Dash panel of vehicle body, vehicle body structure and vehicle

Abstract

The utility model discloses a dash panel of a vehicle body, a vehicle body structure and a vehicle. A dash panel of a vehicle body comprises a connecting beam and two torsion boxes, the two torsion boxes are arranged on the two sides of the connecting beam in the width direction of the vehicle body respectively, the connecting beam comprises a channel part located between the two torsion boxes, and a first energy absorption structure is arranged on the channel part and can absorb energy when the channel part collapses. In the dash panel of the vehicle body, the first energy absorption structure is arranged on the channel part between the two torsion boxes, and when the vehicle body collides, the first energy absorption structure on the channel part can absorb energy when the channel part collapses, so that the vehicle does not lose efficacy in advance before being completely crushed to a certain extent, and the safety of the vehicle is improved. Therefore, the safety of high-speed collision of the vehicle is improved to a certain extent.

Description

TECHNICAL FIELD

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

[0002] In the related art, the front wall structure of the current vehicle body cannot provide good longitudinal crushing performance in high-speed collisions, and is prone to crushing failure, which causes the battery device to be excessively squeezed, resulting in battery cell failure, liquid leakage, thermal runaway, and other safety accidents such as vehicle fires. CONTENT OF THE UTILITY MODEL

[0003] In view of the above problems, the present application provides a front wall of a vehicle body, a vehicle body structure and a vehicle, which can solve the problem that the front wall structure of the vehicle body is crushed in high-speed collisions and the battery device is excessively squeezed.

[0004] In a first aspect, the present application provides a front wall of a vehicle body, characterized in that it comprises a connecting beam and two torsion boxes, the two torsion boxes are respectively arranged on both sides of the connecting beam along the width direction of the vehicle body, the connecting beam comprises a passage portion between the two torsion boxes, a first energy-absorbing structure is arranged on the passage portion, and the first energy-absorbing structure is configured to absorb energy when the passage portion is crushed.

[0005] In the above embodiment, the first energy-absorbing structure is arranged on the passage portion between the two torsion boxes, and when the vehicle body collides, the first energy-absorbing structure on the passage portion can absorb energy when the passage portion is crushed, which to some extent prevents the vehicle from failing prematurely before complete crushing, thereby improving the safety of high-speed collisions of the vehicle to some extent.

[0006] In some embodiments, the first energy-absorbing structure comprises a plurality of first energy-absorbing ribs arranged on at least one side of the passage portion along the height direction of the vehicle body.

[0007] In the above embodiment, the first energy-absorbing rib deforms to effectively absorb and disperse energy due to the impact force, which to some extent protects the energy compartment behind the passage portion from being damaged or reduces the extent of damage.

[0008] In some embodiments, the first energy-absorbing rib comprises a first sub-energy-absorbing rib and / or a second sub-energy-absorbing rib, the first sub-energy-absorbing rib extends along the width direction of the vehicle body, and the second sub-energy-absorbing rib extends along the length direction of the vehicle body.

[0009] In the above embodiment, the first sub-energy-absorbing rib and / or the second sub-energy-absorbing rib can deform in different directions to absorb and disperse the impact force.

[0010] In some embodiments, the first energy-absorbing rib includes a first sub-energy-absorbing rib and a second sub-energy-absorbing rib, and the first sub-energy-absorbing rib and the second sub-energy-absorbing rib are cross-connected.

[0011] In the above embodiment, the cross-connection of the first sub-energy-absorbing rib and the second sub-energy-absorbing rib can reduce the pressure concentration at a single point, reduce the risk of structural failure of the channel portion to some extent, and make the collapse effect of the channel portion when impacted better.

[0012] In some embodiments, the first energy-absorbing rib includes a third sub-energy-absorbing rib, the third sub-energy-absorbing rib is arranged in a space surrounded by the connection of the first sub-energy-absorbing rib and the second sub-energy-absorbing rib, and the third sub-energy-absorbing rib connects the first sub-energy-absorbing rib and the second sub-energy-absorbing rib.

[0013] In the above embodiment, the cross-connection of the first sub-energy-absorbing rib, the second sub-energy-absorbing rib, and the third sub-energy-absorbing rib forms a plurality of cavities that can deform in multiple directions to absorb impact force, further improving the collapse effect of the channel portion when impacted.

[0014] In some embodiments, the connecting beam includes a first cross beam arranged at the top of the channel portion, and a second energy-absorbing structure is arranged on the first cross beam.

[0015] In the above embodiment, the second energy-absorbing structure is arranged on the first cross beam, so that the first cross beam can absorb and disperse impact force when impacted, to some extent improving the safety of the vehicle.

[0016] In some embodiments, the second energy-absorbing structure includes a second energy-absorbing rib arranged on at least one side of the first cross beam in the length direction of the vehicle body.

[0017] In the above embodiment, the second energy-absorbing rib deforms due to the impact force to effectively absorb and disperse energy, to some extent protecting the energy compartment behind the first cross beam from being damaged or reducing the extent of damage.

[0018] In some embodiments, the second energy-absorbing rib includes a fourth sub-energy-absorbing rib and / or a fifth sub-energy-absorbing rib, the fourth sub-energy-absorbing rib extends in the width direction of the vehicle body, and the fifth sub-energy-absorbing rib extends in the height direction of the vehicle body.

[0019] In the above embodiment, the fourth sub-energy-absorbing rib and / or the fifth sub-energy-absorbing rib can deform in different directions to absorb and disperse impact force.

[0020] In some embodiments, the second energy-absorbing rib includes a fourth sub-energy-absorbing rib and a fifth sub-energy-absorbing rib, and the fourth sub-energy-absorbing rib and the fifth sub-energy-absorbing rib are cross-connected.

[0021] In the above embodiment, the fourth sub-energy-absorbing rib and the fifth sub-energy-absorbing rib are cross-connected, which can reduce the stress concentration at a single point and make the collapse effect of the first cross beam better when the first cross beam is impacted.

[0022] In some embodiments, the connecting beam comprises a second cross beam arranged at the bottom of the channel portion, and the second cross beam is connected with the first cross beam.

[0023] In the above embodiment, the structural integrity of the front wall is increased to a certain extent.

[0024] In some embodiments, the torsion box is provided with a first reinforcing structure.

