Vehicle body structure and vehicle

Abstract

The utility model relates to a vehicle body structure and a vehicle, the vehicle body structure comprises a dash panel, an A column, a forecabin cross beam and an A column connecting piece, the forecabin cross beam is located in front of the dash panel and the A column, the end of the forecabin cross beam is connected with the front end of the A column connecting piece, and the rear end of the A column connecting piece is connected with the A column. According to the vehicle body structure, due to the fact that the forecabin cross beam is located in front of the dash panel and the A column, and the forecabin cross beam is connected with the A column through the A column connecting piece, the forecabin cross beam can receive collision force before the dash panel and the A column, and the borne collision force can be transmitted to the A column through the A column connecting piece; even if the forecabin cross beam deforms, the A column cannot be directly influenced.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle body structure and a vehicle. Background Technology

[0002] As vehicles continue to evolve, the market demands increasingly higher levels of vehicle safety. Among these demands is the vehicle's ability to protect occupants during a frontal collision, a crucial indicator of vehicle safety and a significant area of ​​research in the automotive field. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle body structure and vehicle that at least partially solves the technical problems existing in the related art.

[0004] To achieve the above objectives, according to a first aspect of this disclosure, a vehicle body structure is provided, including a front bulkhead, an A-pillar, a front compartment crossbeam, and an A-pillar connector, wherein the front compartment crossbeam is located in front of the front bulkhead and the A-pillar, the end of the front compartment crossbeam is connected to the front end of the A-pillar connector, and the rear end of the A-pillar connector is connected to the A-pillar.

[0005] Optionally, the A-pillar includes an outer A-pillar panel and an inner A-pillar panel, and the rear end of the A-pillar connector is connected to the outer A-pillar panel.

[0006] Optionally, the projection of the front cabin crossbeam in the longitudinal direction is configured to at least partially coincide with the projection of the wheel in the longitudinal direction.

[0007] Optionally, the vehicle body structure further includes a front longitudinal beam, through which the front compartment crossbeam passes and is connected to the front longitudinal beam.

[0008] Optionally, the front cabin crossbeam includes a through section, an inner section of the front longitudinal beam, and an outer section of the front longitudinal beam. The through section passes through the front longitudinal beam and is connected to the front longitudinal beam. The inner section of the front longitudinal beam is located on the inner side of the front longitudinal beam and is connected to the through section. The outer section of the front longitudinal beam is located on the outer side of the front longitudinal beam and is connected between the through section and the A-pillar connector.

[0009] The wall thickness of the through section is greater than the wall thickness of the inner section of the front longitudinal beam and the wall thickness of the outer section of the front longitudinal beam.

[0010] Optionally, the wall thickness of the outer section of the front longitudinal beam is greater than the wall thickness of the inner section of the front longitudinal beam.

[0011] Optionally, the wall thickness of the through section is 1.6mm-2.0mm, the wall thickness of the inner section of the front longitudinal beam is 0.8mm-1.0mm, and the wall thickness of the outer section of the front longitudinal beam is 1.2mm-1.4mm.

[0012] Optionally, the front cabin crossbeam further includes a first transition section and a second transition section, the first transition section connecting the through section and the inner section of the front longitudinal beam, and the second transition section connecting the through section and the outer section of the front longitudinal beam;

[0013] The wall thickness of the first transition section gradually decreases along the direction from the through section to the inner side of the front longitudinal beam, and the wall thickness of the second transition section gradually decreases along the direction from the through section to the outer side of the front longitudinal beam.

[0014] Optionally, the length L1 of the first transition segment in the left-right direction satisfies the following condition:

[0015] L1 = (D1 - D2) * 100;

[0016] Wherein, D1 is the wall thickness of the through section, and D2 is the wall thickness of the inner section of the front longitudinal beam;

[0017] The length L2 of the second transition segment in the left-right direction satisfies the following condition:

[0018] L2 = (D1 - D3) * 100;

[0019] Wherein, D1 is the wall thickness of the through section, and D3 is the wall thickness of the outer section of the front longitudinal beam.

[0020] Optionally, both ends of the through section protrude from the front longitudinal beam in the left and right directions, the distance between the end of the through section near the inner side of the front longitudinal beam and the side wall of the front longitudinal beam near the inner side of the front longitudinal beam is greater than 50mm, and the distance between the end of the through section near the outer side of the front longitudinal beam and the side wall of the front longitudinal beam near the outer side of the front longitudinal beam is greater than 50mm.

[0021] Optionally, the front cabin crossbeam is connected to the lower part of the front bulkhead, and the front cabin crossbeam and the front bulkhead together define a first cavity.

[0022] Optionally, the front bulkhead includes a front bulkhead body and a force transmission member connected to the front bulkhead body. The force transmission member is located behind the front bulkhead body and defines a second cavity with the front bulkhead body. At least a portion of the force transmission member is opposite to at least a portion of the front compartment crossbeam in the longitudinal direction.

[0023] Optionally, the vehicle body structure further includes a connector located behind the force transmission member. One end of the connector is connected to the force transmission member, and the other end of the connector is connected to the A-pillar. The connector, the force transmission member, and the A-pillar together define a third cavity. The projection of the first cavity in the front-rear direction and the projection of the third cavity in the front-rear direction at least partially coincide.

[0024] Optionally, the connector is provided with at least one reinforcing rib, which extends from the force transmission member toward the A-pillar;

[0025] Wherein, the reinforcing rib includes at least one recessed rib that is recessed toward the force transmission member, and one end of the at least one recessed rib abuts against the force transmission member; and / or, the reinforcing rib includes at least one protruding rib that is protruding away from the force transmission member, the force transmission member includes a second main body and two second flanges located on the upper and lower sides of the second main body respectively, and the upper sidewall of the at least one protruding rib overlaps with the upper surface of the second main body.

[0026] Optionally, the vehicle body structure further includes a front longitudinal beam, wherein at least a portion of the upper edge of the connection between the front longitudinal beam and the front bulkhead body, at least a portion of the upper edge of the portion of the force transmission member located between the front longitudinal beam and the connector, and at least a portion of the upper edge of the connector are at the same height.

[0027] According to a second aspect of this disclosure, a vehicle is provided, including the aforementioned body structure.

