Vehicle body structure and vehicle

Abstract

The utility model discloses a vehicle body structure and a vehicle. The vehicle body structure comprises wheels and anti-collision pieces, the anti-collision pieces and the wheels are arranged at intervals in the length direction of the vehicle body structure, and the anti-collision pieces at least partially shield the wheels in the width direction of the vehicle body structure. According to the vehicle body structure, the anti-collision pieces are additionally arranged on the sides, facing the front of the vehicle, of the wheels, so that in the collision process, the anti-collision pieces make contact with the wheels or obstacles of the opposite vehicle in advance, the wheels of our part are protected, and the falling probability of the wheels of our part is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a vehicle body structure and a vehicle. BACKGROUND

[0002] With the popularization of vehicles, more and more traffic accidents occur in daily life, and traffic and automobile safety are increasingly valued by people. However, under the existing collision protection measures, the wheels cannot be protected; when the vehicle is subjected to a collision, there is a risk of wheel damage and falling. CONTENT OF THE UTILITY MODEL

[0003] The present application aims to at least partially solve one of the above technical problems in the prior art. To this end, the present application proposes a vehicle body structure that can reduce the probability of wheel falling during a collision.

[0004] The present application also proposes a vehicle having the above vehicle body structure.

[0005] The vehicle body structure according to an embodiment of the present application comprises a wheel and a collision prevention member, the collision prevention member being arranged apart from the wheel along the length direction of the vehicle body structure, wherein along the width direction of the vehicle body structure, the collision prevention member at least partially blocks the wheel.

[0006] The vehicle body structure according to an embodiment of the present application increases a collision prevention member on the side of the wheel facing the front of the vehicle, so that during a collision, the collision prevention member contacts the wheel of the other vehicle or an obstacle in advance to protect the wheel of the vehicle and reduce the probability of the wheel falling.

[0007] According to some embodiments of the present application, along the width direction of the vehicle body structure, the blocking width of the collision prevention member to the wheel is not less than 40% of the width of the wheel.

[0008] According to some embodiments of the present application, along the length direction of the vehicle body structure, the distance between the collision prevention member and the wheel is greater than 50mm.

[0009] According to some embodiments of the present application, the wall thickness of the collision prevention member is greater than or equal to 5mm.

[0010] According to some embodiments of the present application, along the direction in which the collision prevention member extends outward along the width direction of the vehicle body structure, the thickness of the collision prevention member decreases.

[0011] According to some embodiments of the present application, the collision prevention member is adapted to be connected with a sub-collision beam assembly and / or a longitudinal beam pillar of the vehicle body structure.

[0012] According to some embodiments of the present application, the anti-collision member has a first mounting position, the vehicle body structure comprises a sub-anti-collision beam assembly provided with a sub-energy absorption box, the first mounting position is connected with the sub-energy absorption box; in the height direction of the vehicle body structure, the anti-collision member is arranged above the sub-energy absorption box, and the first mounting position is connected with the upper surface of the sub-energy absorption box through a first fastener.

[0013] According to some embodiments of the present application, the vehicle body structure comprises a sleeve fixedly connected with the sub-energy absorption box, the sleeve is provided with a sleeve mounting hole penetrating through two ends, and the first fastener is arranged in the sleeve mounting hole and fastened to the first mounting position.

[0014] According to some embodiments of the present application, the anti-collision member has a second mounting position, the vehicle body structure comprises a longitudinal beam column, the second mounting position is connected with the longitudinal beam column; in the length direction of the vehicle body structure, the anti-collision member is arranged in front of the longitudinal beam column, the second mounting position is located at the rear part of the anti-collision member, and the second mounting position is connected with the front surface of the longitudinal beam column through a second fastener.

[0015] According to some embodiments of the present application, the vehicle body structure further comprises a reinforcing block arranged in the cavity of the longitudinal beam column, and at least part of the longitudinal beam column is clamped between the second mounting position and the reinforcing block, and the second mounting position, the longitudinal beam column and the reinforcing block are connected through the second fastener.

[0016] According to some embodiments of the present application, the first mounting position is located on the side of the second mounting position facing the front of the vehicle, and the first mounting position and the second mounting position are connected through a reinforcing wall.

[0017] According to some embodiments of the present application, the anti-collision member comprises a body front wall and a body rear wall, the first mounting position is arranged on the body front wall, the second mounting position is arranged on the body rear wall, the body front wall is located on the side of the body rear wall facing the front of the vehicle, and in the direction extending outward from the anti-collision member along the width direction of the vehicle body structure, the body front wall and the body rear wall are narrowed towards each other.

[0018] According to some embodiments of the present application, the included angle between the body front wall and the width direction of the vehicle body structure is 25°-30°; and / or, the included angle between the body rear wall and the width direction of the vehicle body structure is 25°-30°.

[0019] According to some embodiments of the present application, the front wall of the main body and the rear wall of the main body are connected by a plurality of intermediate connecting walls, the plurality of intermediate connecting walls at least include a first connecting wall, a second connecting wall and a third connecting wall, the first connecting wall forms a first included angle with the width direction of the vehicle body structure, the second connecting wall forms a second included angle with the width direction of the vehicle body structure, the third connecting wall forms a third included angle with the width direction of the vehicle body structure, the first included angle, the second included angle and the third included angle gradually increase in the direction extending outward from the anti-collision member along the width direction of the vehicle body structure.

[0020] According to some embodiments of the present application, in the width direction of the vehicle body structure, the side of the front wall of the main body away from the auxiliary energy absorption box is connected with the side of the rear wall of the main body away from the auxiliary energy absorption box by an outer connecting wall, the height of the outer connecting wall is less than the height of the intermediate connecting wall.

[0021] According to some embodiments of the present application, the anti-collision member further includes a side mounting wall, the side mounting wall is adapted to be connected with the second mounting position and the rear wall of the main body, the side mounting wall and the longitudinal beam column are connected by a third fastener.

[0022] According to some embodiments of the present application, the vehicle body structure further includes a sub-frame main body, the sub-frame anti-collision beam assembly is connected with the sub-frame main body, at least one of the side mounting wall and the second mounting position has a sub-frame fixing hole, the sub-frame main body and the anti-collision member are connected by a fourth fastener at the sub-frame fixing hole.

[0023] According to some embodiments of the present application, the vehicle body structure further includes a reinforcing block, the reinforcing block is arranged in the cavity of the longitudinal beam column, at least part of the longitudinal beam column is clamped between the side mounting wall and the reinforcing block, the side mounting wall, the longitudinal beam column and the reinforcing block are connected by the third fastener, the sub-frame main body and the reinforcing block are connected by a fifth fastener.

[0024] According to some embodiments of the present application, the sub-frame main body includes a left longitudinal beam and a right longitudinal beam, the left longitudinal beam and the right longitudinal beam are arranged along the length direction of the vehicle body structure, the left longitudinal beam and the right longitudinal beam are connected with the auxiliary energy absorption box of the corresponding side, the auxiliary energy absorption box of each side is connected with the corresponding anti-collision member, the distance between the outermost sides of the left and right anti-collision members is greater than 80% of the total width of the vehicle body structure in the width direction.

[0025] The vehicle according to still another embodiment of the present application includes the vehicle body structure described above.

[0026] According to some embodiments of the present application, the vehicle body structure is provided with a bumper on the side of the wheel facing the front of the vehicle, so that in the event of a collision, the bumper contacts the wheel of the other vehicle or an obstacle first, thereby protecting the wheel of the vehicle and reducing the probability of the wheel falling off.