[0025] In the above embodiment, the first reinforcing structure enhances the structural strength and rigidity of the torsion box to a certain extent, and the impact force is dispersed through conduction to avoid impact at a single stress point, thereby improving the safety of the vehicle to a certain extent.

[0026] In some embodiments, the first reinforcing structure comprises a first reinforcing rib arranged on at least one side of the torsion box in the width direction of the vehicle body.

[0027] In the above embodiment, the torsion box and the first reinforcing rib jointly act to enhance the structural stability of the front part of the vehicle to a certain extent and improve the protection capability of the vehicle in a collision to a certain extent.

[0028] In some embodiments, the first reinforcing rib comprises a first sub-reinforcing rib extending in the height direction of the vehicle body and / or a second sub-reinforcing rib extending in the length direction of the vehicle body.

[0029] In the above embodiment, the first sub-reinforcing rib and / or the second sub-reinforcing rib can reduce the risk of structural failure of the torsion box to a certain extent, and enhance the structural rigidity in multiple directions and the conduction effect of the impact force to a certain extent.

[0030] In some embodiments, the first reinforcing rib comprises a first sub-reinforcing rib and a second sub-reinforcing rib, and the first sub-reinforcing rib and the second sub-reinforcing rib are cross-connected.

[0031] In the above embodiment, the first sub-reinforcing rib and the second sub-reinforcing rib are cross-connected to form a plurality of cavities, thereby enhancing the structural rigidity in multiple directions and the conduction effect of the impact force to a certain extent.

[0032] In some embodiments, the front wall comprises two side plates arranged on both sides of the connecting beam in the width direction of the vehicle body, the side plates connect the torsion box and the connecting beam, and the side plates are provided with a second reinforcing structure.

[0033] In the above embodiments, the second reinforcing structure enhances the structural strength and rigidity of the side panel to some extent, and disperses the impact force through conduction to avoid impact on a single force point, thereby improving the safety of the vehicle to some extent.

[0034] In some embodiments, the second reinforcing structure comprises a second reinforcing rib arranged on at least one side of the side panel in the vehicle body width direction.

[0035] In the above embodiments, the side panel and the second reinforcing rib jointly enhance the structural stability of the front part of the vehicle to some extent, thereby improving the protection capability of the vehicle in a collision to some extent.

[0036] In some embodiments, the second reinforcing rib comprises a third sub-reinforcing rib extending in the vehicle body height direction and / or a fourth sub-reinforcing rib extending in the vehicle body length direction.

[0037] In the above embodiments, the third sub-reinforcing rib and / or the fourth sub-reinforcing rib can reduce the risk of structural failure of the side panel to some extent, and enhance the structural rigidity in multiple directions and the conduction of impact force to some extent.

[0038] In some embodiments, the second reinforcing rib comprises a third sub-reinforcing rib and a fourth sub-reinforcing rib, and the third sub-reinforcing rib and the fourth sub-reinforcing rib are cross-connected.

[0039] In the above embodiments, the cross-connection of the third sub-reinforcing rib and the fourth sub-reinforcing rib can form multiple cavities, thereby enhancing the structural rigidity in multiple directions and the conduction of impact force to some extent.

[0040] In some embodiments, the front panel is an integrally die-cast structure.

[0041] In the above embodiments, the integrally die-casting can make the front panel have better structural strength, and help to reduce the overall weight of the vehicle, thereby improving fuel efficiency and vehicle performance to some extent.

[0042] In a second aspect, the present application provides a vehicle body structure, comprising the front panel of the vehicle body according to any one of the above embodiments.

[0043] In some embodiments, the vehicle body structure comprises a front compartment assembly located at the front part of the vehicle body structure, and an energy compartment for mounting a battery device, and the front panel is connected between the front compartment assembly and the energy compartment.

[0044] In the above embodiment, when the vehicle body is subjected to a collision, the vehicle body structure stably collapses in the direction of the collision, reducing the direct impact on the energy compartment, and to some extent, reducing the safety problem of excessive extrusion of the battery device due to crushing failure, thereby improving the safety of the vehicle in high-speed collision to some extent.

[0045] In some embodiments, the channel portion of the front wall and the energy compartment are connected by a connecting piece.

[0046] In the above embodiment, the longitudinal strength and rigidity of the vehicle body structure are increased to some extent.

[0047] In a third aspect, the application provides a vehicle, comprising the vehicle body structure of any one of the above embodiments.

[0048] In some embodiments, the vehicle body structure is located at the bottom of the vehicle to form at least part of the chassis of the vehicle.

[0049] In the above embodiment, the vehicle body structure provides support and protection for the vehicle and internal components of the vehicle to some extent.

[0050] The above description is only a summary of the technical solutions of the application. In order to make the technical means of the application more clear, the application can be implemented according to the content of the description, and in order to make the above and other purposes, characteristics and advantages of the application more obvious and easy to understand, the following specific embodiments of the application are described. BRIEF DESCRIPTION OF DRAWINGS

[0051] By reading the detailed description of the preferred embodiments below, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of illustrating the preferred embodiments and are not considered as limiting the application. Moreover, in all the drawings, the same reference numerals represent the same parts. In the drawings:

[0052] Figure 1 The structural schematic diagram of the vehicle provided by some embodiments of the application is shown in the figure;

[0053] Figure 2 The structural schematic diagram of the battery device of some embodiments of the application is shown in the figure;

[0054] Figure 3 The structural schematic diagram of the front wall of some embodiments of the application is shown in the figure;

[0055] Figure 4 Another structural schematic diagram of the front wall of some embodiments of the application is shown in the figure;

[0056] Figure 5 Another structural schematic diagram of the front wall of some embodiments of the application is shown in the figure;

[0057] Figure 6 Another structural schematic view of a front bulkhead for some embodiments of the present application;

[0058] Figure 7 A rear elevation view of a front bulkhead for some embodiments of the present application;

[0059] Figure 8 A structural schematic view of a vehicle body structure for some embodiments of the present application.

