam are symmetrically arranged and the third longitudinal beam is connected to the first longitudinal beam, and the fourth longitudinal beam is connected to the second longitudinal beam; a first inclined section and a second inclined section, one end of the first inclined section is connected to the end of the first longitudinal beam and the other end is connected to the cross beam, one end of the second inclined section is connected to the end of the second longitudinal beam and the other end is connected to the cross beam, and the first inclined section and the second inclined section respectively extend obliquely in the width direction in the direction away from the cross beam.

[0006] In a vehicle body component for a vehicle according to an embodiment of the present application, since the first inclined section and the second inclined section respectively extend obliquely in the width direction in the direction away from the cross beam, when the vehicle head is subjected to a small overlap collision, the inclination of the first inclined section and the second inclined section can smoothly disperse the impact force received by the first longitudinal beam and the second longitudinal beam to the cross beam. The force can be dispersed along a longer path during the transmission process, which helps to disperse the concentrated force to a larger area and reduce local stress concentration. At the same time, the transmission path of the force in the vehicle body structure is optimized, making the transmission of the force more uniform and efficient. The first inclined section and the second inclined section can serve as a force buffer zone to reduce the impact force directly acting on the first longitudinal beam and the second longitudinal beam, thereby reducing the force-bearing burden on the first longitudinal beam and the second longitudinal beam, enhancing the strength and stiffness of the longitudinal beam, and improving the occupant protection effect.

[0007] A body component for a vehicle according to some embodiments of the present application, wherein the cross beams are configured to be multiple and spaced apart in the vehicle length direction, and both ends of one of the cross beams are respectively connected to the end of the first inclined section and the end of the second inclined section.

[0008] A body component for a vehicle according to some embodiments of the present application, wherein the first inclined section extends obliquely away from the second inclined section in a direction towards the end of the first longitudinal beam; the second inclined section extends obliquely away from the first inclined section in a direction towards the end of the second longitudinal beam.

[0009] A body component for a vehicle according to some embodiments of the present application, wherein the included angle between the extending direction of the first inclined section and the extending direction of the third longitudinal beam is α, and the included angle between the extending direction of the second inclined section and the extending direction of the fourth longitudinal beam is β; and it satisfies: α = β; 110° ≤ α ≤ 150°.

[0010] A body component for a vehicle according to some embodiments of the present application, wherein the multiple cross beams include a first cross beam and a second cross beam; both ends of the first cross beam are respectively connected to the end of the first inclined section and the end of the second inclined section, and a first cross beam connection plate for connecting with the first longitudinal beam and the second longitudinal beam is formed on the first cross beam; both ends of the second cross beam are respectively connected to the third longitudinal beam and the fourth longitudinal beam, and second cross beam connection plates for connecting with the first longitudinal beam and the second longitudinal beam are respectively formed at both ends of the second cross beam.

[0011] A body component for a vehicle according to some embodiments of the present application, wherein the width of the first cross beam connection plate gradually increases in a direction away from the first cross beam; the width of the second cross beam connection plate gradually increases in a direction away from the second cross beam.

[0012] A body component for a vehicle according to some embodiments of the present application, wherein a first strengthening cavity is defined inside the first cross beam connection plate, and a second strengthening cavity is defined inside the second cross beam connection plate.

[0013] A body component for a vehicle according to some embodiments of the present application further includes: a first strengthening plate, which is arranged inside the first strengthening cavity and fixed to the first cross beam connection plate; a second strengthening plate, which is arranged inside the second strengthening cavity and fixed to the second cross beam connection plate.

[0014] A body component for a vehicle according to some embodiments of the present application, wherein at the connection of one end of the first inclined section and one end of the first longitudinal beam, the first inclined section is flush with the first longitudinal beam, and at the connection of one end of the second inclined section and one end of the second longitudinal beam, the second inclined section is flush with the second longitudinal beam.

[0015] The vehicle according to an embodiment of the present application will be briefly described below.