[0028] With the above technical solution, since the front compartment crossbeam is located in front of the front bulkhead and A-pillar, when the vehicle is subjected to a frontal collision, the front compartment crossbeam can bear the collision force before the front bulkhead and A-pillar, and play a role in stopping the rearward collapse or movement of components in the front compartment area of ​​the vehicle, preventing them from directly compressing the front bulkhead and A-pillar. This helps to prevent the front bulkhead and A-pillar from deforming, which in turn helps to prevent the passenger compartment from being compressed and causing injury to the occupants. Furthermore, it helps to prevent the doors from being unable to open due to A-pillar deformation, thus preventing the occupants from escaping the vehicle and improving the vehicle's collision safety.

[0029] Furthermore, since the end of the front compartment crossbeam is connected to the front end of the A-pillar connector, and the rear end of the A-pillar connector is connected to the A-pillar, the front compartment crossbeam can transfer the impact force it bears to the A-pillar through the A-pillar connector and further disperse the impact force through the A-pillar. This helps to disperse the frontal impact force received by the vehicle to the rear of the vehicle, ensuring the integrity of the vehicle body structure when the vehicle is involved in a frontal collision and improving the vehicle's collision safety.

[0030] In addition, since the front compartment crossbeam and the A-pillar are indirectly connected through the A-pillar connector in front of the A-pillar, even if the front compartment crossbeam deforms due to excessive force, it will not directly affect the A-pillar, thus avoiding deformation of the A-pillar and improving the vehicle's collision safety.

[0031] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0032] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0033] Figure 1 This is a partial transverse sectional view of a vehicle body structure provided in one embodiment of the present disclosure.

[0034] Figure 2 yes Figure 1 A magnified view of a portion of point A in the middle.

[0035] Figure 3 This is a partial three-dimensional structural view of the vehicle body structure after a transverse section according to one embodiment of the present disclosure.

[0036] Figure 4 This is a partial front view of a vehicle body structure provided in one embodiment of the present disclosure after longitudinal sectioning.

[0037] Figure 5 This is a front view of the front compartment crossbeam of a vehicle body structure provided in one embodiment of this disclosure.

[0038] Figure 6 This is a partial three-dimensional structural diagram of a vehicle body structure provided in one embodiment of the present disclosure.

[0039] Figure 7 This is a partial three-dimensional structural diagram of a vehicle body structure provided in one embodiment of the present disclosure.

[0040] Explanation of reference numerals in the attached figures

[0041] 10-Front bulkhead; 12-Force transmission component; 121-Second upper protrusion; 122-Second main body; 13-Front bulkhead body; 20-A-pillar; 21-Outer A-pillar panel; 211-Front flange; 22-Inner A-pillar panel; 30-Front cabin crossbeam; 31-First upper protrusion; 32-First main body; 33-First flange; 34-Through section; 35-Inner section of front longitudinal beam; 36-Outer section of front longitudinal beam; 37-First transition section; 38-Second transition section; 40-A-pillar connector; 52-Third cavity; 54-Second cavity; 61-Connector; 611-Reinforcing rib; 6111-Protruding rib; 6112-Concave rib; 70-Front longitudinal beam; 71-Left front longitudinal beam; 72-Right front longitudinal beam; 80-Central passage. Detailed Implementation

[0042] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0043] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "top," "bottom," "front," "rear," "left," and "right" are generally defined according to the vehicle's position in normal driving conditions. For example, the direction towards the vehicle's roof is "up" or "top," the direction towards the vehicle's chassis is "down" or "bottom," the direction towards the front of the vehicle is "front," the direction towards the rear of the vehicle is "rear," the direction towards the left wheel of the vehicle is "left," and the direction towards the right wheel of the vehicle is "right" (see reference for details). Figure 1 , Figures 3-7 As shown, the X direction is the front-to-back direction, the Y direction is the left-to-right direction, and the Z direction is the up-to-down direction. The directional terms used are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation construction and operation, and therefore should not be construed as a limitation of this disclosure. "Inner" and "outer" refer to the inner and outer contours of the corresponding components. In addition, the terms "first," "second," etc., used are to distinguish one element from another and do not have sequential or importance.

[0044] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "connect," "link," and "install" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0045] like Figures 1 to 7 As shown, according to a first aspect of this disclosure, a vehicle body structure is provided, including a front bulkhead 10, an A-pillar 20, a front compartment crossbeam 30, and an A-pillar connector 40. The front compartment crossbeam 30 is located in front of the front bulkhead 10 and the A-pillar 20. The end of the front compartment crossbeam 30 is connected to the front end of the A-pillar connector 40, and the rear end of the A-pillar connector 40 is connected to the A-pillar 20.

[0046] With the above technical solution, since the front compartment crossbeam 30 is located in front of the front bulkhead 10 and the A-pillar 20, when the vehicle is subjected to a frontal collision, the front compartment crossbeam 30 can bear the collision force before the front bulkhead 10 and the A-pillar 20, and play a role in stopping the rearward collapsing or moving components (such as wheels, motors and other power units of the vehicle) in the front compartment area of ​​the vehicle, preventing them from directly compressing the front bulkhead 10 and the A-pillar 20. This helps to prevent the front bulkhead 10 and the A-pillar 20 from deforming, which in turn helps to prevent the passenger compartment from being compressed and causing injury to the occupants in the passenger compartment. Furthermore, it helps to prevent the doors from being unable to open due to the deformation of the A-pillar 20, thus preventing the occupants from escaping the vehicle, thereby improving the collision safety of the vehicle.

[0047] Furthermore, since the end of the front compartment crossbeam 30 is connected to the front end of the A-pillar connector 40, and the rear end of the A-pillar connector 40 is connected to the A-pillar 20, the front compartment crossbeam 30 can transmit the impact force it bears to the A-pillar 20 through the A-pillar connector 40 and further disperse the impact force through the A-pillar. This helps to disperse the frontal impact force received by the vehicle to the rear of the vehicle, ensuring the integrity of the vehicle body structure when the vehicle is involved in a frontal collision and improving the vehicle's collision safety.

[0048] In addition, since the front compartment crossbeam 30 and the A-pillar 20 are indirectly connected through the A-pillar connector 40 in front of the A-pillar 20, even if the front compartment crossbeam 30 deforms due to excessive force, it will not directly affect the A-pillar 20, thus avoiding deformation of the A-pillar 20 and improving the vehicle's collision safety.