[0027] Additional aspects and advantages of the present application will be made apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a partial schematic view of a vehicle body structure according to some embodiments of the present application;

[0029] Figure 2 is a partial schematic view of a vehicle body structure according to some embodiments of the present application;

[0030] Figure 3 is a schematic view of a bumper structure according to some embodiments of the present application;

[0031] Figure 4 is a view of the cooperation between the bumper and the auxiliary energy-absorbing box according to some embodiments of the present application;

[0032] Figure 5 is a view of the cooperation between the bumper, the reinforcing block and the longitudinal beam pillar according to some embodiments of the present application;

[0033] Figure 6 is a view of the cooperation between the bumper and the longitudinal beam pillar according to some embodiments of the present application;

[0034] Figure 7 is a schematic view of a sleeve according to some embodiments of the present application;

[0035] Figure 8 is a schematic view of a bumper structure according to some embodiments of the present application;

[0036] Figure 9 is a schematic view of a bumper according to some embodiments of the present application;

[0037] Figure 10 is a view of the cooperation between the bumper and the auxiliary frame body according to some embodiments of the present application;

[0038] Figure 11 is a view of the cooperation between the reinforcing block and the auxiliary frame body according to some embodiments of the present application;

[0039] Figure 12 is a schematic view of a vehicle according to some embodiments of the present application.

[0040] REFERENCE NUMERALS:

[0041] Vehicle 100, vehicle body structure 10, wheel 1, sub-frame body 2, left side sill 21, right side sill 22, side sill upright 3, upright front wall 31, upright rear wall 32, upright outer wall 33, upright inner wall 34, upright cavity 35, sub-energy absorption box 4, block structure 5, anti-collision piece 51, body front wall 511, body rear wall 512, first mounting position 513, second mounting position 514, side mounting wall 515, sub-frame fixing hole 516, reinforcing block 52, body fixing hole 521, sleeve 53, sleeve mounting hole 531, second fastener 61, first fastener 62, third fastener 63, fourth fastener 64, fifth fastener 65, reinforcing wall 71, connecting wall 8, middle connecting wall 81, first connecting wall 811, second connecting wall 812, third connecting wall 813, outer connecting wall 82, anti-collision beam 91. DETAILED DESCRIPTION

[0042] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0043] In the description of the present application, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise explicitly specified.

[0044] It should be noted that in the following description of the direction, the length direction of the vehicle body structure 10 is the x-axis direction shown in FIG. 1, wherein the positive direction of the x-axis is forward, and the negative direction of the x-axis is rearward. Figure 1 The width direction of the vehicle body structure 10 is the y-axis direction shown in FIG. 1, wherein the positive direction of the y-axis is left, and the negative direction of the y-axis is right. Figure 1 The height direction of the vehicle body structure 10 is the z-axis direction shown in FIG. 1, wherein the positive direction of the z-axis is upward, and the negative direction of the z-axis is downward. Figure 1

[0045] The following will be described in combination with Figures 1-12 The vehicle body structure 10 according to the embodiments of the present application and the vehicle 100 having the same are described in detail below.

[0046] Referring to Figure 1 , Figure 2 ​As shown, the vehicle body structure 10 according to the embodiment of the present application includes the wheel 1 and the crash member 51, the crash member 51 is arranged at a position spaced apart from the wheel 1 along the length direction of the vehicle body structure 10, wherein, along the width direction of the vehicle body structure 10, the crash member 51 at least partially shields the wheel 1, and along the height direction of the vehicle body structure 10, the crash member 51 at least partially shields the wheel 1. Specifically, when it is necessary to protect the front wheel, the crash member 51 is located in front of the wheel 1, and the crash member 51 at least partially shields the wheel 10 along the width and height directions of the vehicle body structure 10, so that in the process of collision, the crash member 51 contacts the wheel of the opposite vehicle or the obstacle in advance, and promotes the wheel of the opposite vehicle or the obstacle to deflect in advance and deviate from the straight line, so as to protect the wheel 1 of the vehicle and reduce the probability of falling of the wheel 1.

[0047] When the rear of the vehicle 100 collides and it is necessary to protect the rear wheel, the crash member 51 can be located behind the rear wheel, at this time, the protection effect of the crash member 51 on the rear wheel is the same as that when the crash member 51 is located in front of the wheel. In order to simplify the description, the characteristics of the vehicle body structure 10 are described by taking the crash member 51 located in front of the wheel 1 as an example in the present application.

[0048] When the MPDB working condition test is performed, the crash member 51 is added on both sides of the vehicle body structure 10, which can also expand the contact area with the barrier trolley. When the barrier trolley bears stress, the stress is more dispersed, and the intrusion amount of the barrier trolley is more uniform, so that the standard deviation of the intrusion amount of the barrier trolley can be reduced by 10%, and the corresponding penalty is reduced by 0.3 points.

[0049] Optionally, the crash member 51 can be a cantilever structure made of aluminum alloy through an extrusion process. For example, the crash member 51 can adopt a structure of 6082 aluminum material, which is integrally formed by extrusion, thereby reducing the production cost.

[0050] In the related art, the wheel is prone to falling off in the collision. In some related solutions, it is common to lengthen the crash beam structure in front of the wheel to protect the wheel, but for some vehicle models, the design of the shape makes it impossible to lengthen the crash beam of the vehicle. According to the vehicle body structure 10 of the embodiment of the present application, the addition of the crash member 51 can make the crash member 51 contact the wheel of the opposite vehicle in advance during the collision with the opposite vehicle, and promote the wheel of the opposite vehicle to deflect in advance and deviate from the straight line position. In the collision process of the vehicle body structure 10 of the embodiment of the present application with the front obstacle, the crash member 51 contacts the obstacle in advance to protect the wheel 1 of the vehicle, reduce the probability of falling of the wheel, maintain the brand image and reduce the maintenance cost.

[0051] In some embodiments of the present application, reference is made to Figure 2As shown, in the width direction of the vehicle body structure 10, the shielding width B2 of the impact protection member 51 to the wheel 1 is not less than 40% of the wheel 1 width B1. Thus, the shielding width B2 of the impact protection member 51 to the wheel 1 is larger, the shielding effect is better, and it is ensured that the impact protection member 51 can contact the wheel of the other vehicle or the obstacle before the wheel 1 of the ego vehicle touches the wheel of the other vehicle or the obstacle.

[0052] Alternatively, the shielding width B2 of the impact protection member 51 to the wheel 1 can be 40%, 50%, 60%, etc. of the wheel 1 width B1, and can also be other values not less than 40%, which are not listed one by one here.

[0053] In some embodiments of the present application, referring to Figure 2 As shown, in the width direction of the vehicle body structure 10, the shielding width B2 of the impact protection member 51 to the wheel 1 is less than the width B1 of the wheel 1. Thus, it is avoided that the impact protection member 51 scratches other obstacles or other vehicles on the left and right sides of the vehicle body structure 10 when no collision occurs, thereby improving the driving safety of the vehicle body structure 10.

[0054] In some embodiments of the present application, referring to Figure 2 As shown, in the length direction of the vehicle body structure 10, the distance L between the impact protection member 51 and the wheel 1 is greater than 50 mm. Thus, it is avoided that the wheel 1 of the ego vehicle collides with the wheel of the other vehicle or the obstacle when the impact protection member 51 has contacted the wheel of the other vehicle or the obstacle but has not caused the wheel of the other vehicle or the obstacle to deviate and deviate from the straight line, thereby causing the impact protection member 51 to fail to protect the wheel 1 of the ego vehicle and reduce the probability of the wheel falling.