[0016] The vehicle according to an embodiment of the present application includes the body assembly described in any of the above embodiments. Since the first inclined section and the second inclined section respectively extend obliquely in the width direction away from the cross beam, when the front of the vehicle is subjected to a small overlap collision, the inclination of the first inclined section and the second inclined section can smoothly disperse the impact force received by the first longitudinal beam and the second longitudinal beam onto the cross beam. The force can be dispersed along a longer path during the transmission process, which helps to disperse the concentrated force to a larger area and reduce local stress concentration. At the same time, the transmission path of the force in the body structure is optimized, making the transmission of the force more uniform and efficient. The first inclined section and the second inclined section can serve as a buffer zone for the force, reducing the impact force directly acting on the first longitudinal beam and the second longitudinal beam, thereby reducing the stress burden on the first longitudinal beam and the second longitudinal beam, enhancing the strength and stiffness of the longitudinal beam, improving the occupant protection effect, and enhancing the safety and stability of the vehicle body.

[0017] 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. Description of the Drawings

[0018] 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, wherein:

[0019] Figure 1 is a schematic structural diagram of a body assembly for a vehicle according to an embodiment of the present application;

[0020] Figure 2 is Figure 1 a schematic cross-sectional structure diagram of A-A in

[0021] Figure 3 is Figure 1 a schematic cross-sectional structure diagram of B-B in

[0022] Reference Numerals:

[0023] 100, body assembly;

[0024] 1, first longitudinal beam; 2, second longitudinal beam; 21, longitudinal beam reinforcement plate;

[0025] 3, cross beam;

[0026] 31, first cross beam; 311, first cross beam connection plate; 312, first strengthening cavity;

[0027] 32, second cross beam; 321, second cross beam connection plate; 322, second strengthening cavity;

[0028] 4. Third longitudinal beam; 5. Fourth longitudinal beam; 6. First inclined section; 7. Second inclined section; 8. First reinforcing plate; 9. Second reinforcing plate. Detailed implementation manners

[0029] The 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 with reference to the drawings are exemplary and are only used to explain the present application and should not be construed as a limitation to the present application.

[0030] Next, with reference to the drawings, a vehicle body assembly 100 for a vehicle according to an embodiment of the present application will be described.

[0031] As Figures 1-3 shown, a vehicle body assembly 100 for a vehicle according to an embodiment of the present application includes a first longitudinal beam 1 and a second longitudinal beam 2, a cross beam 3, a third longitudinal beam 4 and a fourth longitudinal beam 5, a first inclined section 6 and a second inclined section 7. The first longitudinal beam 1 and the second longitudinal beam 2 are arranged oppositely and extend along the length direction of the vehicle. The cross beam 3 is connected between the first longitudinal beam 1 and the second longitudinal beam 2. The third longitudinal beam 4 and the fourth longitudinal beam 5 are symmetrically arranged, and the third longitudinal beam 4 is connected to the first longitudinal beam 1, and the fourth longitudinal beam 5 is connected to the second longitudinal beam 2. One end of the first inclined section 6 is connected to the end of the first longitudinal beam 1 and the other end is connected to the cross beam 3. One end of the second inclined section 7 is connected to the end of the second longitudinal beam 2 and the other end is connected to the cross beam 3. The first inclined section 6 and the second inclined section 7 respectively extend obliquely in the width direction in the direction away from the cross beam 3.

[0032] First, since the first inclined section 6 and the second inclined section 7 respectively extend obliquely in the width direction in the direction away from the cross beam 3, when a small overlap collision occurs at the front of the vehicle, the first inclined section 6 and the second inclined section 7 can smoothly disperse the impact force received by the first longitudinal beam 1 and the second longitudinal beam 2 to the cross beam 3, the third longitudinal beam 4 and the fourth longitudinal beam 5. When a small overlap collision occurs, the impact force often concentrates on the first longitudinal beam 1 and the second longitudinal beam 2 of the main load-bearing members, which easily causes the first longitudinal beam 1 and the second longitudinal beam 2 to reach the load-bearing limit and bend. By introducing the first inclined section 6 and the second inclined section 7, the impact force is dispersed and guided to other areas of the vehicle body. The shunting effect reduces the burden on the first longitudinal beam 1 and the second longitudinal beam 2 in the collision area and reduces the risk of bending of the first longitudinal beam 1 and the second longitudinal beam 2, thereby improving the anti-collision performance of the entire vehicle body.