[0049] The A-pillar connector 40 can be connected to any suitable position on the A-pillar 20, and this disclosure does not limit this. To facilitate the connection between the front cabin crossbeam 30 and the A-pillar connector 40, as one embodiment, such as... Figure 2 As shown, the A-pillar 20 includes an outer A-pillar panel 21 and an inner A-pillar panel 22, and the rear end of the A-pillar connector 40 is connected to the outer A-pillar panel 21.

[0050] Since the outer panel 21 of the A-pillar is located outside the inner panel 22 of the A-pillar, and the front cabin crossbeam 30 is located in front of the front bulkhead 10 (i.e. inside the front cabin), the rear end of the A-pillar connector 40 is connected to the outer panel 21 of the A-pillar, which facilitates the connection between the front cabin crossbeam 30 and the A-pillar connector 40.

[0051] Optionally, such as Figure 2 As shown, the outer panel 21 of the A-pillar has a front flange 211, and the rear end of the A-pillar connector 40 is connected to the front flange 211.

[0052] Since the front flange 211 of the outer panel 21 of the A-pillar is located on the front side of the main body of the A-pillar 20, the rear end of the A-pillar connector 40 is connected to the front flange 211, which helps to increase the distance between the front crossbeam 30 and the main body of the A-pillar 20 in the front-rear direction, so that the front crossbeam 30 can better protect the A-pillar 20 when the vehicle is hit by a frontal collision.

[0053] This disclosure does not limit the specific position of the front compartment crossbeam 30 in front of the front bulkhead 10 and the A-pillar 20. As one embodiment, the projection of the front compartment crossbeam 30 in the front-rear direction is configured to at least partially coincide with the projection of the wheel in the front-rear direction.

[0054] With this configuration, when the vehicle is involved in a frontal collision, if the wheels move backward due to the impact, the front compartment crossbeam 30 can withstand the rearward impact from the wheels before the front bulkhead 10 and A-pillar 20. On the one hand, it can stop the rearward-moving wheels and prevent the wheels from directly pressing the front bulkhead 10 and A-pillar 20, which would cause the front bulkhead 10 and A-pillar 20 to deform and compress the passenger compartment space. On the other hand, it can also transmit the impact force of the wheels to the rear through the A-pillar connector 40 and A-pillar 20, thereby improving the vehicle's collision performance.

[0055] like Figure 4 As shown, the front compartment crossbeam 30 is connected to the lower part of the front bulkhead 10. Since the lower part of the front compartment area has many components or devices (such as vehicle power units such as motors), and the wheels are also located in the lower part of the front area of ​​the front bulkhead 10, when the vehicle is hit by a frontal collision, the front compartment crossbeam 30 can withstand the rearward impact from the wheels or devices located in the lower part of the front compartment area before the front bulkhead 10 and A-pillar 20. On the one hand, it can stop the rearward moving wheels and devices located in the lower part of the front compartment area, preventing them from directly pressing the front bulkhead 10 and A-pillar 20, thereby helping to avoid deformation of the front bulkhead 10 and A-pillar 20. On the other hand, it can transmit the collision force to the rear through the A-pillar connector 40 and A-pillar 20, thereby improving the vehicle's collision performance.

[0056] Furthermore, the front cabin crossbeam 30 can be connected to the lower part of the front bulkhead 10, which can protect the lower part of the front bulkhead 10 and prevent the lower part of the front bulkhead 10 from deforming and injuring the occupants' feet or legs.

[0057] Optionally, the front cabin crossbeam 30 and the front bulkhead 10 can jointly define the first cavity. Since the cavity structure has better rigidity and torsional resistance, the front cabin crossbeam 30 and the front bulkhead 10 jointly defining the first cavity is beneficial to improving the force transmission effect and deformation resistance of the front cabin crossbeam 30.

[0058] Optionally, such as Figure 1 , Figure 3 , Figure 6 , Figure 7 As shown, the vehicle body structure also includes a connector 61, which is located behind the front bulkhead 10. One end of the connector 61 is connected to the front bulkhead 10, and the other end of the connector 61 is connected to the A-pillar 20. The connector 61, the front bulkhead 10, and the A-pillar 20 together define a third cavity 52. ​​The projection of the first cavity in the front-rear direction and the projection of the third cavity 52 in the front-rear direction at least partially coincide.

[0059] Since the projection of the first cavity in the front-back direction coincides at least partially with the projection of the third cavity 52 in the front-back direction, and the cavity structure has good force transmission ability, a force transmission path can be established between the first cavity and the internal cavity of the A-pillar 20 through the third cavity 52, which is beneficial to transmitting the collision force from the end of the first cavity to the inside of the A-pillar 20 and improving the force transmission path.

[0060] The present disclosure does not limit the specific connection position of the connecting member 61 and the front bulkhead 10. For example, in the embodiment where the front bulkhead 10 mentioned below includes a front bulkhead body 13 and a force transmission member 12 connected to the front bulkhead body 13, one end of the connecting member 61 can be connected to the force transmission member 12. In addition, the other end of the connecting member 61 can be connected to the inner panel 22 of the A-pillar. Therefore, the third cavity 52 can be jointly defined by the force transmission member 12, the inner panel 22 of the A-pillar, and the connecting member 61.

[0061] The present disclosure also does not limit the specific connection position of the connecting member 61 and the inner panel 22 of the A-pillar. Optionally, as Figure 2 shown, the inner panel 22 of the A-pillar can be configured as a "ji" - shaped structure, which is composed of a U-shaped structure and flanges respectively connected to the front and rear ends of the U-shaped structure. The connecting member 61 can be connected to the wall surface of the U-shaped structure protruding towards the interior of the passenger compartment.

[0062] The present disclosure does not limit the connection manner of the connecting member 61 with the A-pillar 20 and the front bulkhead 10. As an implementation manner, the connecting member 61, the A-pillar 20, and the front bulkhead 10 can all be connected by fasteners. In other implementation manners, the connecting member 61, the A-pillar 20, and the front bulkhead 10 can also be connected by welding.

[0063] The present disclosure does not limit the connection manner of the connecting member 61 with the A-pillar 20 and the front bulkhead Optionally, as Figure 1 、 Figure 3 、 Figure 4 shown, the front cabin crossbeam 30 can be connected to the front longitudinal beam 70. With this arrangement, the collision force borne by the front longitudinal beam 70 can be dispersed and transmitted backward through the front cabin crossbeam 30 (i.e., transmitted to the A-pillar 20), and the collision force received by the front cabin crossbeam 30 can also be transmitted to the front longitudinal beam 70, which is beneficial to increasing the force transmission path of the collision force and improving the dispersion effect of the collision force.