[0055] Alternatively, the distance L between the impact protection member 51 and the wheel 1 can be 51 mm, 55 mm, 60 mm, etc., and can also be other values greater than 50 mm, which are not listed one by one here.

[0056] In some embodiments of the present application, referring to Figure 8 As shown, the wall thickness b of the impact protection member 51 is greater than or equal to 5 mm. Thus, by limiting the wall thickness b of the impact protection member 51 to be not less than 5 mm, it is ensured that the strength of the impact protection member 51 is higher, and it is ensured that the impact protection member 51 can contact the wheel of the other vehicle or the obstacle in advance in the collision to protect the wheel 1 of the ego vehicle and reduce the probability of the wheel 1 of the ego vehicle falling.

[0057] Alternatively, the wall thickness b of the impact protection member 51 can be 6 mm, 7 mm, 8 mm, 10 mm, etc., and can also be other values greater than 5 mm, which are not listed one by one here.

[0058] In some embodiments of the present application, referring to Figure 1As shown, the thickness of the anti-collision member 51 is in a decreasing trend in the direction in which the anti-collision member 51 extends outward along the width direction of the vehicle body structure 10. In other words, the thickness of the anti-collision member 51 at the end close to the center of the vehicle body structure 10 is greater than the thickness of the anti-collision member 51 at the end away from the center of the vehicle body structure 10. The closer to the mounting point of the anti-collision member 51 and the vehicle body structure 10, the greater the force value received during the collision, the higher the requirement for the structural stability of the anti-collision member 51, and the greater the thickness of the anti-collision member 51. Therefore, during the collision, the anti-collision member 51 is provided with a greater thickness at the end close to the center of the vehicle body structure 10 to improve the structural strength and maintain the stability of the structure, and is provided with a smaller thickness at the end away from the center of the vehicle body structure 10 to achieve the effect of weight reduction on the premise of meeting the structural strength and stability.

[0059] It should be noted that the "in the direction in which the anti-collision member 51 extends outward along the width direction of the vehicle body structure 10" means the left direction of the anti-collision member 51 located on the left side of the vehicle body structure 10 and the right direction of the anti-collision member 51 located on the right side of the vehicle body structure 10.

[0060] In some embodiments of the present application, referring to Figure 1 , Figure 2 , Figure 6 As shown, the anti-collision member 51 is adapted to be connected with the sub-anti-collision beam assembly and the longitudinal beam column 3 of the vehicle body structure 10. Therefore, the anti-collision member 51 is connected with the sub-anti-collision beam assembly and the longitudinal beam column 3 of the vehicle body structure 10, so that the fixation of the anti-collision member 51 in the vehicle body structure 10 is more stable, and the anti-collision member 51 can better resist the impact of the collision, thereby improving the structural stability of the vehicle body structure 10.

[0061] In some embodiments not shown in the figure, the anti-collision member 51 is adapted to be connected with the sub-anti-collision beam assembly of the vehicle body structure 10, thereby achieving the installation of the anti-collision member 51 in the vehicle body structure 10.

[0062] In some embodiments not shown in the figure, the anti-collision member 51 is adapted to be connected with the longitudinal beam column 3 of the vehicle body structure 10, thereby achieving the installation of the anti-collision member 51 in the vehicle body structure 10.

[0063] In some embodiments of the present application, referring to Figure 1 , Figure 4 , Figure 5As shown, the anti-collision member 51 has a first mounting position 513, the vehicle body structure 10 includes a sub-anti-collision beam assembly, the sub-anti-collision beam assembly is provided with a sub-energy absorption box 4, the first mounting position 513 is connected with the sub-energy absorption box 4; in the height direction of the vehicle body structure 10, the anti-collision member 51 is arranged above the sub-energy absorption box 4, and the first mounting position 513 is connected with the upper surface of the sub-energy absorption box 4 through the first fastener 62. Specifically, the anti-collision member 51 has the first mounting position 513 and can be directly connected with the sub-energy absorption box 4 of the sub-anti-collision beam assembly, the first mounting position 513 is connected with the upper surface of the sub-energy absorption box 4 through the first fastener 62, forming a relatively stable connection relationship, which can ensure that the anti-collision member 51 is firmly fixed on the sub-energy absorption box 4 when the vehicle is subjected to a collision impact, and is not easily loosened, displaced or the like, thereby improving the installation stability of the anti-collision member 51 on the sub-energy absorption box 4.

[0064] In some embodiments of the present application, referring to Figure 1 、 Figure 5 、 Figure 8 As shown, the first mounting position 513 has a body fixing hole 521, and the anti-collision member 51 is fixedly connected with the sub-energy absorption box 4 at the body fixing hole 521. Thus, the anti-collision member 51 and the sub-energy absorption box 4 can be fixedly connected through the body fixing hole 521 cooperating with the first fastener 62, which improves the ability of the anti-collision member 51 to maintain structural stability after being subjected to a collision and improves the durability of the anti-collision member 51.

[0065] Alternatively, the body fixing hole 521 can be one or multiple. Referring to Figure 8 As shown, in some embodiments of the present application, the body fixing hole 521 is two.

[0066] In some embodiments of the present application, referring to Figure 3 、 Figure 4 、 Figure 7 As shown, the vehicle body structure 10 includes a sleeve 53, the sleeve 53 is fixedly connected with the sub-energy absorption box 4, the sleeve 53 has a sleeve mounting hole 531 penetrating through both ends in the inside, and the first fastener 62 is arranged in the sleeve mounting hole 531 and fastened to the first mounting position 513. Thus, the sleeve 53 is fixedly connected with the sub-energy absorption box 4, which increases the rigidity of the sub-energy absorption box 4, ensures the stability of the internal structure of the sub-energy absorption box 4, avoids bending of the sub-energy absorption box 4, and makes the anti-collision member 51 and the sub-energy absorption box 4 more closely connected.

[0067] In some embodiments, the fixed connection between the sleeve 53 and the sub-energy absorption box 4 can be welding.

[0068] Alternatively, the first fastener 62 may be a bolt. Bolting can reduce installation steps and, after a similar collision, require only replacement of the anti-collision member 51 and other components for repair, thereby reducing repair costs. For example, the first fastener 62 may be a hexagonal flange bolt with a flat washer. This simplifies the assembly process and reduces labor hours. Flange bolts are easy to install, tighten, and adjust, and have a high density and strength, meeting requirements.

[0069] Optionally, in some embodiments, the first fastener 62 may not use a nut, and a tapping process may be used to add a threaded hole on the anti-collision member 51. The bolt passes through the sleeve 53 and is screwed to the threaded hole on the anti-collision member 51. This not only makes the structure more solid and reliable, but also reduces the number of parts, thereby reducing the assembly time.

[0070] Of course, in other embodiments, the first fastener 62 may be a combination of a bolt and a nut. The bolt passes through the sleeve 53 and the anti-collision member 51 and is then threadedly connected to the nut to achieve the connection and fixation of the auxiliary crash box 4, the sleeve 53 and the anti-collision member 51.

[0071] In some other embodiments, the first fastener 62 may also be other types of fasteners such as rivets and snaps.