[0060] Reference signs in the detailed description are as follows:

[0061] Vehicle 1000;

[0062] Battery device 100, controller 200, motor 300;

[0063] Battery cell 10;

[0064] Box 20, first portion 21, second portion 22;

[0065] Vehicle body structure 500;

[0066] Front bulkhead 50;

[0067] Passage portion 51, first energy-absorbing structure 512, first energy-absorbing rib 5121, first sub-energy-absorbing rib 5121a, second sub-energy-absorbing rib 5121b, third sub-energy-absorbing rib 5121c;

[0068] Connecting beam 53, first cross beam 532, second energy-absorbing structure 5321, second energy-absorbing rib 53212, fourth sub-energy-absorbing rib 53212a, fifth sub-energy-absorbing rib 53212b, second cross beam 534, noise reduction and shock absorption rib 5341;

[0069] Torsion box 55, first reinforcing structure 552, first reinforcing rib 5521, first sub-reinforcing rib 5521a, second sub-reinforcing rib 5521b;

[0070] Side plate 57, second reinforcing structure 572, second reinforcing rib 5721, third sub-reinforcing rib 5721a, fourth sub-reinforcing rib 5721b;

[0071] Front compartment assembly 60, front longitudinal beam 61, front shock tower 63, front cross beam 65;

[0072] Connecting piece 70;

[0073] Energy compartment 80. DETAILED DESCRIPTION

[0074] The embodiments of the technical solutions of the present application will be described in detail below in conjunction with the drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present application, and therefore only serve as examples, and cannot limit the protection scope of the present application.

[0075] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of this application; the use of the terms "including," "comprising," "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items.

[0076] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited.

[0077] Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearance of the phrase in various places in the specification is not necessarily all referring to the same embodiment, or to a particular embodiment, or to a particular set of embodiments. It will be explicitly understood by those of ordinary skill in the art that the embodiments described herein can be combined with other embodiments.

[0078] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are a "or" relationship.

[0079] In the description of the embodiments of the present application, the term "a plurality of" refers to two or more (including two), and similarly, "a plurality of groups" refers to two or more groups (including two groups), and "a plurality of pieces" refers to two or more pieces (including two pieces).

[0080] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the embodiments of the present application.

[0081] In the description of the embodiments of the present application, unless otherwise explicitly specified and limited, the technical terms "mount", "connect", "connect", "fix" and other terms should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it 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 the embodiments of the present application can be understood according to the specific circumstances.

[0082] At present, observing market trends, the use of battery monomers is increasingly expanding. In addition to playing a key role in energy storage systems such as hydropower, thermal power, wind power and solar power stations, battery monomers are also widely used in various electric vehicles such as electric bicycles, electric motorcycles, electric vehicles and other electric vehicles. In addition, they have been widely used in military equipment, aerospace and other high-tech fields. With the continuous expansion of the application field of battery monomers, the market demand for them is also growing.

[0083] The core component of an electric vehicle is a battery device, which is usually located in the energy compartment at the bottom of the vehicle. The electric vehicle also includes a front apron of the vehicle body, which is located between the front compartment and the energy compartment of the vehicle. When the front of the vehicle is hit, the front apron of the vehicle body will be crushed under impact, that is, the front apron will be broken when the pressure it receives exceeds its bearing capacity, so that the energy compartment behind the front apron will be squeezed, causing the battery device in the energy compartment to be damaged.

[0084] In the related art, the current front apron structure of the vehicle body cannot provide good longitudinal crushing performance in high-speed collisions, and is prone to excessive squeezing of the battery device due to crushing failure, resulting in failure of the battery cell, leakage, thermal runaway, etc., causing the vehicle to catch fire and other safety accidents.

[0085] Based on the above considerations, in order to solve the problem of excessive squeezing of the battery device due to crushing failure of the front apron structure of the vehicle body in high-speed collisions to some extent, the present application provides a front apron of a vehicle body, which comprises a connecting beam and two torsion boxes, the two torsion boxes are respectively arranged on both sides of the connecting beam along the width direction of the vehicle body, the connecting beam comprises a passage portion between the two torsion boxes, and a first energy absorption structure is arranged on the passage portion, and the first energy absorption structure is configured to absorb energy when the passage portion is crushed.

[0086] In the technical scheme of the embodiments of the present application, the first energy absorption structure is arranged on the passage portion between the two torsion boxes, and when the vehicle body collides, the first energy absorption structure on the passage portion can absorb energy when the passage portion is crushed, to some extent, so that the vehicle will not fail prematurely before complete crushing, thereby improving the safety of the vehicle in high-speed collisions to some extent.

[0087] In the present application, the battery cell can include a lithium-ion secondary battery, a lithium-ion primary battery, a lithium-sulfur battery, a sodium lithium-ion battery, a sodium-ion battery, or a magnesium-ion battery, etc., and the embodiments of the present application are not limited thereto. The battery cell can be in the shape of a cylinder, a flat body, a cuboid, or other shapes, etc., and the embodiments of the present application are not limited thereto. The battery cell is generally classified into three types according to the packaging method: a cylindrical battery cell, a square battery cell, and a soft-pack battery cell, and the embodiments of the present application are not limited thereto.

[0088] The battery device mentioned in the embodiments of the present application can include one or more battery cell assemblies for providing voltage and capacity. The battery cell assembly can include a plurality of battery cells connected in series, in parallel, or in a mixed connection through a busbar component.

[0089] In some embodiments, the battery cell assembly is generally formed by arranging a plurality of battery cells.

[0090] As an example, the battery cell assembly can be a battery module formed by arranging and fixing a plurality of battery cells into one independent module. As an example, the battery module can be formed by bundling a plurality of battery cells with a cable tie.

[0091] In some embodiments, the battery device can be a battery pack including a box and one or more battery cell assemblies accommodated in the box.

[0092] As an example, the battery cell assembly can be a battery module, and the battery cell assembly can be accommodated in the box by fixing the battery module in the box.

[0093] As an example, the battery cell assembly can also be accommodated in the box by directly fixing a plurality of battery cells in the box.

[0094] As an example, the box can include a first part and a second part. The first part and the second part are fastened so that the inside of the box forms a closed accommodation space to accommodate the battery cell assembly. Here, closed means covered or closed, which can be sealed or unsealed. The first part can be an upper cover, and the second part can be a lower box.

[0095] As an example, the box can include an upper cover, a frame, and a bottom plate. The upper cover and the bottom plate are connected to the frame, respectively, so that the inside of the box forms a closed accommodation space to accommodate the battery cell assembly.

[0096] In some embodiments, the box can be part of the chassis structure of the vehicle. For example, part of the box can be at least part of the floor of the vehicle, or part of the box can be at least part of the cross beam and the longitudinal beam of the vehicle.