[0064] Optionally, as Figure 4 shown, the front cabin crossbeam 30 can penetrate through the front longitudinal beam 70 and be connected to the front longitudinal beam 70. For example, one end of the front cabin crossbeam 30 can penetrate through at least one of the left front longitudinal beam 71 and the right front longitudinal beam 72.

[0065] In one embodiment of this disclosure, the two ends of the front cabin crossbeam 30 can pass through the left front longitudinal beam 71 and the right front longitudinal beam 72 respectively and connect to the front end of the A-pillar connector 40. In other words, the two ends of the front cabin crossbeam 30 pass through the left front longitudinal beam 71 and the right front longitudinal beam 72 respectively and are connected to the left A-pillar and the right A-pillar respectively through the A-pillar connector 40.

[0066] This configuration allows the left front longitudinal beam 71, the right front longitudinal beam 72, and the A-pillar 20 to be connected as a whole through the front compartment crossbeam 30, which helps to improve the structural strength and torsional strength of the vehicle body, especially the front compartment area, and thus helps to prevent the left front longitudinal beam 71, the right front longitudinal beam 72, and the A-pillar 20 from twisting during a collision.

[0067] In addition, the portion of the front compartment crossbeam 30 located outside the front longitudinal beam 70 can at least partially overlap with the projection of the wheel in the front-rear direction, thereby enabling the portion of the front compartment crossbeam 30 located outside the front longitudinal beam 70 to withstand the rearward impact of the wheel before the front bulkhead 10 and A-pillar 20, which helps to prevent the front bulkhead 10 and A-pillar 20 from deforming during a collision.

[0068] This disclosure does not limit the construction of the forward cabin crossbeam 30. As one embodiment, such as Figure 4 As shown, the front cabin crossbeam 30 includes a first main body 32 and first flanges 33 located on the upper and lower sides of the first main body 32 respectively. The upper surface of the portion of the first main body 32 located outside the front longitudinal beam 70 is on the same horizontal plane as the upper surface of the front longitudinal beam 70.

[0069] Since the first flange 33 can significantly increase the contact area between the front cabin crossbeam 30 and the front bulkhead 10 with less increase in weight, for example, it can increase the welding area between the front cabin crossbeam 30 and the front bulkhead 10, thereby improving the connection reliability between the front cabin crossbeam 30 and the front bulkhead 10 and improving the force transmission performance between them.

[0070] Furthermore, the upper surface of the portion of the first main body 32 located outside the front longitudinal beam 70 is on the same horizontal plane as the upper surface of the front longitudinal beam 70. This helps to improve the smoothness and continuity of the force transmission path from the front longitudinal beam 70 to the first main body 32, thereby improving the effect of the front longitudinal beam 70 in dispersing and transmitting collision force backward. It also helps to improve the support effect of the front compartment crossbeam 30 on the upper part of the front longitudinal beam 70, preventing the front bulkhead body 13 from deforming or overturning due to the front longitudinal beam 70 retracting under the impact force.

[0071] Optionally, such as Figure 5As shown, the front cabin crossbeam 30 includes a through section 34, an inner section 35 of the front longitudinal beam, and an outer section 36 of the front longitudinal beam. The through section 34 passes through the front longitudinal beam 70 and is connected to the front longitudinal beam 70. The inner section 35 of the front longitudinal beam is located inside the front longitudinal beam 70 and is connected to the through section 34. The outer section 36 of the front longitudinal beam is located outside the front longitudinal beam 70 and is connected between the through section 34 and the A-pillar connector 40. The wall thickness of the through section 34 is greater than the wall thickness of the inner section 35 and the wall thickness of the outer section 36 of the front longitudinal beam.

[0072] Since the through section 34 passes through and connects to the front longitudinal beam 70, it means that the through section 34 needs to directly bear the rearward impact force from the front longitudinal beam 70. Therefore, the wall thickness of the through section 34 is greater than the wall thickness of the inner section 35 and the outer section 36 of the front longitudinal beam. This allows the through section 34 to have higher strength than the inner section 35 and the outer section 36 of the front longitudinal beam, which helps to ensure the ability of the front compartment crossbeam 30 to withstand the collision from the front longitudinal beam 70.

[0073] Furthermore, since the inner section 35 and the outer section 36 of the front longitudinal beam do not need to directly bear the impact force from the front longitudinal beam 70, the wall thickness of the inner section 35 and the outer section 36 of the front longitudinal beam are smaller than the wall thickness of the through section 34, which helps to reduce the weight of the front compartment crossbeam 30.

[0074] It should be noted that the wall thickness of the through section 34 refers to the material thickness of the through section 34, the wall thickness of the inner section 35 of the front longitudinal beam refers to the material thickness of the inner section 35 of the front longitudinal beam, and the wall thickness of the outer section 36 of the front longitudinal beam refers to the material thickness of the outer section 36 of the front longitudinal beam.

[0075] It is understood that in the embodiment where the front longitudinal beam 70 includes the left front longitudinal beam 71 and the right front longitudinal beam 72, there can be two through sections 34, which pass through the left front longitudinal beam 71 and the right front longitudinal beam 72 respectively. There can also be two outer sections 36 of the front longitudinal beam, one located outside the left front longitudinal beam 71 and the other outside the right front longitudinal beam 72. The inner section 35 of the front longitudinal beam can be located between the left front longitudinal beam 71 and the right front longitudinal beam 72.

[0076] Since the outer section 36 of the front longitudinal beam is connected between the through section 34 and the A-pillar connector 40, that is, the outer section 36 of the front longitudinal beam is located on the path of force transmission from the front cabin crossbeam 30 to the A-pillar 20, therefore, as an embodiment, the wall thickness of the outer section 36 of the front longitudinal beam is optionally greater than the wall thickness of the inner section 35 of the front longitudinal beam.

[0077] This configuration allows the outer section 36 of the front longitudinal beam to have sufficient cross-sectional area for force transmission and structural strength, while the inner section 35 of the front longitudinal beam has a smaller weight. This allows the front cabin crossbeam 30 to have a lighter weight while ensuring the reliability of the connection and force transmission capacity between the front cabin crossbeam 30 and the A-pillar 20.