[0072] In some embodiments of the present application, see Figure 1 、 Figures 3-5 As shown, the anti-collision member 51 has a second mounting location 514. The vehicle body structure 10 includes a longitudinal beam pillar 3. The second mounting location 514 is connected to the longitudinal beam pillar 3. In the longitudinal direction of the vehicle body structure 10, the anti-collision member 51 is arranged in front of the longitudinal beam pillar 3, and the second mounting location 514 is located at the rear of the anti-collision member 51. The second mounting location 514 is connected to the front surface of the longitudinal beam pillar 3 via a second fastener 61. Specifically, the second fastener 61 securely connects the anti-collision member 51 to the longitudinal beam pillar 3, thereby improving the stability of the anti-collision member 51 when installed in the vehicle 100 and facilitating the stability of the connection between the anti-collision member 51 and the longitudinal beam pillar 3. When the anti-collision member 51 is impacted, the impact force is transmitted to the longitudinal beam pillar 3 through the bolted connection, which helps the anti-collision member 51 maintain structural stability.

[0073] Alternatively, the second fastener 61 may be a bolt. Bolting can reduce installation steps and, after a similar collision, require only replacement of the anti-collision member 51 and other components for repair, thereby reducing repair costs. For example, a hexagonal flange bolt with a flat washer can be used as the second fastener 61. This simplifies the assembly process and reduces labor hours. Flange bolts are easy to install, tighten, and adjust, and have a high density and strength, meeting requirements.

[0074] Optionally, in some embodiments, the second fastener 61 can not use a nut. The process of tapping a thread hole on the anti-collision member 51 increases the threaded hole, and the bolt is screwed through the anti-collision member 51 and the longitudinal beam column 3 and is screwed with the threaded hole. This not only makes the structure more firm and reliable, but also reduces the number of parts and the assembly time.

[0075] Of course, in other embodiments, the second fastener 61 can be a combination of a bolt and a nut. The bolt is screwed through the anti-collision member 51 and the longitudinal beam column 3 and is screwed with the nut to achieve the connection and fixation of the anti-collision member 51 and the longitudinal beam column 3.

[0076] In other embodiments, the second fastener 61 can also be a rivet, a buckle, or other types of fasteners.

[0077] In some embodiments of the present application, referring to FIG. 1, Figure 1 , Figures 3-5 The vehicle body structure 10 further includes a reinforcing block 52, which is arranged in the cavity 35 of the longitudinal beam column 3. At least part of the longitudinal beam column 3 is clamped between the second mounting position 514 and the reinforcing block 52, and the second mounting position 514, the longitudinal beam column 3, and the reinforcing block 52 are connected by the second fastener 61. Specifically, the anti-collision member 51 is bolted to the longitudinal beam column 3 through the reinforcing block 52, which improves the stability of the installation of the anti-collision member 51 in the vehicle 100. The addition of the reinforcing block 52 helps to improve the stability of the connection between the anti-collision member 51 and the longitudinal beam column 3. When the anti-collision member 51 is impacted, the impact force will be transmitted to the longitudinal beam column 3 through the bolt connection. At this time, the reinforcing block 52 can disperse the impact force of the bolt and increase the force bearing area of the longitudinal beam column 3, avoiding the damage of the longitudinal beam column 3 due to the impact of the anti-collision member 51.

[0078] In some embodiments of the present application, referring to FIG. 1, Figure 3 The anti-collision member 51, the reinforcing block 52, and the sleeve 53 together constitute the stop block structure 5.

[0079] Optionally, the second fastener 61 can be a bolt. Using bolt connection can reduce the installation process, and after a similar collision accident occurs, only the anti-collision member 51, the reinforcing block 52, and other structures need to be replaced for maintenance, thereby reducing the maintenance cost.

[0080] Optionally, in some embodiments, the second fastener 61 can not use a nut. The process of tapping a thread hole on the anti-collision member 51 or the reinforcing block 52 increases the threaded hole, and the bolt is screwed through the anti-collision member 51, the longitudinal beam column 3, and the reinforcing block 52 and is screwed with the threaded hole. This not only makes the structure more firm and reliable, but also reduces the number of parts and the assembly time.

[0081] Of course, in other embodiments, the second fastener 61 can be a combination of a bolt and a nut. The bolt passes through the crash member 51, the longitudinal beam post 3 and the reinforcing block 52 and is screwed with the nut to achieve the connection and fixation of the crash member 51, the longitudinal beam post 3 and the reinforcing block 52.

[0082] In some embodiments of the present application, referring to Figure 1 As shown, the thickness of the end of the crash member 51 towards the front of the vehicle is less than the thickness of the end of the crash member 51 towards the rear of the vehicle. In other words, in the direction from the front to the rear of the vehicle body structure 10, the thickness of the crash member 51 tends to increase. The closer to the mounting point of the crash member 51 and the longitudinal beam post 3, the greater the force value received during the collision, the higher the requirement for the structural stability of the crash member 51, and the greater the thickness of the crash member 51. Therefore, during the collision, the end of the crash member 51 towards the rear of the vehicle is provided with a greater thickness to improve the structural strength and maintain the stability of the structure, and the end of the crash member 51 towards the front of the vehicle is provided with a smaller thickness to achieve the effect of weight reduction under the premise of meeting the structural strength and stability.

[0083] In some embodiments of the present application, referring to Figure 1 , Figure 5 , Figure 8 As shown, the first mounting position 513 is located on the side of the second mounting position 514 towards the front of the vehicle, and the first mounting position 513 and the second mounting position 514 are connected by the reinforcing wall 71. Therefore, by providing the reinforcing wall 71 between the first mounting position 513 and the second mounting position 514, the connection strength of the first mounting position 513 and the second mounting position 514 can be increased, and the force is more dispersed in the transmission of the crash member 51, avoiding stress concentration and damaging the crash member 51.

[0084] Optionally, the reinforcing wall 71 can be one or more. Referring to Figure 8 As shown, in some embodiments of the present application, the reinforcing wall 71 is three.

[0085] In some embodiments of the present application, referring to Figure 1 , Figure 5 , Figure 8 As shown, the end of the reinforcing wall 71 towards the front of the vehicle is connected to the hole wall of the body fixing hole 521. Therefore, the reinforcing wall 71 is connected to the hole wall of the body fixing hole 521, which improves the rigidity of the body fixing hole 521 and makes the connection of the crash member 51 and the auxiliary energy absorption box 4 more firm.

[0086] In some embodiments of the present application, referring to Figure 1 , Figure 5 , Figure 8As shown, the anti-collision member 51 comprises a body front wall 511 and a body rear wall 512, the first mounting position 513 is arranged on the body front wall 511, and the second mounting position 514 is arranged on the body rear wall 512. Specifically, the first mounting position 513 is arranged on the side of the body front wall 511 close to the center of the vehicle 100, and the second mounting position 514 is arranged on the side of the body rear wall 512 close to the center of the vehicle 100. The body front wall 511 is located on the side of the body rear wall 512 facing the front of the vehicle, and in the direction extending outward from the anti-collision member 51 along the width direction of the vehicle body structure 10, the body front wall 511 and the body rear wall 512 narrow towards each other. In other words, the distance between the body front wall 511 and the body rear wall 512 of the anti-collision member 51 gradually decreases in the direction away from the auxiliary energy absorption box 4. Thus, while ensuring the stability of the structure of the anti-collision member 51, the total weight of the anti-collision member 51 is reduced, the material is saved, and the cost is reduced.

[0087] It should be noted that the above-mentioned "in the direction extending outward from the anti-collision member 51 along the width direction of the vehicle body structure 10" means that the anti-collision member 51 located on the left side of the vehicle body structure 10 extends to the left, and the anti-collision member 51 located on the right side of the vehicle body structure 10 extends to the right.