[0097] The following embodiments are described by taking a vehicle 1000 as an example.

[0098] Please refer to Figure 1 , Figure 1 A structural schematic diagram of the vehicle 1000 provided by some embodiments of the present application is shown. The vehicle 1000 can be a fuel automobile, a gas automobile, or a new energy automobile, and the new energy automobile can be a pure electric automobile, a hybrid automobile, or a range extended automobile, etc. The vehicle 1000 is provided with a battery device 100, which can be arranged at the bottom, the head, or the tail of the vehicle 1000. The battery device 100 can be used for power supply of the vehicle 1000, for example, the battery device 100 can be used as an operating power source of the vehicle 1000. The vehicle 1000 can further include a controller 200 and a motor 300, and the controller 200 is used to control the battery device 100 to supply power to the motor 300, for example, to meet the power demand of the vehicle 1000 during starting, navigation, and driving.

[0099] In some embodiments of the present application, the battery device 100 can not only be used as an operating power source of the vehicle 1000, but also be used as a driving power source of the vehicle 1000, to replace or partially replace fuel or natural gas to provide driving power for the vehicle 1000.

[0100] Please refer to Figure 2 , Figure 2 An exploded structural schematic diagram of the battery device 100 of some embodiments of the present application is shown. The battery device 100 includes a box 20 and a battery cell 10, and the battery cell 10 is contained in the box 20. The box 20 is used to provide a containing space for the battery cell 10, and the box 20 can adopt various structures. In some embodiments, the box 20 can include a first part 21 and a second part 22, and the first part 21 and the second part 22 are mutually covered. The first part 21 and the second part 22 jointly define a containing space for containing the battery cell 10. The second part 22 can be a hollow structure with one end open, and the first part 21 can be a plate structure, which is covered on the open side of the second part 22 to jointly define the containing space with the second part 22. The first part 21 and the second part 22 can also be hollow structures with one side open, and the open side of the first part 21 is covered on the open side of the second part 22. Of course, the box 20 formed by the first part 21 and the second part 22 can have various shapes, such as a cylinder, a cuboid, etc.

[0101] In the battery device 100, the battery cells 10 can be multiple, and the multiple battery cells 10 can be connected in series or in parallel or in a mixed manner. The mixed manner means that the multiple battery cells 10 are connected in series and in parallel. The multiple battery cells 10 can be directly connected in series or in parallel or in a mixed manner, and the whole of the multiple battery cells 10 is accommodated in the case 20. Of course, the battery device 100 can also be that the multiple battery cells 10 are connected in series or in parallel or in a mixed manner to form a battery module, and the multiple battery modules are connected in series or in parallel or in a mixed manner to form a whole, and the whole is accommodated in the case 20. The battery device 100 can also include other structures, for example, the battery device 100 can also include a current collecting component for realizing the electrical connection between the multiple battery cells 10.

[0102] In a first aspect, referring to Figures 3 to 8 , the embodiment of the present application provides a front wall 50 of a vehicle body, the front wall 50 comprising a connecting beam 53 and two torsion boxes 55, the two torsion boxes 55 being respectively arranged on both sides of the connecting beam 53 along a width direction of the vehicle body, the connecting beam 53 comprising a passage portion 51 between the two torsion boxes 55, the passage portion 51 being provided with a first energy-absorbing structure 512, the first energy-absorbing structure 512 being configured to be able to absorb energy when the passage portion 51 collapses.

[0103] Specifically, referring to Figure 8 , the vehicle body structure 500 comprises a front compartment assembly 60 and an energy compartment 80, the front wall 50 is located between the front compartment assembly 60 and the energy compartment 80, and the energy compartment 80 is used to accommodate the battery device 100. The length direction of the vehicle body is the direction in which the vehicle 1000 extends in the driving direction, that is, from the front to the rear, and the width direction of the vehicle body is perpendicular to the length direction of the vehicle body and extends along the left and right sides of the vehicle 1000. In Figure 3 , the length direction of the vehicle body is the front-rear direction, and the width direction of the vehicle body is the left-right direction.

[0104] In the related art, when the vehicle collides, if the impact force received by the front wall exceeds its bearing capacity, the front wall will collapse, that is, the front wall will plastically deform or even break due to the pressure, so that the battery device in the energy compartment is excessively pressed, causing the battery cells in the battery device to fail or leak, heat runaway, or other dangers.

[0105] The front wall 50 comprises a connecting beam 53 and two torsion boxes 55, the connecting beam 53 extends along the width direction of the vehicle body and is used for transverse support. The two torsion boxes 55 are respectively arranged on the left and right sides of the connecting beam 53 and are box-shaped structures for bearing torsional loading. The passage portion 51 is located between the two torsion boxes 55, and the passage portion 51 extends along the length direction, the height direction and the width direction of the vehicle body. Referring to Figure 8The channel part 51 is connected with the energy cabin 80 through the connecting piece 70, so as to increase the longitudinal strength and rigidity of the vehicle body, help to disperse and absorb the impact and vibration from the road, and improve the handling stability and ride comfort of the vehicle 1000.

[0106] In the embodiments of the present application, please refer to Figure 3 and Figure 4 The first energy-absorbing structure 512 is arranged on the channel part 51. When the vehicle 1000 collides, the first energy-absorbing structure 512 can enhance the collapse effect of the channel part 51, that is, the first energy-absorbing structure 512 can absorb and disperse the huge energy generated by the impact through controlled deformation including but not limited to folding, flattening or bending, so as to provide additional protection for the battery device 100 in the energy cabin 80 before the vehicle 1000 is completely crushed, and improve the safety of the vehicle 1000 in high-speed collision to a certain extent.

[0107] Optionally, the first energy-absorbing structure 512 is an integral molding structure with the channel part 51.

[0108] Therefore, the first energy-absorbing structure 512 is arranged on the channel part 51 between the two torsion boxes 55. When the vehicle body collides, the first energy-absorbing structure 512 on the channel part 51 can absorb energy when the channel part 51 collapses, so that the vehicle 1000 does not fail prematurely before being completely crushed, thereby improving the safety of the vehicle 1000 in high-speed collision to a certain extent.