[0078] This disclosure does not limit the wall thickness of the through section 34, the inner section 35 of the front longitudinal beam, and the outer section 36 of the front longitudinal beam. As one embodiment, the wall thickness of the through section 34 can be 1.6mm-2.0mm, the wall thickness of the inner section 35 of the front longitudinal beam can be 0.8mm-1.0mm, and the wall thickness of the outer section 36 of the front longitudinal beam can be 1.2mm-1.4mm.

[0079] This design allows the front compartment crossbeam 30 to have a lighter weight while ensuring the ability of the front compartment crossbeam 30 to withstand collisions from the front longitudinal beam 70, as well as the reliability of the connection and force transmission between the front compartment crossbeam 30 and the A-pillar 20.

[0080] Optionally, such as Figure 5 As shown, the front cabin crossbeam 30 also includes a first transition section 37 and a second transition section 38. The first transition section 37 connects the through section 34 and the inner section 35 of the front longitudinal beam, and the second transition section 38 connects the through section 34 and the outer section 36 of the front longitudinal beam. The wall thickness of the first transition section 37 gradually decreases along the direction from the through section 34 to the inner section 35 of the front longitudinal beam, and the wall thickness of the second transition section 38 gradually decreases along the direction from the through section 34 to the outer section 36 of the front longitudinal beam.

[0081] The first transition section 37 connects the through section 34 and the inner section 35 of the front longitudinal beam. The wall thickness of the first transition section 37 gradually decreases along the direction from the through section 34 to the inner section 35 of the front longitudinal beam, which can realize a smooth transition between the through section 34 and the inner section 35 of the front longitudinal beam. This helps to improve the smoothness and fluency of force transmission between the through section 34 and the inner section 35 of the front longitudinal beam, and further improves the effect of transmitting collision force between the through section 34 and the inner section 35 of the front longitudinal beam.

[0082] Similarly, the second transition section 38 connects the through section 34 and the outer section 36 of the front longitudinal beam. The wall thickness of the second transition section 38 gradually decreases along the direction from the through section 34 to the outer section 36 of the front longitudinal beam, which can achieve a smooth transition between the through section 34 and the outer section 36 of the front longitudinal beam. This helps to improve the smoothness and continuity of force transmission between the through section 34 and the outer section 36 of the front longitudinal beam, and further improves the effect of transmitting collision force between the through section 34 and the outer section 36 of the front longitudinal beam.

[0083] In this disclosure, the first transition segment 37 can be set to any suitable length as needed. As one implementation method, for example... Figure 5 As shown, the length L1 of the first transition segment 37 in the left-right direction can satisfy the following condition:

[0084] L1 = (D1 - D2) * 100;

[0085] Wherein, D1 is the wall thickness of the through section 34, and D2 is the wall thickness of the inner section 35 of the front longitudinal beam.

[0086] The length L1 of the first transition section 37 in the left and right directions satisfies the above conditions, which can enable the first transition section 37 to effectively improve the smoothness and continuity of force transmission between the through section 34 and the inner section 35 of the front longitudinal beam, and prevent the length of the first transition section 37 from being too long. This is beneficial to shortening the length of the front compartment crossbeam 30, and thus to enabling the front compartment crossbeam 30 to have a lighter weight while having good force transmission capability.

[0087] In this disclosure, the second transition segment 38 can be set to any suitable length as needed. As one implementation method, for example... Figure 5 As shown, the length L2 of the second transition segment 38 in the left-right direction can satisfy the following condition:

[0088] L2 = (D1 - D3) * 100;

[0089] Wherein, D1 is the wall thickness of the through section 34, and D3 is the wall thickness of the outer section 36 of the front longitudinal beam.

[0090] The length L2 of the second transition section 38 in the left and right directions satisfies the above conditions, which can enable the second transition section 38 to effectively improve the smoothness and continuity of force transmission between the through section 34 and the outer section 36 of the front longitudinal beam, and prevent the length of the second transition section 38 from being too long. This is beneficial to shortening the length of the front compartment crossbeam 30, and thus to enabling the front compartment crossbeam 30 to have a lighter weight while having good force transmission capability.

[0091] Optionally, both ends of the through section 34 protrude from the front longitudinal beam 70 in the left and right directions. The distance between the end of the through section 34 near the inner side section 35 of the front longitudinal beam and the side wall of the front longitudinal beam 70 near the inner side section 35 of the front longitudinal beam is greater than 50 mm, and the distance between the end of the through section 34 near the outer side section 36 of the front longitudinal beam and the side wall of the front longitudinal beam 70 near the outer side section 36 of the front longitudinal beam is greater than 50 mm.

[0092] This arrangement allows the through section 34 to effectively cover the connection point between the front longitudinal beam 70 and the front cabin crossbeam 30, thereby enhancing the support capacity of the front cabin crossbeam 30 for the front longitudinal beam 70 and improving the ability of the front longitudinal beam 70 to transmit force to the left and right sides through the front cabin crossbeam 30.

[0093] Furthermore, even if the front longitudinal beam 70 deforms during a collision, the portions of the through section 34 that protrude from the front longitudinal beam 70 in both the left and right directions can still provide good support for the front longitudinal beam 70.

[0094] Optionally, such as Figure 7As shown, the front bulkhead 10 includes a front bulkhead body 13 and a force transmission member 12 connected to the front bulkhead body 13. The force transmission member 12 is located behind the front bulkhead body 13 and defines a second cavity 54 with the front bulkhead body 13. The force transmission member 12 can strengthen the front bulkhead body 13.

[0095] Optionally, the force transmission member 12 extends in the left-right direction, and the end of the force transmission member 12 is connected to the A-pillar 20. In other words, the left and right ends of the force transmission member 12 can be connected to the left A-pillar 20 and the right A-pillar 20 respectively, or they can be connected to only one of the left A-pillar 20 and the right A-pillar 20.

[0096] The force transmission component 12 can strengthen the front bulkhead body 13, making the front bulkhead 10 less likely to deform when the vehicle collides. In addition, the force transmission component 12 can transfer the collision force to the A-pillar 20, improving the dispersion effect of the collision force.

[0097] Optionally, the front bulkhead body 13 can be integrally formed with the force transmission component 12, or it can be manufactured separately; this disclosure does not limit this.

[0098] To facilitate the connection between the force transmission component 12 and the A-pillar 20, as one implementation method, such as Figure 6 and Figure 7 As shown, the A-pillar 20 includes an outer A-pillar panel 21 and an inner A-pillar panel 22, and the end of the force transmission member 12 can be connected to the inner A-pillar panel 22.