[0088] In some embodiments of the present application, referring to Figure 1 , Figure 5 , Figure 8 As shown, the angle between the body front wall 511 and the width direction of the vehicle body structure 10 is 25°-30°, and / or the angle between the body rear wall 512 and the width direction of the vehicle body structure 10 is 25°-30°. Thus, by limiting the angle ∠4 between the body front wall 511 and the width direction of the vehicle body structure 10 and / or the angle ∠5 between the body rear wall 512 and the width direction of the vehicle body structure 10, the stability of the structure of the anti-collision member 51 is ensured, the total weight of the anti-collision member 51 is reduced, the material is saved, and the cost is reduced, which can achieve the dual effects of weight reduction and maintaining structural strength.

[0089] In some embodiments, the angle ∠4 between the body front wall 511 and the left and right of the vehicle body structure 10 is 25°-30°, and the angle ∠5 between the body rear wall 512 and the width direction of the vehicle body structure 10 is not within the range of 25°-30°.

[0090] In some embodiments, the angle ∠4 between the body front wall 511 and the left and right of the vehicle body structure 10 is not within the range of 25°-30°, and the angle ∠5 between the body rear wall 512 and the width direction of the vehicle body structure 10 is 25°-30°.

[0091] In some embodiments, the angle ∠4 between the body front wall 511 and the left and right of the vehicle body structure 10 is 25°-30°, and the angle ∠5 between the body rear wall 512 and the width direction of the vehicle body structure 10 is 25°-30°.

[0092] It should be noted that the range of the included angle 25°-30° between the front wall 511 of the main body and the width direction of the vehicle body structure 10 and / or the range of the included angle 25°-30° between the rear wall 512 of the main body and the width direction of the vehicle body structure 10 can be 20°, 22°, 24°, 26°, 28°, 30°, etc., and can also be other values within the range of 25°-30°, which will not be described one by one here.

[0093] In some embodiments of the present application, referring to Figure 8 The front wall 511 of the main body and the rear wall 512 of the main body are connected by a plurality of intermediate connecting walls 81, which at least include a first connecting wall 811, a second connecting wall 812, and a third connecting wall 813. The first connecting wall 811 forms a first included angle ∠1 with the width direction of the vehicle body structure 10, the second connecting wall 812 forms a second included angle ∠2 with the width direction of the vehicle body structure 10, and the third connecting wall 813 forms a third included angle ∠3 with the width direction of the vehicle body structure 10. In the direction extending outward from the crash member 51 along the width direction of the vehicle body structure 10, the first included angle ∠1, the second included angle ∠2, and the third included angle ∠3 gradually increase. In this way, the connection strength of the front wall 511 of the main body and the rear wall 512 of the main body can be increased, the contact area with the opposite vehicle body structure 10 or the obstacle can be strengthened, and the force can be more dispersed in the crash member 51 to avoid stress concentration and damage to the crash member 51.

[0094] It can be understood that the intermediate connecting walls 81 can be three, four, or more. Referring to Figure 8 In some embodiments, the intermediate connecting walls 81 are three, including the first connecting wall 811, the second connecting wall 812, and the third connecting wall 813. The first connecting wall 811 forms a first included angle ∠1 with the width direction of the vehicle body structure 10, the second connecting wall 812 forms a second included angle ∠2 with the width direction of the vehicle body structure 10, and the third connecting wall 813 forms a third included angle ∠3 with the width direction of the vehicle body structure 10. Among them, the first included angle ∠1 is less than the second included angle ∠2, the second included angle ∠2 is less than the third included angle ∠3, and the third included angle ∠3 is 90°.

[0095] It should be noted that the third included angle ∠3 of 90° in the above embodiments only represents a special value, and is not a limitation on the intermediate connecting wall 81 farthest from the secondary energy absorption box 4. The included angle between the intermediate connecting wall 81 farthest from the secondary energy absorption box 4 and the width direction of the vehicle body structure 10 can take any value greater than the included angle between all other intermediate connecting walls 81 and the width direction of the vehicle body structure 10.

[0096] In some embodiments of the present application, referring to Figure 8As shown, the main body front wall 511 and the main body rear wall 512 are connected by a plurality of connecting walls 8. Thus, the provision of the plurality of connecting walls 8 increases the connection strength between the main body front wall 511 and the main body rear wall 512. The connecting walls 8 disperse the stress from the outer connecting wall 82 to the first mounting position 513, the second mounting position 514 and the side mounting wall 515, thereby improving the structural stability of the anti-collision member 51.

[0097] In some embodiments of this application, see Figure 1 、 Figure 8 As shown, in the width direction of the vehicle body structure 10, the side of the body front wall 511 away from the auxiliary crash box 4 and the side of the body rear wall 512 away from the auxiliary crash box 4 are connected by an external connecting wall 82, and the height of the external connecting wall 82 is less than the height of the intermediate connecting wall 81. Thus, the external connecting wall 82 connects the body front wall 511 and the body rear wall 512, thereby increasing the connection strength between the body front wall 511 and the body rear wall 512 and distributing stress from the external connecting wall 82 to various parts of the anti-collision member 51, thereby improving the structural stability of the anti-collision member 51. While maintaining the structural stability of the anti-collision member 51, the overall weight of the anti-collision member 51 is reduced by reducing the height of the external connecting wall 82.

[0098] In some embodiments of this application, see Figure 1 、 Figures 5-6 、 Figure 8 As shown, the anti-collision member 51 further includes a side mounting wall 515, which is adapted to be connected to both the second mounting position 514 and the rear wall 512 of the main body. The side mounting wall 515 and the longitudinal beam column 3 are connected via a third fastener 63. Thus, the third fastener 63 connects the side mounting wall 515, the longitudinal beam column 3, and the reinforcement block 52, further tightening the connection between the anti-collision member 51 and the longitudinal beam column 3. By providing multiple fasteners to connect the anti-collision member 51 and the longitudinal beam column 3, stress is dispersed and transferred to the longitudinal beam column 3, preventing stress concentration from damaging the connection between the anti-collision member 51 and the longitudinal beam column 3 and the structure of the longitudinal beam column 3.

[0099] Optionally, the third fastener 63 may be a bolt. Bolting can reduce installation steps and, after a similar collision, require only replacement of the anti-collision member 51, reinforcement block 52, and other components for repair, thereby reducing repair costs. For example, a hexagonal flange bolt with a flat washer can be used as the third fastener 63. This simplifies the assembly process and reduces labor hours. Flange bolts are easy to install, tighten, and adjust, and they offer high density and strength, meeting requirements.

[0100] Optionally, in some embodiments, the third fastener 63 may not use a nut, and a tapping process may be used to add a threaded hole on the side mounting wall 515 or the reinforcement block 52. This not only makes the structure more solid and reliable, but also reduces the number of parts, thereby reducing the assembly time.

[0101] Of course, in other embodiments, the third fastener 63 can be a combination of a bolt and a nut. The bolt is screwed through the side mounting wall 515, the longitudinal beam column 3 and the reinforcing block 52, and then screwed with the nut to achieve the connection and fixation of the side mounting wall 515, the longitudinal beam column 3 and the reinforcing block 52.

[0102] In other embodiments, the third fastener 63 can also be a rivet, a buckle or other types of fasteners.