[0033] Secondly, in the existing vehicle body, the first longitudinal beam 1 and the second longitudinal beam 2 are usually straight or slightly curved, and the bearing capacity of the first longitudinal beam 1 and the second longitudinal beam 2 mainly depends on the strength and cross-sectional size of the material. However, in the embodiment of the present application, the addition of the first inclined section 6 and the second inclined section 7 provides additional support and constraint for the longitudinal beam, and the first inclined section 6 and the second inclined section 7 also improve the bearing capacity of the first longitudinal beam 1 and the second longitudinal beam 2. During the collision, due to the inclined setting of the first inclined section 6 and the second inclined section 7, the material of the first inclined section 6 and the second inclined section 7 has material strength, and the first inclined section 6 and the second inclined section 7 can provide a reaction force when subjected to force, which is converted into a supporting force for the longitudinal beams of the first longitudinal beam 1 and the second longitudinal beam 2, which not only enhances the rigidity of the first longitudinal beam 1 and the second longitudinal beam 2, but also improves the ability of the first longitudinal beam 1 and the second longitudinal beam 2 to resist deformation and fracture. Therefore, even when subjected to a small overlapping collision, the first longitudinal beam 1 and the second longitudinal beam 2 can maintain good integrity and continue to provide effective protection for the vehicle body.

[0034] Furthermore, one end of the first inclined section 6 is connected to the end of the first longitudinal beam 1, and the other end is connected to the cross beam 3. One end of the second inclined section 7 is connected to the end of the second longitudinal beam 2, and the other end is connected to the cross beam 3. The cross beam 3 connects the first longitudinal beam 1 and the second longitudinal beam 2 in the transverse direction, and at the same time serves as a force-bearing component of the first inclined section 6 and the second inclined section 7, connecting the beams as a whole. The impact force can be transmitted to the cross beam 3 along the first inclined section 6 and the second inclined section 7, and further dispersed to other parts of the vehicle body. This energy dispersion mechanism significantly reduces the pressure on the collision area, thereby protecting the vehicle body structure and the safety of the occupants.

[0035] like Figure 1 As shown, according to some embodiments of the present application, in a vehicle body assembly 100 , a plurality of cross beams 3 are configured to be spaced apart in the length direction of the vehicle, wherein two ends of one cross beam 3 are respectively connected to the end of the first inclined section 6 and the end of the second inclined section 7 .

[0036] One end of each of the two crossbeams 3 is respectively connected to the end of the first inclined section 6 and the end of the second inclined section 7. The crossbeam 3, as a load-bearing and supporting component of the vehicle body, is connected to the ends of the inclined sections at both ends, connecting the inclined sections located on both sides in the vehicle width direction into a whole, enhancing the frame structure of the vehicle body, improving the rigidity of the vehicle body in the width direction, and enabling the vehicle body to more effectively disperse and absorb energy when subjected to lateral or longitudinal impacts, reducing local stress concentration, thereby protecting the vehicle body structure from serious damage. From the perspective of collision safety, the crossbeam 3 connecting the ends of the two inclined sections shunts the frontal impact force generated during a collision. During a collision, especially in a small overlap collision or a side collision, the impact force often concentrates in the area near the collision point. However, since the crossbeam 3 spans and connects the first inclined section 6 and the second inclined section 7, it can disperse the impact force and guide it to other parts of the vehicle body. The shunting effect not only reduces the burden on the longitudinal beams and the crossbeam 3 in the collision area, but also reduces the risk of the vehicle body bending or deforming, thereby improving the anti-collision performance of the whole vehicle.

[0037] A plurality of crossbeams 3 are arranged at intervals along the vehicle length direction, and the plurality of crossbeams 3 bear the supporting and load-bearing functions. The way of arranging at intervals effectively disperses the longitudinal force, lateral force, torsional force, etc. that the vehicle body may be subjected to during driving, thereby reducing the force-bearing burden on a single crossbeam 3 and improving the durability of the whole vehicle body.

[0038] As Figure 1 shown, for the vehicle body assembly 100 according to some embodiments of the present application, the first inclined section 6 extends obliquely away from the second inclined section 7 in the direction towards the end of the first longitudinal beam 1; the second inclined section 7 extends obliquely away from the first inclined section 6 in the direction towards the end of the second longitudinal beam 2.

[0039] It can be understood that in some embodiments of the present application, the first inclined section 6 and the second inclined section 7 are arranged between the first longitudinal beam 1 and the second longitudinal beam 2, and the first inclined section 6 and the second inclined section 7 are arranged obliquely away from each other in the direction from the rear of the vehicle to the front of the vehicle. When the vehicle encounters a frontal collision or a small overlap collision, the areas of the first inclined section 6 and the second inclined section 7 that can absorb energy during the collision are relatively increased. During the collision process, more parts of the vehicle body can participate in the energy absorption process, thereby more effectively reducing the impact on the vehicle occupants during the collision, effectively dispersing and weakening the impact force generated by the collision. At the same time, the obliquely arranged inclined sections help to reduce the intrusion of the vehicle body structure into the passenger compartment during the collision. Since the first inclined section 6 and the second inclined section 7 are arranged obliquely away from each other, when a collision occurs, these inclined sections will first deform and absorb energy and deform in the bending direction. Compared with the bending direction facing inward when arranged towards each other, the bending direction outward reduces the risk of the longitudinal beams and other key components moving towards the passenger compartment direction, protecting the safety of the vehicle occupants.