[0109] According to some embodiments of the present application, optionally, the first energy-absorbing structure 512 includes a plurality of first energy-absorbing ribs 5121 arranged on at least one side of the channel part 51 along the height direction of the vehicle body.

[0110] Specifically, the height direction of the vehicle body refers to the direction perpendicular to the length and width of the vehicle body. Please refer to Figure 3 The height direction of the vehicle body is the up-down direction. The first energy-absorbing structure 512 includes a single or multiple first energy-absorbing ribs 5121 for absorbing and dispersing the energy of the impact. When the channel part 51 is impacted by external force, the first energy-absorbing ribs 5121 are deformed, and the first energy-absorbing ribs 5121 can consume energy in the process of plastic deformation, thereby effectively absorbing and dispersing energy.

[0111] In the embodiments of the present application, please refer to Figure 3 and Figure 4 The channel part 51 is arranged with a plurality of first energy-absorbing ribs 5121 on both sides (upper and lower sides) along the height direction of the vehicle body. In one embodiment, the channel part 51 is arranged with a plurality of first energy-absorbing ribs 5121 on one side (such as the upper side) along the height direction of the vehicle body. In one embodiment, the channel part 51 is arranged with a plurality of first energy-absorbing ribs 5121 on the other side (such as the lower side) along the height direction of the vehicle body.

[0112] The number and interval distance of the first energy-absorbing ribs 5121 can be specifically limited according to safety performance and processing precision, and the present application does not make specific limitation thereon.

[0113] The thickness of the first energy-absorbing rib 5121 is related to the energy-absorbing effect of the first energy-absorbing structure 512, and the present application does not make specific limitation thereon. It can be understood that due to the precision of the processing process, the thickness of a single first energy-absorbing rib 5121 increases in turn from the direction away from the channel part 51. In an embodiment, the thickness of the end of the first energy-absorbing rib 5121 close to the channel part 51 can be 3 mm (millimeter), and the thickness of the end away from the channel part 51 is 2.5 mm.

[0114] Therefore, when the vehicle body collides, the first energy-absorbing rib 5121 deforms due to the impact force, and the deformation can consume energy, thereby effectively absorbing and dispersing energy, to a certain extent, protecting the energy cabin 80 behind the channel part 51 from being damaged or reducing the damage degree.

[0115] According to some embodiments of the present application, optionally, the first energy-absorbing rib 5121 includes a first sub-energy-absorbing rib 5121a and / or a second sub-energy-absorbing rib 5121b, the first sub-energy-absorbing rib 5121a extends along the vehicle body width direction, and the second sub-energy-absorbing rib 5121b extends along the vehicle body length direction.

[0116] Specifically, please combine Figure 3 , the vehicle body width direction is the left-right direction, and the vehicle body length direction is the front-rear direction. The first sub-energy-absorbing rib 5121a extends along the left-right direction, and the second sub-energy-absorbing rib 5121b extends along the front-rear direction. When the vehicle 1000 is impacted, the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b can absorb and disperse the impact force by deforming in multiple directions.

[0117] In an embodiment, the first energy-absorbing rib 5121 includes a first sub-energy-absorbing rib 5121a, and when the vehicle 1000 is impacted, the first sub-energy-absorbing rib 5121a will be bent or stretched due to extrusion.

[0118] In an embodiment, the first energy-absorbing rib 5121 includes a second sub-energy-absorbing rib 5121b, and when the vehicle 1000 is impacted, the second sub-energy-absorbing rib 5121b will be bent or stretched due to extrusion.

[0119] In one embodiment, the first energy-absorbing rib 5121 includes a first sub-energy-absorbing rib 5121a and a second sub-energy-absorbing rib 5121b. When the vehicle 1000 is impacted, the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b will deform in different directions according to the direction and intensity of the impact. In the initial stage of impact, the energy-absorbing rib close to the impact point will deform first. As the impact force propagates, the energy-absorbing rib away from the impact point will also gradually deform, forming a continuous energy-absorbing area.

[0120] Thus, when the vehicle 1000 is impacted, the impact force can be absorbed and dispersed by the deformation of the first sub-energy-absorbing rib 5121a and / or the second sub-energy-absorbing rib 5121b in different directions.

[0121] According to some embodiments of the present application, optionally, the first energy-absorbing rib 5121 includes a first sub-energy-absorbing rib 5121a and a second sub-energy-absorbing rib 5121b, and the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b are cross-connected.

[0122] Specifically, please refer to Figure 3 The cross-connection of the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b can reduce the pressure concentration at a single point and reduce the risk of structural failure to some extent. The cross-connection of the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b can form a plurality of cavities, and the plurality of cavities can absorb impact energy in multiple directions. The design of the cavities allows the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b to deform in a specific order and manner when impacted, thereby controlling the energy absorption process and making the collapse effect better.

[0123] The shape of the cavities formed by the cross-connection of the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b can be specifically limited according to actual conditions, which is not limited in the present application. In one embodiment, the shape of the cavities can be rectangular.

[0124] Thus, the cross-connection of the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b can reduce the pressure concentration at a single point and reduce the risk of structural failure of the passage portion 51 to some extent, and the plurality of cavities formed by the cross-connection can absorb impact force in multiple directions, thereby making the collapse effect of the passage portion 51 when impacted better to some extent.

[0125] According to some embodiments of the present application, optionally, the first energy-absorbing rib 5121 includes a third sub-energy-absorbing rib 5121c, the third sub-energy-absorbing rib 5121c is arranged in a space surrounded by the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b, and the third sub-energy-absorbing rib 5121c connects the first sub-energy-absorbing rib 5121a and the second sub-energy-absorbing rib 5121b.

[0126] Specifically, please refer to Figure 5 and Figure 6 , the space formed by the connection of the first sub energy-absorbing rib 5121a and the second sub energy-absorbing rib 5121b is provided with the third sub energy-absorbing rib 5121c, a plurality of third sub energy-absorbing ribs 5121c in one space are cross-connected and connected with the first sub energy-absorbing rib 5121a and the second sub energy-absorbing rib 5121b, so that the first sub energy-absorbing rib 5121a, the second sub energy-absorbing rib 5121b and the third sub energy-absorbing rib 5121c are connected to form a plurality of triangular cavities, and the plurality of triangular cavities can deform in multiple directions to absorb impact energy. When the vehicle 1000 is impacted, the plurality of triangular cavities can disperse the impact force in multiple directions, reduce the pressure concentration of a single point, and thus reduce the risk of structural failure.