[0099] Since the inner panel 22 of the A-pillar is located on the side of the A-pillar 20 closer to the passenger compartment, and the force transmission component 12 is located on the inner side of the front bulkhead body 13, the end of the force transmission component 12 is connected to the inner panel 22 of the A-pillar, which facilitates the connection between the end of the force transmission component 12 and the A-pillar 20.

[0100] It is understood that the force transmission component 12 can also be connected to any suitable position on the A-pillar 20, and this disclosure does not limit this.

[0101] Optionally, such as Figure 3 and Figure 7 As shown, the vehicle body structure also includes a front longitudinal beam 70, which is connected to the side of the front bulkhead body 13 opposite to the force transmission member 12. The projection of the force transmission member 12 in the longitudinal direction at least partially coincides with the connection area between the front longitudinal beam 70 and the front bulkhead body 13. For example, the projection of the force transmission member 12 in the longitudinal direction may at least partially coincide with the downward bending section of the front longitudinal beam 70.

[0102] Since the projection of the force transmission member 12 in the front-rear direction at least partially coincides with the connection area between the front longitudinal beam 70 and the front bulkhead body 13, when the vehicle is involved in a collision, the force transmission member 12 can support the position of the front bulkhead 10 that is pressed by the front longitudinal beam 70, thereby helping to prevent the front bulkhead 10 from being deformed by the front longitudinal beam 70.

[0103] Furthermore, the force transmission component 12 can transfer the impact force received by the front longitudinal beam 70 to the A-pillar 20, thereby increasing the force transmission path of the front longitudinal beam 70 and better dispersing the front impact force.

[0104] Optionally, the positions of the force transmission component 12 and the connection area of ​​the front longitudinal beam 70 and the front bulkhead body 13 can be approximately at the same height. The force transmission component 12 can provide good support for the front longitudinal beam 70 in the front-rear direction, which helps to prevent the connection area between the front bulkhead body 13 and the front longitudinal beam 70 from flipping after the front longitudinal beam 70 bears the impact force, and thus helps to prevent the front longitudinal beam 70 from intruding into the front bulkhead 10.

[0105] As one embodiment of this disclosure, such as Figure 7 As shown, at least a portion of the upper edge of the connection between the front longitudinal beam 70 and the front bulkhead body 13 is at the same height as at least a portion of the upper edge of the portion of the force transmission member 12 located directly behind the front longitudinal beam 70. In other words, in the front-rear direction, at least a portion of the upper edge of the projection of the end of the front longitudinal beam 70 near the front bulkhead body 13 onto the front bulkhead body 13 coincides with at least a portion of the upper edge of the portion of the force transmission member 12 located directly behind the front longitudinal beam 70. Here, the portion of the force transmission member 12 located directly behind the front longitudinal beam 70 refers to the portion of the force transmission member 12 that is directly opposite the end of the front longitudinal beam near the front bulkhead body 13 in the front-rear direction.

[0106] This configuration helps to further ensure the supporting effect of the force transmission component 12 on the front longitudinal beam 70 in the front-rear direction, thereby helping to further prevent the front longitudinal beam 70 from overturning at the connection area between the front bulkhead body 13 and the front longitudinal beam 70 after bearing the impact force. In addition, it also helps to ensure a smooth force transmission path between the front longitudinal beam 70 and the force transmission component 12, facilitating the transmission of the impact force from the front longitudinal beam 70 to the force transmission component 12.

[0107] Optionally, such as Figure 7 As shown, the force transmission component 12 and the front bulkhead body 13 together define the second cavity 54. The second cavity 54 not only enables the force transmission component 12 to have good strength while having a light weight, but also helps to improve the force transmission performance of the force transmission component 12, so that the front impact force can be better transmitted to the A-pillar 20 through the force transmission component 12.

[0108] Optionally, the first cavity may correspond to the position of the second cavity 54 in the longitudinal direction, that is, in the longitudinal direction of the vehicle, the projection of the first cavity and the projection of the second cavity 54 may at least partially coincide.

[0109] This configuration allows the first cavity and the second cavity 54 to form a good force transmission path, further enhancing the ability of the front compartment beam 30 to transmit the impact force it bears to the rear, thereby further dispersing the impact force borne by the front compartment beam 30.

[0110] Optionally, at least a portion of the force transmission member 12 and at least a portion of the front compartment crossbeam 30 are opposite each other in the longitudinal direction. In other words, in the longitudinal direction, the projection of the force transmission member 12 can at least partially coincide with the projection of the front compartment crossbeam 30, so that the front compartment crossbeam 30 can effectively transmit the impact force it bears to the rear through the force transmission member 12, and the front compartment crossbeam 30 and the force transmission member 12 can jointly reinforce the front bulkhead body 13.

[0111] Optional, such as Figure 3 , Figure 6 , Figure 7 As shown, the vehicle body structure also includes a central channel 80, and the center of the force transmission member 12 protrudes upward to form a second upper protrusion 121, which is located above the central channel 80 and connected to the central channel 80.

[0112] The force transmission member 12 can cross the central channel 80 from above through the second upper protrusion 121, thereby allowing the force transmission member 12 to be constructed as an integral part extending in the left and right direction without intruding into the space of the central channel 80, so that the force transmission member 12 has good strength and force transmission performance.

[0113] Furthermore, by connecting the second upper protrusion 121 to the central channel 80, the force transmission member 12 can transmit the impact force it bears to the rear through the central channel 80, which helps to disperse the impact force borne by the force transmission member 12 and thus improves the support capacity of the force transmission member 12 for the front bulkhead body 13.

[0114] Optionally, such as Figure 1 and Figure 3 As shown, the vehicle body structure also includes a connector 61, which is located behind the force transmission member 12. One end of the connector 61 is connected to the force transmission member 12, and the other end of the connector 61 is connected to the A-pillar 20. The connector 61, the force transmission member 12, and the A-pillar 20 together define a third cavity 52. ​​The projection of the first cavity in the front-rear direction and the projection of the third cavity 52 in the front-rear direction at least partially coincide.

[0115] Since one end of the connecting member 61 is connected to the force transmission member 12 and the other end of the connecting member 61 is connected to the A pillar 20, the connecting member 61 can improve the strength of the connection between the force transmission member 12 and the A pillar 20.