[0040] AsFigure 1 As shown, for the vehicle body component 100 according to some embodiments of the present application, the included angle between the extending direction of the first inclined section 6 and the extending direction of the third longitudinal beam 4 is α, and the included angle between the extending direction of the second inclined section 7 and the extending direction of the fourth longitudinal beam 5 is β; and it satisfies: α = β; 110° ≤ α ≤ 150°.

[0041] It can be understood that, in some embodiments of the present application, the third longitudinal beam 4 and the fourth longitudinal beam 5 are arranged between the first longitudinal beam 1 and the second longitudinal beam 2. Both ends of the third longitudinal beam 4 and the fourth longitudinal beam 5 are connected to the cross beam 3, and the third longitudinal beam 4 and the fourth longitudinal beam 5 are respectively connected to the first longitudinal beam 1 and the second longitudinal beam 2 through the cross beam 3.

[0042] Specifically, the included angle between the extending direction of the first inclined section 6 and the extending direction of the third longitudinal beam 4 is defined as α, and the included angle between the extending direction of the second inclined section 7 and the extending direction of the fourth longitudinal beam 5 is defined as β. The two included angles in this embodiment are equal, that is, α = β, and the angles of α and β can be 110°, 120°, 130°, 140° or 150°. The aim is to maximize the flow - splitting effect of the first inclined section 6 and the second inclined section 7 during the collision process and the load - bearing capacity of the longitudinal beam. This range ensures that the inclined sections can effectively disperse the collision energy without causing unnecessary complexity and cost increase to the vehicle body structure. At the same time, by adjusting the length and shape of the inclined sections, the flow - splitting and support effects under different collision conditions can be further optimized.

[0043] As Figure 1 As shown, for the vehicle body component 100 according to some embodiments of the present application, the plurality of cross beams 3 include a first cross beam 31 and a second cross beam 32; both ends of the first cross beam 31 are respectively connected to the end of the first inclined section 6 and the end of the second inclined section 7. The first cross beam 31 is formed with a first cross - beam connecting plate 311 for connecting with the first longitudinal beam 1 and the second longitudinal beam 2; both ends of the second cross beam 32 are respectively connected to the third longitudinal beam 4 and the fourth longitudinal beam 5, and both ends of the second cross beam 32 are respectively formed with second cross - beam connecting plates 321 for connecting with the first longitudinal beam 1 and the second longitudinal beam 2.

[0044] It can be understood that both ends of the first cross beam 31 are respectively connected to the end of the first inclined section 6 and the end of the second inclined section 7. This strengthens the connection between the inclined sections and the vehicle body main structure, and also further improves the lateral rigidity of the vehicle body through the span of the first cross beam 31. In addition, the first cross beam 31 is formed with a first cross - beam connecting plate 311 for connecting with the first longitudinal beam 1 and the second longitudinal beam 2. These connecting plates can be made of high - strength materials and are tightly fixed to the first longitudinal beam 1 and the second longitudinal beam 2 through welding or bolt - connection techniques, so as to ensure that the vehicle body structure can maintain good integrity and stability during collision or high - speed driving.

[0045] The second crossbeam 32 is located in another part of the vehicle body, and its two ends are respectively connected to the third longitudinal beam 4 and the fourth longitudinal beam 5. Similar to the first crossbeam 31, second crossbeam connection plates 321 for connecting to the first longitudinal beam 1 and the second longitudinal beam 2 are respectively formed at the two ends of the second crossbeam 32. The existence of these connection plates further strengthens the connection between the first longitudinal beam 1, the second longitudinal beam 2, the third longitudinal beam 4, and the fourth longitudinal beam 5, and improves the longitudinal rigidity of the vehicle body. At the same time, the second crossbeam 32 also serves as an important support beam in the vehicle body structure, capable of withstanding forces from different directions and effectively dispersing these forces to the entire vehicle body structure.