[0127] It can be understood that the mutual connection of the first sub energy-absorbing rib 5121a, the second sub energy-absorbing rib 5121b and the third sub energy-absorbing rib 5121c can form other structures that are easy to deform to absorb and disperse impact force. In other embodiments, the mutual connection of the first sub energy-absorbing rib 5121a, the second sub energy-absorbing rib 5121b and the third sub energy-absorbing rib 5121c can form a parallelogram shape.

[0128] Therefore, the plurality of cavities formed by the cross-connection of the first sub energy-absorbing rib 5121a, the second sub energy-absorbing rib 5121b and the third sub energy-absorbing rib 5121c can deform in multiple directions to absorb impact force, further improving the collapse effect when the vehicle 1000 is impacted.

[0129] According to some embodiments of the present application, optionally, the connecting beam 53 comprises a first cross beam 532, and the first cross beam 532 is arranged on the top of the channel part 51, and the first cross beam 532 is provided with a second energy-absorbing structure 5321.

[0130] Specifically, please refer to Figure 3 , the first cross beam 532 is arranged on the top of the channel part 51 and connected with the channel part 51, and the first cross beam 532 extends along the width direction of the vehicle body to provide additional structural strength and rigidity for the front wall 50. The first cross beam 532 is provided with a second energy-absorbing structure 5321 for absorbing energy when the vehicle 1000 is in a collision. When the vehicle 1000 is impacted from the front direction, the first cross beam 532 is first impacted, so the second energy-absorbing structure 5321 with stronger energy-absorbing effect is needed. When the collision occurs, the second energy-absorbing structure 5321 absorbs and disperses the impact force through controlled deformation including but not limited to folding, flattening or bending, so that the first cross beam 532 does not fail prematurely before complete crushing.

[0131] Optionally, the second energy-absorbing structure 5321 and the first cross beam 532 are an integral structure.

[0132] Thus, the second energy-absorbing structure 5321 is arranged on the first cross beam 532, so that the first cross beam 532 can absorb and disperse the impact force when impacted, thereby improving the safety of the vehicle 1000 to a certain extent.

[0133] According to some embodiments of the present application, optionally, the second energy-absorbing structure 5321 includes a second energy-absorbing rib 53212 arranged on at least one side of the first cross beam 532 in the vehicle body length direction.

[0134] Specifically, please refer to Figure 3 and Figure 7 The vehicle body length direction is the front-rear direction. The second energy-absorbing structure 5321 includes a single or multiple second energy-absorbing ribs 53212 for absorbing and dispersing the impact energy. When the first cross beam 532 is impacted by an external force, the second energy-absorbing rib 53212 deforms, and the second energy-absorbing rib 53212 can consume energy during plastic deformation, thereby effectively absorbing and dispersing energy.

[0135] In the embodiments of the present application, multiple second energy-absorbing ribs 53212 are arranged on both sides (such as the front side and the rear side) of the first cross beam 532 in the vehicle body length direction. In one embodiment, multiple second energy-absorbing ribs 53212 are arranged on the front side of the first cross beam 532. In one embodiment, multiple second energy-absorbing ribs 53212 are arranged on the rear side of the first cross beam 532.

[0136] The number of second energy-absorbing ribs 53212 can be specifically limited according to safety performance and processing precision, which is not limited in the present application.

[0137] The thickness of the second energy-absorbing rib 53212 is related to the energy-absorbing effect of the second energy-absorbing structure 5321, and the thickness of the first energy-absorbing rib 5121 is not limited in the present application. Optionally, since the first cross beam 532 is impacted earlier than the channel portion 51 when the vehicle is in a collision, the average thickness of the second energy-absorbing rib 53212 is greater than the thickness of the first energy-absorbing rib 5121. It can be understood that due to the precision of the processing process, the thickness of a single second energy-absorbing rib 53212 increases in turn from the direction away from the first cross beam 532. In one embodiment, the thickness of the first energy-absorbing rib 5121 at the end close to the first cross beam 532 can be 3.5 mm (millimeters), and the thickness at the end away from the first cross beam 532 is 4 mm.

[0138] Thus, when the vehicle body is in a collision, the second energy-absorbing rib 53212 deforms due to the impact force, and the deformation can consume energy, thereby effectively absorbing and dispersing energy, and improving the safety performance of the vehicle 1000 to a certain extent.

[0139] According to some embodiments of the present application, the second energy-absorbing rib 53212 optionally includes a fourth sub-energy-absorbing rib 53212a extending in the vehicle body width direction and / or a fifth sub-energy-absorbing rib 53212b extending in the vehicle body height direction.

[0140] In particular, please refer to Figure 3 and Figure 7 The vehicle body width direction is the left-right direction, and the vehicle body height direction is the up-down direction. The fourth sub-energy-absorbing rib 53212a extends in the left-right direction, and the fifth sub-energy-absorbing rib 53212b extends in the up-down direction. When the vehicle 1000 is impacted, the fourth sub-energy-absorbing rib 53212a and the fifth sub-energy-absorbing rib 53212b can absorb and disperse the impact force by deforming in multiple directions.

[0141] In one embodiment, the second energy-absorbing rib 53212 includes the fourth sub-energy-absorbing rib 53212a, which will bend or stretch due to compression when the vehicle 1000 is impacted.

[0142] In one embodiment, the second energy-absorbing rib 53212 includes the fifth sub-energy-absorbing rib 53212b, which will bend or stretch due to compression when the vehicle 1000 is impacted.

[0143] In one embodiment, the second energy-absorbing rib 53212 includes the fourth sub-energy-absorbing rib 53212a and the fifth sub-energy-absorbing rib 53212b, which will bend or stretch differently according to the direction and intensity of the impact when the vehicle 1000 is impacted. In the initial stage of the impact, the energy-absorbing rib close to the impact point will deform first. As the impact force propagates, the energy-absorbing rib away from the impact point will also gradually deform, forming a continuous energy-absorbing area.

[0144] Thus, when the vehicle 1000 is impacted, the first sub-energy-absorbing rib 5121a and / or the second sub-energy-absorbing rib 5121b can absorb and disperse the impact force by deforming in different directions.