[0103] The second mounting position 514 and the side mounting wall 515 are both adapted to be attached to the longitudinal beam column 3. In some embodiments of the present application, as shown in Figure 5 Figure 9 In the height direction of the vehicle body structure 10, the height H1 of the mounting wall where the second mounting position 514 is located is greater than 100 mm. And / or, the height H2 of the side mounting wall 515 is greater than 100 mm. In this way, the contact area of the impact protection member 51 and the longitudinal beam column 3 is ensured, the connection strength of the impact protection member 51 and the longitudinal beam column 3 is met, the stress transmitted from the impact protection member 51 to the longitudinal beam column 3 is dispersed, and thus the situation that the impact protection member 51 is detached from the longitudinal beam column 3 or the longitudinal beam column 3 is deformed is reduced.

[0104] In some embodiments, the height H1 of the mounting wall where the second mounting position 514 is located is greater than 100 mm.

[0105] In some embodiments, the height H2 of the side mounting wall 515 is greater than 100 mm.

[0106] In some embodiments, the height H1 of the mounting wall where the second mounting position 514 is located is greater than 100 mm, and the height H2 of the side mounting wall 515 is greater than 100 mm.

[0107] Optionally, the height H1 of the mounting wall where the second mounting position 514 is located can be 110 mm, 120 mm, 130 mm, 140 mm, etc., and can also be other values greater than 100 mm, which are not listed one by one here.

[0108] Similarly, the height H2 of the side mounting wall 515 can be 110 mm, 120 mm, 130 mm, 140 mm, etc., and can also be other values greater than 100 mm, which are not listed one by one here.

[0109] In some embodiments of the present application, as shown in Figure 9 Figure 10 Figure 11 ​​​As shown, the vehicle body structure 10 further comprises a sub-frame body 2, the sub-frame body 2 is connected with the sub-impact beam assembly, at least one of the side mounting wall 515 and the second mounting position 514 has a sub-frame fixing hole 516, and the sub-frame body 2 and the impact beam 51 are connected at the sub-frame fixing hole 516 through a fourth fastener 64. Specifically, the sub-frame body 2 and the impact beam 51 are fixedly connected through the fourth fastener 64, the mounting stability of the blocking structure 5 is increased, the stress of the blocking structure 5 is dispersed, the structural deformation of the blocking structure 5 and the longitudinal beam column 3 connected with the blocking structure 5 caused by excessive stress is prevented, and the safety of the overall vehicle body is improved.

[0110] In Figure 9 、 Figure 10 、 Figure 11 In the example shown, the side mounting wall 515 has at least one sub-frame fixing hole 516.

[0111] In some embodiments not shown in the figure, the sub-frame fixing hole 516 can also be arranged on the second mounting position 514; or, the sub-frame fixing hole 516 is arranged on both the second mounting position 514 and the side mounting wall 515.

[0112] Optionally, the fourth fastener 64 can be a bolt, and the use of bolt connection can reduce the installation process, and after a similar collision accident occurs, only the structures such as the impact beam 51 and the reinforcing block 52 need to be replaced for maintenance, so as to reduce the maintenance cost. For example, the fourth fastener 64 is a hexagonal flange bolt with a flat washer, and the use of this bolt can simplify the assembly process and reduce the working hours; the flange bolt is easy to install, and is easy to tighten and adjust, and has high density and strength, which meets the requirements.

[0113] In addition, in some embodiments, the fourth fastener 64 does not use a nut, and a tapping process is used on the sub-frame body 2, the impact beam 51 or the reinforcing block 52 to increase the threaded hole, which not only makes the structure more firm and reliable, but also reduces the number of parts and the assembly time.

[0114] Of course, in other embodiments, the fourth fastener 64 can be a combination of a bolt and a nut.

[0115] In other embodiments, the fourth fastener 64 can also be a rivet, a buckle or other types of fasteners.

[0116] It can be understood that the sub-frame fixing hole 516 on the side mounting wall 515 can be one, two, three or more. For example Figures 9-10 As shown, the side mounting wall 515 has two sub-frame fixing holes 516, and the sub-frame body 2 and the impact beam 51 are connected through two hexagonal flange bolts.

[0117] In some embodiments of the present application, referring to Figure 9 , Figure 10 , Figure 11 , the vehicle body structure 10 further comprises a reinforcing block 52, the reinforcing block 52 is arranged in the cavity 35 of the longitudinal beam upright 3, at least part of the longitudinal beam upright 3 is clamped between the side mounting wall 515 and the reinforcing block 52, the side mounting wall 515, the longitudinal beam upright 3 and the reinforcing block 52 are connected by the third fastener 63, and the sub-frame body 2 is connected with the reinforcing block 52 by the fifth fastener 65. The sub-frame body 2 is fixedly connected with the crash member 51 by the fifth fastener 65, which increases the mounting stability of the blocking structure 5, disperses the stress of the blocking structure 5, prevents the blocking structure 5 and the longitudinal beam upright 3 connected with the blocking structure 5 from being deformed due to excessive stress, and improves the safety of the overall vehicle body.

[0118] Optionally, the fifth fastener 65 can be a bolt, and using a bolt connection can reduce the installation process, and after a similar collision accident occurs, only the structures such as the crash member 51 and the reinforcing block 52 need to be replaced for maintenance, thereby reducing maintenance costs. For example, the fifth fastener 65 is a hexagonal flange bolt with a flat washer, which can simplify the assembly process and reduce the working hours; the flange bolt is easy to install, and is easy to tighten and adjust, and has high density and strength, which meets the requirements.

[0119] In addition, in some embodiments, the fifth fastener 65 does not use a nut, and a tapping process is used to increase the threaded hole on the sub-frame body 2, the crash member 51 or the reinforcing block 52, which not only makes the structure more firm and reliable, but also reduces the number of parts and the assembly time.

[0120] Of course, in other embodiments, the fifth fastener 65 can be a combination of a bolt and a nut.

[0121] In other embodiments, the fifth fastener 65 can also be a rivet, a buckle or other types of fasteners.

[0122] In some embodiments of the present application, referring to Figure 2 , the sub-frame body 2 comprises a left longitudinal beam 21 and a right longitudinal beam 22, the left longitudinal beam 21 and the right longitudinal beam 22 are arranged along the length direction of the vehicle body structure 10, the left longitudinal beam 21 and the right longitudinal beam 22 are connected with the corresponding side sub-energy box 4, each side sub-energy box 4 is connected with the corresponding crash member 51, and the distance between the outermost sides of the left and right crash members 51 is greater than 80% of the total width of the vehicle body structure 10 in the width direction. Therefore, the crash member 51 can effectively shield and protect the wheels 1, and ensure that the crash member 51 can contact the wheels or obstacles of the opposite vehicle body structure 10 before the wheels 1 of the vehicle body structure 10 contact the wheels or obstacles.

[0123] It should be noted that the "distance between the outermost sides of the left and right impact protection members 51 is greater than 80% of the total width of the vehicle body structure 10 in the width direction" means that the distance from the end of the left impact protection member 51 away from the center of the vehicle body to the end of the right impact protection member 51 away from the center of the vehicle body is greater than 80% of the total width of the vehicle body structure 10 in the width direction.

[0124] Alternatively, the distance between the outermost sides of the left and right impact protection members 51 can be 81%, 85%, 90%, etc. of the total width of the vehicle body structure 10 in the width direction, and can also be other values greater than 80%, which will not be listed one by one here.