[0046] Through the connection of the first crossbeam 31 and the second crossbeam 32, the vehicle body assembly 100 not only improves the rigidity and stability of the vehicle body, but also enhances the safety of the vehicle during collisions or high-speed driving. This structure enables the vehicle body to better absorb and disperse energy when subjected to external forces, reducing injuries to passengers.

[0047] As Figure 1 shown, for the vehicle body assembly 100 according to some embodiments of the present application, the width of the first crossbeam connection plate 311 gradually increases in the direction away from the first crossbeam 31; the width of the second crossbeam connection plate 321 gradually increases in the direction away from the second crossbeam 32.

[0048] Specifically, the widths of the first crossbeam connection plate 311 and the second crossbeam connection plate 321 both gradually increase in the directions away from their respective crossbeams 3.

[0049] For the first crossbeam connection plate 311, when connecting the first longitudinal beam 1 and the second longitudinal beam 2, it can provide a more stable support surface. As the width gradually increases, when the first connection plate bears the force from the longitudinal beam or transmits the force to the longitudinal beam, it can better disperse these forces, reduce the stress concentration phenomenon, thereby improving the strength and durability of the connection part. At the same time, the first connection plate also helps to improve the lateral rigidity of the vehicle body, making the vehicle more stable during driving.

[0050] Similarly, the second crossbeam connection plate 321 also adopts a similar concept. The second crossbeam 32 mainly bears the forces transmitted from the third longitudinal beam 4 and the fourth longitudinal beam 5. The second crossbeam connection plate 321 provides a more solid support for the third longitudinal beam 4 and the fourth longitudinal beam 5 through its gradually increasing width and also connects the first longitudinal beam 1 and the second longitudinal beam 2, enhancing the connection strength between the longitudinal beams and also improving the longitudinal rigidity of the vehicle body, enabling the vehicle body to better maintain the integrity of the vehicle body structure when a collision occurs or other external forces act on it.

[0051] In addition, while the widths of the first crossbeam connecting plate 311 and the second crossbeam connecting plate 321 are gradually increasing, their shapes and thicknesses can also be adjusted as needed to further optimize their load-bearing capacity and stress dispersion effect. This enables the body assembly 100 to better adapt to the requirements of different vehicle models and usage scenarios, improving the applicability and market competitiveness of the product.

[0052] As Figures 2-3 shown, for the vehicle body assembly 100 according to some embodiments of the present application, a first strengthening cavity 312 is defined inside the first crossbeam connecting plate 311, and a second strengthening cavity 322 is defined inside the second crossbeam connecting plate 321.

[0053] It can be understood that inside these two connecting plates, the first strengthening cavity 312 and the second strengthening cavity 322 are respectively defined.

[0054] The first strengthening cavity 312 provides additional structural support for the first crossbeam connecting plate 311. Through the utilization of the internal space, when the first connecting plate is subjected to external forces, it can better disperse and absorb energy. At the same time, the strengthening cavity can also improve the torsional and bending resistance of the connecting plate, making the connection between the first crossbeam 31 and the first longitudinal beam 1 and the second longitudinal beam 2 more stable and reliable.

[0055] Similarly, the second strengthening cavity 322 also plays a role inside the second crossbeam connecting plate 321. Through the utilization of the internal space, when the second connecting plate is subjected to external forces, it can better disperse and absorb energy. The second strengthening cavity 322 enhances the overall strength of the second connecting plate, and the connection between the second crossbeam 32 and the first longitudinal beam 1 and the second longitudinal beam 2 becomes more solid. It can better provide support for the third longitudinal beam 4 and the fourth longitudinal beam 5, not only improving the longitudinal rigidity of the vehicle body, but also enhancing the resistance of the vehicle body to lateral impacts, providing a safer riding environment for passengers.

[0056] As Figures 2-3 shown, for the vehicle body assembly 100 according to some embodiments of the present application, the body assembly 100 further includes: a first strengthening plate 8 and a second strengthening plate 9. The first strengthening plate 8 is disposed inside the first strengthening cavity 312 and fixed to the first crossbeam connecting plate 311, and the second strengthening plate 9 is disposed inside the second strengthening cavity 322 and fixed to the second crossbeam connecting plate 321.