[0145] According to some embodiments of the present application, the second energy-absorbing rib 53212 optionally includes the fourth sub-energy-absorbing rib 53212a and / or the fifth sub-energy-absorbing rib 53212b, which are cross-connected.

[0146] In particular, please refer to Figure 3 and Figure 7The fourth sub energy-absorbing rib 53212a and the fifth sub energy-absorbing rib 53212b are cross-connected, which can reduce the pressure concentration of a single point and reduce the risk of structural failure to a certain extent. The cross-connection of the fourth sub energy-absorbing rib 53212a and the fifth sub energy-absorbing rib 53212b can form a plurality of cavities, and the plurality of cavities can absorb collision energy in multiple directions. The design of the cavities allows the fourth sub energy-absorbing rib 53212a and the fifth sub energy-absorbing rib 53212b to deform in a specific order and manner when impacted, thereby controlling the energy absorption process and making the collapse effect better.

[0147] The shape of the cavity formed by the cross-connection of the fourth sub energy-absorbing rib 53212a and the fifth sub energy-absorbing rib 53212b can be specifically limited according to actual conditions, which is not limited in the present application. In an embodiment, the cavity shape can be rectangular, square or other regular or irregular shape.

[0148] Therefore, the cross-connection of the fourth sub energy-absorbing rib 53212a and the fifth sub energy-absorbing rib 53212b can reduce the pressure concentration of a single point and reduce the risk of structural failure of the first cross beam 532 to a certain extent, and the plurality of cavities formed by the cross-connection can absorb impact force in multiple directions, thereby making the collapse effect of the first cross beam 532 when impacted better to a certain extent.

[0149] According to some embodiments of the present application, the connecting beam 53 includes a second cross beam 534, which is arranged at the bottom of the channel portion 51 and connected with the first cross beam 532.

[0150] Specifically, please refer to Figure 3 The second cross beam 534 is arranged at the bottom of the channel portion 51 and connected with the channel portion 51, extends along the vehicle width direction, and is connected with the first cross beam 532, which increases the structural integrity of the front apron 50 to a certain extent. The second cross beam 534 is connected with the operating area under the driver's feet in the driver's cabin, and optionally, in Figure 3 and Figure 6 A plurality of noise reduction and shock absorption ribs 5341 can be arranged on the second cross beam 534, which are used to strengthen the NVH (Noise, Vibration, Harshness, i.e. noise, vibration and sound roughness) performance, reduce noise generation to a certain extent, and solve the problem of too soft stepping.

[0151] Optionally, the first cross beam 532, the second cross beam 534 and the channel portion 51 are integrally formed.

[0152] Therefore, the structural integrity of the front apron 50 is increased to a certain extent.

[0153] According to some embodiments of the present application, the torsion box 55 is optionally provided with a first reinforcing structure 552.

[0154] Specifically, please refer to Figure 3 and Figure 4 The front wall 50 includes two torsion boxes 55, and the left and right sides of the front wall 50 are respectively provided with a torsion box 55. The torsion box 55 is connected with a pillar beside the front door of the vehicle 1000 and a lower rocker beam of the front door. The torsion box 55 is provided with a first reinforcing structure 552 for enhancing the structural strength and rigidity of the torsion box 55. When the vehicle 1000 is impacted, the first reinforcing structure 552 on the torsion box 55 is not easily deformed, supporting the torsion box 55, and most of the impact force received by the torsion box 55 can be transmitted to the pillar beside the front door, and a small part of the impact force can be transmitted to the lower rocker beam of the front door. The impact force transmitted to the pillar beside the front door can be transmitted to the upper part of the door connected with the pillar and the side panel 57 connected with the pillar, and then transmitted to the rest of the vehicle 1000 through other connecting structures. By dispersing the impact energy, the impact on a single stress point can be avoided, so that the torsion box 55 has a better collapse effect and is not easily completely disabled before crushing.

[0155] At the same time, since the vehicle often travels under various harsh road and weather conditions, the torsion box 55 needs to be able to withstand continuous vibration and stress. By adding the first reinforcing structure 552, the risk of damage due to long-term use can be reduced, and the durability of the use of the torsion box 55 can be improved to some extent.

[0156] Optionally, the first reinforcing structure 552 and the torsion box 55 are integrally formed.

[0157] Therefore, when the vehicle 1000 is impacted, the first reinforcing structure 552 on the torsion box 55 is not easily deformed, enhancing the structural strength and rigidity of the torsion box 55 to some extent, and the impact force received can be transmitted to the pillar beside the front door and the lower rocker beam. By dispersing the impact energy, the impact on a single stress point can be avoided, so that the torsion box 55 has a better collapse effect, and the safety of the vehicle 1000 is improved to some extent.

[0158] According to some embodiments of the present application, the first reinforcing structure 552 optionally includes a first reinforcing rib 5521 provided on at least one side of the torsion box 55 in the width direction of the vehicle body.

[0159] Specifically, please refer to Figure 3 and Figure 4The vehicle body width direction is the left-right direction. The first reinforcing structure 552 includes a single or multiple first reinforcing ribs 5521 for reinforcing the structural stability and rigidity of the torsion box 55. When the torsion box 55 is impacted by external force, the first reinforcing ribs 5521 are not easily deformed, thereby to a certain extent playing a supporting role for the torsion box 55, so that the torsion box 55 is not easily failed before crushing.

[0160] In the embodiments of the present application, please combine Figure 3 and Figure 4 The torsion box 55 is provided with multiple first reinforcing ribs 5521, which can increase the structural stability of the torsion box 55, and help to maintain the overall shape of the torsion box 55 in a collision and reduce deformation.

[0161] The number and interval distance of the first reinforcing ribs 5521 can be specifically limited according to safety performance and processing accuracy, which is not specifically limited in the present application.

[0162] The thickness of the first reinforcing rib 5521 is related to the reinforcing support effect of the first reinforcing structure 552, and the thickness of the first reinforcing rib 5521 is not specifically limited in the present application. Optionally, the average thickness of the reinforcing rib is greater than the average thickness of the energy-absorbing rib. It can be understood that due to the accuracy of the processing process, the thickness of a single first reinforcing rib 5521 increases in turn from the direction away from the torsion box 55. In an embodiment, the thickness of the first reinforcing rib 5521 at the end close to the torsion box 55 can be 3.5 mm, and the thickness of the end away from the torsion box 55 can be 4 mm.