[0125] In some embodiments of the present application, referring to Figure 2 As shown in the figure, the distance between the outermost sides of the left and right impact protection members 51 is less than the total width of the vehicle body structure 10 in the width direction. In this way, the impact protection members 51 are prevented from scratching other obstacles or other vehicles on the left and right sides of the vehicle body structure 10 when no collision occurs, thereby improving the driving safety of the vehicle body structure 10.

[0126] In some embodiments of the present application, referring to Figure 2 As shown in the figure, the front end of the left longitudinal beam 21 and the front end of the right longitudinal beam 22 are connected by a front cross beam, and the rear end of the left longitudinal beam 21 and the rear end of the right longitudinal beam 22 are connected by a rear cross beam. The left longitudinal beam 21, the front cross beam, the right longitudinal beam 22, and the rear cross beam form a quadrilateral structure, which is more stable.

[0127] In some embodiments, by limiting the shielding width of the impact protection member 51 to the vehicle wheel 1 to be not less than 40% of the width of the vehicle wheel 1, and by making the distance between the outermost sides of the left and right impact protection members 51 greater than 80% of the total width of the vehicle body structure 10 in the width direction, the size of the impact protection member 51 in the width direction of the vehicle body structure 10 can be determined. Then, the size of the impact protection member 51 in the length direction of the vehicle body structure 10 and the size of the impact protection member 51 in the up-down direction of the vehicle body structure 10 are adapted. In order to ensure the strength of the impact protection member 51 itself, the wall thickness b of the impact protection member 51 is greater than 5 mm, and the closer to the auxiliary energy absorption box 4, the greater the thickness. The height H1 of the side mounting wall 515 and the second mounting position 514 is greater than 100 mm, so as to ensure the building area with the longitudinal beam column 3 and ensure the connection strength. Thus, it can be ensured that the connection failure force between the impact protection member 51 and the auxiliary energy absorption box 4 and between the impact protection member 51 and the longitudinal beam column 3 is greater than 75 KN, so as to ensure that the impact protection member 51 can contact the vehicle wheel or obstacle of the opposite vehicle body structure 10 in advance during the collision process, so as to promote the deflection of the opposite vehicle wheel in advance, deviate from the straight line position, so as to protect the vehicle wheel 1, reduce the probability of the vehicle wheel falling, maintain the brand image and reduce the maintenance cost.

[0128] In some embodiments of the present application, referring to Figure 1 , Figure 2As shown, the secondary anti-collision beam assembly also includes an anti-collision beam 91, which is located on the side of the subframe body 2 facing the front of the vehicle. The secondary energy absorption box 4 connects the subframe body 2 and the anti-collision beam 91. Therefore, by providing the anti-collision beam 91, in a collision, the anti-collision beam 91 first contacts the other vehicle body and absorbs the collision energy, and then transfers the collision energy to the secondary energy absorption box 4, reducing the damage caused by the impact force to other parts of the vehicle body. If damaged, the anti-collision beam 91 is easy to replace and is inexpensive, reducing maintenance costs and can alleviate injuries to occupants to a certain extent.

[0129] In some embodiments of the present application, see Figure 5 、 Figure 8 As shown, the longitudinal beam column 3 includes a column front wall 31, which is sandwiched between the anti-collision member 51 and the reinforcement block 52. The anti-collision member 51, the column front wall 31 and the reinforcement block 52 are connected by a second fastener 61. Specifically, the second mounting position 514, the column front wall 31 and the reinforcement block 52 are connected by the second fastener 61. As a result, the anti-collision member 51 is connected to the column front wall 31 via the reinforcement block 52, which improves the stability of the installation of the anti-collision member 51. The addition of the reinforcement block 52 is conducive to improving the stability of the connection between the anti-collision member 51 and the column front wall 31. When the anti-collision member 51 is impacted, the impact force will be transmitted to the column front wall 31 through the bolt connection. At this time, the reinforcement block 52 can disperse the stress of the bolts and increase the force-bearing area of ​​the column front wall 31, thereby preventing the longitudinal beam column 3 from being damaged by the impact of the anti-collision member 51.

[0130] In some embodiments of the present application, see Figure 5 、 Figure 8 As shown, the longitudinal beam pillar 3 further includes a pillar rear wall 32, a pillar outer wall 33, and a pillar inner wall 34. The pillar front wall 31 is located on the side of the pillar rear wall 32 facing the front of the vehicle. The pillar outer wall 33 connects the ends of the pillar front wall 31 and the pillar rear wall 32 away from the center of the vehicle body structure 10. The pillar inner wall 34 connects the ends of the pillar front wall 31 and the pillar rear wall 32 closer to the center of the vehicle body structure 10. The pillar front wall 31, the pillar outer wall 33, the pillar rear wall 32, and the pillar inner wall 34 enclose a pillar cavity 35, and the reinforcement block 52 is located in the pillar cavity 35. Therefore, when the longitudinal beam pillar 3 receives stress transmitted by the anti-collision member 51, the stress is dispersed to the pillar front wall 31, the pillar rear wall 32, the pillar outer wall 33, and the pillar inner wall 34, avoiding excessive stress concentration and facilitating protection of the overall vehicle body structure.

[0131] In some embodiments of the present application, see Figure 5 、 Figure 8As shown in FIG. 1, the third fastener 63 connects the crash member 51, the column outer wall 33 and the reinforcing block 52. In particular, the side mounting wall 515, the column outer wall 33 and the reinforcing block 52 are connected by the third fastener 63. In this way, the third fastener 63 connects the crash member 51, the column outer wall 33 and the reinforcing block 52. The stress transmitted from the crash member 51 to the column outer wall 33 is dispersed by the contact between the reinforcing block 52 and the column outer wall 33, preventing the column outer wall 33 from deforming due to excessive stress and thus damaging the connection between the crash member 51 and the column outer wall 33, thereby protecting the structural integrity of the longitudinal beam column 3 and making the connection between the crash member 51 and the column outer wall 33 more secure.

[0132] In some embodiments of the present application, referring to Figure 1 、 Figure 2 、 Figure 3 As shown in FIG. 1, the crash member 51 is adapted to be connected to the end of the auxiliary energy-absorbing box 4 away from the crash beam 91. In other words, the distance between the sleeve 53 and the longitudinal beam column 3 is less than the distance between the sleeve 53 and the crash beam 91. In this way, the connection of the crash member 51 and the auxiliary energy-absorbing box 4 increases the stiffness of the auxiliary energy-absorbing box 4, and the connection of the crash member 51 and the rear side of the auxiliary energy-absorbing box 4 ensures the stability of the rear side of the auxiliary energy-absorbing box 4 in a collision, avoiding the bending of the auxiliary energy-absorbing box 4. At the same time, the addition of the crash member 51 at the rear side of the auxiliary energy-absorbing box 4 ensures that there is enough collapse space at the front side of the auxiliary energy-absorbing box 4 in a collision, without affecting the energy-absorbing space.

[0133] Referring to Figure 12 As shown in FIG. 1, the vehicle 100 according to some embodiments of the present application includes the vehicle body structure 10 described above.

[0134] The vehicle 100 according to some embodiments of the present application has a vehicle body structure 10 that increases the crash member 51 on the side of the wheel 1 facing the front of the vehicle, so that the crash member 51 contacts the wheels of the other vehicle or obstacles in advance during a collision to protect the wheels 1 of the vehicle and reduce the probability of the wheels 1 falling off.

[0135] In the description of the present application, it should be understood that the orientations or positional relationships indicated by the terms "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0136] In this application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connecting", "fixed", and the like should be interpreted broadly, for example, can be fixed connection, can also be detachable connection, or integrated; can be mechanical connection, can also be electrical connection or can communicate with each other; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0137] In the description of the present specification, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" and the like 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 the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and integrate different embodiments or examples described in the present specification.