[0057] The first strengthening plate 8 is disposed inside the first strengthening cavity 312 and fixed together with the first crossbeam connecting plate 311. By adding an additional material layer to further enhance the strength and stiffness of the first crossbeam connecting plate 311. The presence of the first strengthening plate 8 makes the connection between the first crossbeam 31 and the first longitudinal beam 1 and the second longitudinal beam 2 more stable, capable of withstanding greater loads and impact forces.

[0058] Similarly, the second reinforcing plate 9 is also disposed within the second reinforcing cavity 322 and is tightly fixed to the second crossbeam connecting plate 321. This enhances the strength and stability of the second crossbeam connecting plate 321 and improves the reliability of the connection between the second crossbeam 32 and the first longitudinal beam 1 and the second longitudinal beam 2. The combination of the second reinforcing plate 9 and the second reinforcing cavity 322 enables the vehicle body assembly 100 to better maintain the structural integrity and stability when subjected to lateral or longitudinal impacts.

[0059] It should be noted that the specific shapes, dimensions, and materials of the first reinforcing plate 8 and the second reinforcing plate 9 can be customized according to the actual requirements of the vehicle body assembly 100. They can be made of the same material as the crossbeam 3 connecting plate, such as high-strength steel or aluminum alloy, etc., to ensure good connectivity and overall performance. At the same time, these reinforcing plates can also be fixed to the crossbeam 3 connecting plate by welding, bolt connection, or other advanced connection techniques to achieve the best strength and stiffness effects.

[0060] As Figure 1 shown, for the vehicle body assembly 100 according to some embodiments of the present application, at the connection of one end of the first inclined section 6 and one end of the first longitudinal beam 1, the first inclined section 6 is flush with the first longitudinal beam 1, and at the connection of one end of the second inclined section 7 and one end of the second longitudinal beam 2, the second inclined section 7 is flush with the second longitudinal beam 2.

[0061] Specifically, at the connection of one end of the first inclined section 6 and one end of the first longitudinal beam 1, the two are flush. This means that at the connection, the first inclined section 6 and the first longitudinal beam 1 are on the same horizontal plane. This not only helps to simplify the connection structure but also ensures the strength and stability of the connection part. Being flush also facilitates installation and positioning, reducing the difficulty of manufacturing and assembly. Since the first inclined section 6 and the first longitudinal beam 1 are on the same horizontal plane, the risk of stress concentration is reduced due to the avoidance of sharp changes in shape or size. This also helps to ensure uniform stress distribution at the connection part, enabling the connecting member to better transfer and disperse the load, improving the reliability and durability of the connection. This not only enhances the overall strength of the vehicle body structure but also improves the anti-fatigue performance and safety of the vehicle.

[0062] Similarly, at the connection of one end of the second inclined section 7 and one end of the second longitudinal beam 2, they are also flush. By reducing stress concentration and other means, the connection reliability and durability are improved, providing a strong guarantee for the safety and performance of the vehicle.

[0063] It should be noted that in some embodiments of the present application, a longitudinal beam reinforcement plate 21 is provided on the first longitudinal beam 1 at the connection between one end of the first inclined section 6 and one end of the first longitudinal beam 1; within the connection between one end of the second inclined section 7 and one end of the second longitudinal beam 2, a longitudinal beam reinforcement plate 21 is provided on the second longitudinal beam 2. The longitudinal beam reinforcement plate 21 is used to enhance the fixing effect of the longitudinal beam at the connection on the inclined section and prevent the instability and failure of the longitudinal beam material at the connection.

[0064] The vehicle according to the embodiments of the present application will be briefly described below.

[0065] The vehicle according to the embodiments of the present application includes the body assembly 100 described in any of the above embodiments. Since the first inclined section 6 and the second inclined section 7 respectively extend obliquely in the width direction away from the cross beam 3, when the front of the vehicle is subjected to a small overlap collision, the inclination of the first inclined section 6 and the second inclined section 7 can smoothly disperse the impact force received by the first longitudinal beam 1 and the second longitudinal beam 2 to the cross beam 3. The force can be dispersed along a longer path during the transmission process, which helps to disperse the concentrated force to a larger area and reduce local stress concentration. At the same time, the transmission path of the force in the vehicle body structure is optimized, making the transmission of the force more uniform and efficient. The first inclined section 6 and the second inclined section 7 can serve as force buffers to reduce the impact force directly acting on the first longitudinal beam 1 and the second longitudinal beam 2, thereby reducing the force-bearing burden on the first longitudinal beam 1 and the second longitudinal beam 2, enhancing the strength and stiffness of the longitudinal beam, improving the occupant protection effect, and enhancing the safety and stability of the vehicle body.