[0116] Moreover, the third cavity 52 can establish a force transmission path between the second cavity 54 and the internal cavity of the A pillar 20, so that the collision force borne by the force transmission member 12 can be better transmitted to the A pillar 20.

[0117] In addition, as an implementation manner of the present disclosure, in the front-rear direction of the vehicle, the projections of the first cavity, the third cavity 52, and the second cavity 54 at least partially overlap, so that the first cavity, the second cavity 54, and the third cavity 52 can form a coherent force transmission path, and the collision force borne by the front cabin cross beam 30 can be well transmitted to the A pillar 20 through the first cavity, the second cavity 54, and the third cavity 52.

[0118] The present disclosure does not limit the specific connection position between the force transmission member 12 and the A pillar 20. As an implementation manner, the A pillar 20 includes an A pillar inner panel 22 and an A pillar outer panel 21. The A pillar inner panel 22 can be configured as a "C" shape, and the end of the force transmission member 12 can be connected to the flange of the "C" shape of the A pillar inner panel 22.

[0119] The present disclosure does not limit the shape of the third cavity 52. As an implementation manner, the third cavity 52 can be configured as a triangular cavity, that is, the force transmission member 12, the connecting member 61, and the A pillar 20 respectively define three sides of a triangle, which can make the connection between the force transmission member 12, the connecting member 61, and the A pillar 20 have good structural stability.

[0120] In order to improve the structural strength and force transmission performance of the connecting member 61, as an implementation manner, as Figure 6 and Figure 7 shown, at least one reinforcing rib 611 is provided on the connecting member 61, and the reinforcing rib 611 extends from the force transmission member 12 towards the A pillar 20.

[0121] Since the reinforcing rib 611 extends from the force transmission member 12 towards the A pillar 20, the reinforcing rib 611 can increase the cross-sectional area for transmitting force from the force transmission member 12 to the A pillar 20, so that the reinforcing rib 611 can not only improve the structural strength of the connecting member 61, but also improve the force transmission performance of the connecting member 61, and further enable the connecting member 61 to well improve the ability of the force transmission member 12 to transmit force to the A pillar 20.

[0122] The present disclosure does not limit the number and specific structure of the reinforcing rib 611. For example, the number of the reinforcing rib 611 can be one or more, and the reinforcing rib 611 can be configured as a convex rib 6111 or a concave rib 6112. As an implementation manner of the present disclosure, as Figure 6 and Figure 7 As shown, there are multiple reinforcing ribs 611. The multiple reinforcing ribs 611 include at least one convex rib 6111 and at least one concave rib 6112. The convex rib 6111 protrudes away from the force transmission member 12, and the concave rib 6112 recesses towards the force transmission member 12.

[0123] The combination of at least one convex rib 6111 and at least one concave rib 6112 not only helps to increase the stiffness and strength of the connecting member 61, but also helps to increase the force transmission cross-section of the connecting member 61, and the force transmission effect of transmitting the collision force between the force transmission member 12 and the A pillar 20 through the connecting member 61.

[0124] As an implementation, as Figure 6 and Figure 7 shown, the multiple reinforcing ribs 611 can include two convex ribs 6111 and one concave rib 6112. In the up-down direction, the above-mentioned one concave rib 6112 is located between the two convex ribs 6111.

[0125] Optionally, as Figure 6 and Figure 7 shown, the reinforcing rib 611 includes at least one concave rib 6112 that recesses towards the force transmission member 12, and one end of at least one concave rib 6112 abuts against the force transmission member 12. Since the concave rib 6112 recesses towards the force transmission member 12, it can abut against the force transmission member 12, enabling the force transmission member 12 to effectively transmit the collision force to the connecting member 61 through the position where it abuts against the concave rib 6112, thereby helping to improve the force transmission effect between the force transmission member 12 and the connecting member 61.

[0126] Optionally, as Figure 6 shown, the force transmission member 12 includes a second main body portion 122 and two second flanging portions respectively located on the upper and lower sides of the second main body portion 122; the reinforcing rib 611 includes at least one convex rib 6111 that protrudes away from the force transmission member 12, and the upper side wall of at least one convex rib 6111 overlaps with the upper surface of the second main body portion 122. The overlap of the upper side wall of at least one convex rib 6111 with the upper surface of the second main body portion 122 helps to improve the smoothness of the force transmission path between the second main body portion 122 and the convex rib 6111, enabling the force transmission member 12 and the connecting member 61 to smoothly transmit the collision force.

[0127] Optionally, the cross-section of the second main body portion 122 is U-shaped with an opening facing the front panel body 13, such that the cross-section of the force transmission member 12 is "L"-shaped. The force transmission member 12 can be connected to the front panel body 13 through the two second flanging portions, and the force transmission member 12 and the front panel body 13 can jointly define a second cavity 54 through the second main body portion 122.

[0128] Optionally, as Figure 6 and Figure 7As shown, from the end of the connector 61 near the force transmission member 12 to the end of the connector 61 near the A-pillar, the size of the connector 61 gradually increases in the vertical direction. That is to say, as the connector 61 extends backward and outward, its size in the vertical direction gradually increases. This setting can increase the force transmission area between the connector 61 and the A-pillar 20 on the one hand, and further improve the structural strength of the connector 61 on the other hand.

[0129] Optionally, the upper rear end of the connector 61 can be connected to the A-pillar 20, and the lower rear end of the connector 61 can be connected to the sill beam, so that the connector 61 can also transmit the impact force to the sill beam. Specifically, the lower rear end of the connector 61 can be connected to the upper flange of the inner sill plate of the sill beam. Here, at least part of the upper edge of the connection between the front longitudinal beam 70 and the front bulkhead 13 refers to at least part of the upper contour line of the end face of the front longitudinal beam 70 connected to the front bulkhead body 13; at least part of the upper edge of the connector 61 refers to at least part of the upper contour line of the connector 61; the part of the force transmission member 12 located between the front longitudinal beam 70 and the connector 61 refers to the part of the force transmission member 12 located between the inner side wall of the front longitudinal beam 70 (i.e., the side wall near the central passage 80) and the outer end of the connector 61 (i.e., the end near the A-pillar 20).