[0138] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A vehicle body structure (10), characterized in that: The vehicle body structure (10) comprises a wheel (1) and an anti-collision member (51), wherein the anti-collision member (51) and the wheel (1) are spaced apart along the length direction of the vehicle body structure (10); Wherein, along the width direction of the vehicle body structure (10), the anti-collision member (51) at least partially blocks the wheel (1); In the width direction of the vehicle body structure (10), the shielding width of the wheel (1) provided by the anti-collision member (51) is not less than 40% of the width of the wheel (1).

2. The vehicle body structure (10) according to claim 1, characterized in that: In the length direction of the vehicle body structure (10), the distance between the anti-collision component (51) and the wheel (1) is greater than 50 mm.

3. The vehicle body structure (10) according to claim 1, characterized in that The wall thickness of the anti-collision component (51) is greater than or equal to 5 mm.

4. The vehicle body structure (10) according to claim 1, characterized in that In a direction in which the anti-collision member (51) extends outward along the width direction of the vehicle body structure (10), the thickness of the anti-collision member (51) tends to decrease.

5. The vehicle body structure (10) according to claim 1, characterized in that The anti-collision component (51) is suitable for connection with the secondary anti-collision beam assembly and / or the longitudinal beam column (3) of the vehicle body structure (10).

6. The vehicle body structure (10) according to claim 5, characterized in that The anti-collision member (51) has a first mounting position (513), the vehicle body structure (10) includes a secondary anti-collision beam assembly, the secondary anti-collision beam assembly is provided with a secondary energy absorption box (4), and the first mounting position (513) is connected to the secondary energy absorption box (4); in the height direction of the vehicle body structure (10), the anti-collision member (51) is arranged above the secondary energy absorption box (4), and the first mounting position (513) is connected to the upper surface of the secondary energy absorption box (4) via a first fastener (62).

7. The vehicle body structure (10) according to claim 6, characterized in that The vehicle body structure (10) includes a sleeve (53), the sleeve (53) is fixedly connected to the auxiliary energy absorption box (4), the sleeve (53) has a sleeve mounting hole (531) with two ends extending therethrough, and the first fastener (62) is passed through the sleeve mounting hole (531) and fastened to the first mounting position (513).

8. The vehicle body structure (10) according to claim 6, characterized in that The anti-collision member (51) has a second mounting position (514), the vehicle body structure (10) includes a longitudinal beam column (3), and the second mounting position (514) is connected to the longitudinal beam column (3); in the longitudinal direction of the vehicle body structure (10), the anti-collision member (51) is arranged in front of the longitudinal beam column (3), the second mounting position (514) is located at the rear of the anti-collision member (51), and the second mounting position (514) is connected to the front surface of the longitudinal beam column (3) via a second fastener (61).

9. The vehicle body structure (10) according to claim 8, characterized in that The vehicle body structure (10) further includes a reinforcement block (52), the reinforcement block (52) being arranged in the cavity (35) of the longitudinal beam column (3), at least a portion of the longitudinal beam column (3) being sandwiched between the second mounting position (514) and the reinforcement block (52), and the second mounting position (514), the longitudinal beam column (3) and the reinforcement block (52) being connected via the second fastener (61).

10. The vehicle body structure (10) according to claim 8 or 9, characterized in that: The first mounting position (513) is located on the side of the second mounting position (514) facing the front of the vehicle, and the first mounting position (513) and the second mounting position (514) are connected via a reinforcing wall (71).

11. The vehicle body structure (10) according to claim 8 or 9, characterized in that: The anti-collision component (51) includes a main body front wall (511) and a main body rear wall (512), wherein the first mounting position (513) is arranged on the main body front wall (511), and the second mounting position (514) is arranged on the main body rear wall (512), wherein the main body front wall (511) is located on a side of the main body rear wall (512) facing the front of the vehicle, and in a direction extending outward from the anti-collision component (51) along the width direction of the vehicle body structure (10), the main body front wall (511) and the main body rear wall (512) are narrowed in a direction approaching each other.

12. The vehicle body structure (10) according to claim 11, characterized in that The angle between the front wall (511) of the main body and the width direction of the vehicle body structure (10) is 25° to 30°; and / or the angle between the rear wall (512) of the main body and the width direction of the vehicle body structure (10) is 25° to 30°.

13. The vehicle body structure (10) according to claim 11, characterized in that The front wall (511) and the rear wall (512) of the main body are connected by a plurality of intermediate connecting walls (81), wherein the plurality of intermediate connecting walls (81) include at least a first connecting wall (811), a second connecting wall (812), and a third connecting wall (813), wherein a first angle is formed between the first connecting wall (811) and the width direction of the vehicle body structure (10), a second angle is formed between the second connecting wall (812) and the width direction of the vehicle body structure (10), and a third angle is formed between the third connecting wall (813) and the width direction of the vehicle body structure (10), and in a direction extending outward from the anti-collision component (51) along the width direction of the vehicle body structure (10), the first angle, the second angle, and the third angle gradually increase.

14. The vehicle body structure (10) according to claim 13, characterized in that In the width direction of the vehicle body structure (10), a side of the main body front wall (511) away from the auxiliary energy absorption box (4) and a side of the main body rear wall (512) away from the auxiliary energy absorption box (4) are connected via an outer connecting wall (82), and a height of the outer connecting wall (82) is less than a height of the middle connecting wall (81).

15. The vehicle body structure (10) according to claim 11, characterized in that The anti-collision component (51) further includes a side mounting wall (515), wherein the side mounting wall (515) is adapted to be connected to the second mounting position (514) and the body rear wall (512), and the side mounting wall (515) and the longitudinal beam column (3) are connected via a third fastener (63).

16. The vehicle body structure (10) according to claim 15, characterized in that The vehicle body structure (10) further includes a subframe body (2), and the sub-collision beam assembly is connected to the subframe body (2); At least one of the side mounting wall (515) and the second mounting position (514) has a subframe fixing hole (516), and the subframe body (2) and the anti-collision component (51) are connected at the subframe fixing hole (516) via a fourth fastener (64).

17. The vehicle body structure (10) according to claim 16, characterized in that The vehicle body structure (10) further includes a reinforcement block (52), the reinforcement block (52) being arranged in a cavity (35) of the longitudinal beam column (3), at least a portion of the longitudinal beam column (3) being sandwiched between the side mounting wall (515) and the reinforcement block (52), the side mounting wall (515), the longitudinal beam column (3) and the reinforcement block (52) being connected via the third fastener (63), and the subframe body (2) and the reinforcement block (52) being connected via a fifth fastener (65).

18. The vehicle body structure (10) according to claim 16, characterized in that The subframe body (2) comprises a left longitudinal beam (21) and a right longitudinal beam (22), the left longitudinal beam (21) and the right longitudinal beam (22) both extending along the length direction of the vehicle body structure (10), the left longitudinal beam (21) and the right longitudinal beam (22) both connected to the auxiliary energy absorption box (4) on the corresponding side, the auxiliary energy absorption box (4) on each side connected to the corresponding anti-collision member (51), and the distance between the outermost sides of the left and right anti-collision members (51) is greater than 80% of the total width of the vehicle body structure (10) in the width direction.

19. A vehicle (100), characterized in that The vehicle body structure (10) comprises any one of claims 1 to 18.

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