[0066] In the description of the present application, 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 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 thus should not be construed as a limitation to the present application.

[0067] In the description of the present application, the "first feature" and "second feature" may include one or more of such features.

[0068] In the description of the present application, the meaning of "a plurality" is two or more.

[0069] 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.

[0070] In the description of the present application, "above", "over" and "on" of a first feature with respect to a second feature include that the first feature is directly above and obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature.

[0071] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative 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 representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0072] Although the 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, and 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, Including: A first longitudinal beam (1) and a second longitudinal beam (2): The first longitudinal beam (1) and the second longitudinal beam (2) are arranged oppositely and extend along the length direction of the vehicle; A cross beam (3), which is connected between the first longitudinal beam (1) and the second longitudinal beam (2); A third longitudinal beam (4) and a fourth longitudinal beam (5), the third longitudinal beam (4) and the fourth longitudinal beam (5) are symmetrically arranged and the third longitudinal beam (4) is connected to the first longitudinal beam (1), and the fourth longitudinal beam (5) is connected to the second longitudinal beam (2); A first inclined section (6) and a second inclined section (7), one end of the first inclined section (6) is connected to the end of the first longitudinal beam (1) and the other end is connected to the cross beam (3), one end of the second inclined section (7) is connected to the end of the second longitudinal beam (2) and the other end is connected to the cross beam (3), and the first inclined section (6) and the second inclined section (7) respectively extend obliquely along the width direction in the direction away from the cross beam (3).

2. The vehicle body component according to claim 1, characterized in that, The cross beams (3) are configured to be multiple spaced apart in the vehicle length direction, and both ends of one of the cross beams (3) are respectively connected to the ends of the first inclined section (6) and the second inclined section (7).

3. The vehicle body component according to claim 2, characterized in that, The first inclined section (6) extends obliquely away from the second inclined section (7) in the direction towards the end of the first longitudinal beam (1); the second inclined section (7) extends obliquely away from the first inclined section (6) in the direction towards the end of the second longitudinal beam (2).

4. The vehicle body component according to claim 3, characterized in that, The included angle between the extending direction of the first inclined section (6) and the extending direction of the third longitudinal beam (4) is α, and the included angle between the extending direction of the second inclined section (7) and the extending direction of the fourth longitudinal beam (5) is β; and it satisfies: α = β; 110° ≤ α ≤ 150°.

5. The body component for a vehicle according to claim 2, characterized in that, The multiple cross beams (3) include a first cross beam (31) and a second cross beam (32); Both ends of the first cross beam (31) are respectively connected to the ends of the first inclined section (6) and the second inclined section (7), and the first cross beam (31) is formed with a first cross beam connecting plate (311) connected to the first longitudinal beam (1) and the second longitudinal beam (2); Both ends of the second cross beam (32) are respectively connected to the third longitudinal beam (4) and the fourth longitudinal beam (5), and both ends of the second cross beam (32) are respectively formed with second cross beam connecting plates (321) connected to the first longitudinal beam (1) and the second longitudinal beam (2).

6. The vehicle body assembly according to claim 5, characterized in that, The first cross beam connecting plate (311) gradually increases in width in the direction away from the first cross beam (31); the second cross beam connecting plate (321) gradually increases in width in the direction away from the second cross beam (32).

7. The vehicle body component according to claim 6, characterized in that, A first reinforcing cavity (312) is defined inside the first cross beam connecting plate (311), and a second reinforcing cavity (322) is defined inside the second cross beam connecting plate (321).

8. The body component for a vehicle according to claim 7, characterized in that, Further including: A first reinforcing plate (8), which is arranged in the first reinforcing cavity (312) and fixed to the first cross beam connecting plate (311); The second reinforcing plate (9), the second reinforcing plate (9) is disposed within the second reinforcing cavity (322) and fixed to the second cross beam connecting plate (321).

9. The vehicle body component according to claim 1, characterized in that, At the connection of one end of the first inclined section (6) and one end of the first longitudinal beam (1), the first inclined section (6) is flush with the first longitudinal beam (1), and at the connection of one end of the second inclined section (7) and one end of the second longitudinal beam (2), the second inclined section (7) is flush with the second longitudinal beam (2).

10. A vehicle, characterized in that, Comprising the vehicle body assembly (100) according to any one of claims 1-9.

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