[0130] At least a portion of the upper edge of the connection between the front longitudinal beam 70 and the front bulkhead body 13, at least a portion of the upper edge of the force transmission member 12 located between the front longitudinal beam 70 and the connector 61, and at least a portion of the upper edge of the connector 61 are at the same height. This helps to improve the smoothness and continuity of the force transmission path between the front longitudinal beam 70, the force transmission member 12, and the connector 61, thereby improving the effect of the front longitudinal beam 70 in dispersing and transmitting collision force backward. It also helps to improve the support effect of the force transmission member 12 on the upper part of the connection between the front longitudinal beam 70 and the front bulkhead body 13, and prevents the front bulkhead body 13 from deforming or overturning due to the front longitudinal beam 70 retreating under the impact force.

[0131] Optionally, such as Figure 7 As shown, the vehicle body structure also includes a front longitudinal beam 70, at least a portion of the upper edge of the connection between the front longitudinal beam 70 and the front bulkhead body 13, at least a portion of the upper edge of the portion of the force transmission member 12 located between the front longitudinal beam 70 and the connector 61, and at least a portion of the upper edge of the connector 61 are at the same height.

[0132] According to a second aspect of this disclosure, a vehicle is provided, including the aforementioned body structure.

[0133] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0134] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0135] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle body structure characterized by comprising: The front bulkhead, the A-pillar, the front compartment cross beam in front of the front bulkhead and the A-pillar connector, the end of the front compartment cross beam is connected with the front end of the A-pillar connector, and the rear end of the A-pillar connector is connected with the A-pillar.

2. The vehicle body structure according to claim 1, characterized by The A-pillar includes an A-pillar outer plate and an A-pillar inner plate, and the rear end of the A-pillar connector is connected with the A-pillar outer plate.

3. The vehicle body structure according to claim 1, characterized by The projection of the front compartment cross beam in the front-rear direction is arranged to at least partially coincide with the projection of the wheel in the front-rear direction.

4. The vehicle body structure according to claim 1, characterized by The vehicle body structure further includes a front longitudinal beam, and the front compartment cross beam is arranged through and connected with the front longitudinal beam.

5. The vehicle body structure according to claim 4, characterized by The front compartment cross beam includes a through segment, a front longitudinal beam inner side segment and a front longitudinal beam outer side segment, the through segment is arranged through and connected with the front longitudinal beam, the front longitudinal beam inner side segment is located on the inner side of the front longitudinal beam and connected with the through segment, and the front longitudinal beam outer side segment is located on the outer side of the front longitudinal beam and connected between the through segment and the A-pillar connector. The wall thickness of the through segment is greater than the wall thickness of the front longitudinal beam inner side segment and the wall thickness of the front longitudinal beam outer side segment.

6. The vehicle body structure according to claim 5, characterized by The wall thickness of the front longitudinal beam outer side segment is greater than the wall thickness of the front longitudinal beam inner side segment.

7. The vehicle body structure according to claim 5, characterized by The wall thickness of the through segment is 1.6-2.0 mm, the wall thickness of the front longitudinal beam inner side segment is 0.8-1.0 mm, and the wall thickness of the front longitudinal beam outer side segment is 1.2-1.4 mm.

8. The vehicle body structure according to claim 5, characterized by The front compartment cross beam further includes a first transition segment and a second transition segment, the first transition segment is connected between the through segment and the front longitudinal beam inner side segment, and the second transition segment is connected between the through segment and the front longitudinal beam outer side segment. The wall thickness of the first transition segment gradually decreases in the direction from the through segment to the front longitudinal beam inner side segment, and the wall thickness of the second transition segment gradually decreases in the direction from the through segment to the front longitudinal beam outer side segment.

9. The vehicle body structure according to claim 8, characterized by The length L1 of the first transition segment in the left-right direction satisfies the following condition: L1=(D1-D2)*100; Wherein, D1 is the wall thickness of the through segment, and D2 is the wall thickness of the front longitudinal beam inner side segment. The length L2 of the second transition segment in the left-right direction satisfies the following condition: L2=(D1-D3)*100; Wherein, D1 is the wall thickness of the through segment, and D3 is the wall thickness of the front longitudinal beam outer side segment.

10. The vehicle body structure according to claim 5, characterized by Both ends of the through segment protrude from the front longitudinal beam in the left-right direction, the distance between the end of the through segment close to the front longitudinal beam inner side segment and the side wall of the front longitudinal beam close to the front longitudinal beam inner side segment is greater than 50 mm, and the distance between the end of the through segment close to the front longitudinal beam outer side segment and the side wall of the front longitudinal beam close to the front longitudinal beam outer side segment is greater than 50 mm.

11. The vehicle body structure according to claim 1, characterized by The front compartment cross beam is connected with the lower part of the front bulkhead, and the front compartment cross beam and the front bulkhead jointly define a first cavity.

12. The vehicle body structure according to claim 11, characterized by The front bulkhead includes a front bulkhead body and a force transmission member connected with the front bulkhead body, the force transmission member is located behind the front bulkhead body and defines a second cavity with the front bulkhead body, and at least part of the force transmission member is opposite to at least part of the front compartment cross beam in the front-rear direction.

13. The vehicle body structure according to claim 12, characterized by The vehicle body structure further comprises a connecting member located behind the force transmission member, one end of the connecting member being connected to the force transmission member, and the other end of the connecting member being connected to the A-pillar, the connecting member, the force transmission member and the A-pillar together defining a third cavity, a projection of the first cavity in a front-rear direction at least partially coinciding with a projection of the third cavity in the front-rear direction.

14. The vehicle body structure according to claim 13, characterized by The connecting member is provided with at least one reinforcing rib extending from the force transmission member towards the A-pillar; The reinforcing rib comprises at least one concave rib recessed towards the force transmission member, one end of the at least one concave rib abutting against the force transmission member; and / or the reinforcing rib comprises at least one convex rib protruding away from the force transmission member, the force transmission member comprising a second main body portion and two second flange portions respectively located on upper and lower sides of the second main body portion, an upper side wall of the at least one convex rib being overlapped with an upper surface of the second main body portion.

15. The vehicle body structure according to claim 12, characterized by The vehicle body structure further comprises a front longitudinal beam, at least part of an upper edge of a connection between the front longitudinal beam and the front wall body, at least part of an upper edge of a portion of the force transmission member located between the front longitudinal beam and the connecting member, and at least part of an upper edge of the connecting member being located at the same height.

16. A vehicle characterized by comprising: A vehicle comprising the vehicle body structure of any one of claims 1-15.

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