[0163] Therefore, the torsion box 55 and the first reinforcing rib 5521 jointly act, to a certain extent, to enhance the structural stability of the front part of the vehicle 1000, and to a certain extent, to improve the protection capability of the vehicle 1000 in a collision.

[0164] According to some embodiments of the present application, optionally, the first reinforcing rib 5521 includes a first sub-reinforcing rib 5521a and / or a second sub-reinforcing rib 5521b, the first sub-reinforcing rib 5521a extends along the vehicle body height direction, and the second sub-reinforcing rib 5521b extends along the vehicle body length direction.

[0165] Specifically, please combine Figure 3 The vehicle body height direction is the up-down direction, and the vehicle body length direction is the front-rear direction. The first sub-reinforcing rib 5521a extends along the left-right direction, and the second sub-reinforcing rib 5521b extends along the front-rear direction, to a certain extent, to increase the structural stability of the torsion box 55.

[0166] In one embodiment, the first reinforcing rib 5521 includes a first sub-reinforcing rib 5521a, which can improve the rigidity of the torsion box 55 in the height direction to some extent. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the first sub-reinforcing rib 5521a to the rest of the torsion box 55, and then to the rest of the vehicle 1000.

[0167] In one embodiment, the first reinforcing rib 5521 includes a second sub-reinforcing rib 5521b, which can improve the rigidity of the torsion box 55 in the length direction to some extent. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the second sub-reinforcing rib 5521b to the rest of the torsion box 55, and then to the rest of the vehicle 1000.

[0168] In one embodiment, the first reinforcing rib 5521 includes a first sub-reinforcing rib 5521a and a second sub-reinforcing rib 5521b, which improve the overall rigidity of the torsion box 55 to some extent. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b to the rest of the torsion box 55, and then to the rest of the vehicle 1000.

[0169] In this way, the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can reduce the risk of structural failure of the torsion box 55 to some extent, while enhancing the structural rigidity in multiple directions and the conduction of impact force to some extent.

[0170] According to some embodiments of the present application, optionally, the first reinforcing rib 5521 includes a first sub-reinforcing rib 5521a and a second sub-reinforcing rib 5521b, and the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b are cross-connected.

[0171] Specifically, please refer to Figure 3 The cross-connection of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can reduce the pressure concentration at a single point and reduce the risk of structural failure to some extent. The cross-connection of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can form multiple cavities, thereby enhancing the structural rigidity in multiple directions and being less likely to deform, and enhancing the conduction of impact force to some extent, so that the huge impact force generated by the collision can be dispersed.

[0172] The cavity shape formed by the intersection of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can be specifically limited according to actual conditions, and the present application does not make specific limitations thereon. In an embodiment, the cavity shape can be a rectangle, a square, or other regular or irregular shape.

[0173] In this way, the intersection of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can reduce the pressure concentration at a single point and reduce the risk of structural failure to some extent, while the intersection of the first sub-reinforcing rib 5521a and the second sub-reinforcing rib 5521b can form a plurality of cavities, thereby enhancing the structural rigidity in multiple directions and the conduction of impact forces to some extent.

[0174] According to some embodiments of the present application, the front wall 50 optionally includes two side plates 57 respectively arranged on both sides of the connecting beam 53 in the vehicle body width direction, and the side plates 57 are connected to the torsion box 55 and the connecting beam 53, and the second reinforcing structure 572 is arranged on the side plates 57.

[0175] Specifically, please refer to Figure 3 The vehicle body width direction is the left-right direction. The front wall 50 includes two side plates 57 respectively arranged on the left and right sides of the front wall 50, and the side plates 57 are located below the pillars (such as the A-pillar) beside the front door of the vehicle 1000 and connected to the pillars, and the side plates 57 are also connected to the front door and the lower rocker beam of the front door.

[0176] In the embodiments of the present application, the side plates 57 are provided with the second reinforcing structure 572 on the side away from the channel portion 51 in the vehicle body width direction. In an embodiment, the side plates 57 are provided with the second reinforcing structure 572 on the side facing the channel portion 51 in the vehicle body width direction. In an embodiment, the side plates 57 are provided with the second reinforcing structure 572 on both the side away from the channel portion 51 and the side facing the channel portion 51 in the vehicle body width direction.

[0177] The second reinforcing structure 572 is used to enhance the structural strength and rigidity of the side plates 57. When the vehicle 1000 is impacted, the second reinforcing structure 572 on the side plates 57 is not easy to deform, and supports the side plates 57 and the pillars connected to the side plates 57, and a part of the impact force received by the side plates 57 can be conducted to the front door, a part of the impact force can be conducted to the lower rocker beam of the front door, and another part of the impact force can be conducted to the pillars beside the front door. The impact force conducted to the pillars beside the front door can be conducted to the rest of the vehicle 1000 through other connecting structures. By dispersing the impact energy, the impact at a single force point can be avoided, so that the side plates 57 have a good collapse effect and are not easy to completely fail before collapsing.

[0178] Optionally, the second reinforcing structure 572 and the side plate 57 are an integral molded structure.

[0179] Thus, when the vehicle 1000 is impacted, the second reinforcing structure 572 on the side panel 57 is less likely to deform, thereby enhancing the structural strength and rigidity of the side panel 57 to some extent, and the impact force can be transmitted to the pillar beside the front door, the front door, and the rocker beam, thereby avoiding impact on a single force point by dispersing the impact energy, so that the side panel 57 has a better collapse effect, and the safety of the vehicle 1000 is improved to some extent.

[0180] According to some embodiments of the present application, optionally, the second reinforcing structure 572 includes a second reinforcing rib 5721 arranged on at least one side of the side panel 57 in the vehicle body width direction.

[0181] Specifically, please refer to Figure 3 and Figure 4 , the vehicle body width direction is the left-right direction. The second reinforcing structure 572 includes a single or multiple second reinforcing ribs 5721 for enhancing the structural stability and rigidity of the side panel 57 and the supporting effect on the pillar connected to the side panel 57. When the side panel 57 is impacted by external force, the second reinforcing rib 5721 is less likely to deform, thereby supporting the side panel 57 and the pillar to some extent, so that the side panel 57 is less likely to fail before being crushed. In the embodiments of the present application, please refer to Figure 3 and Figure 4 , the torsion box 55 is provided with multiple second reinforcing ribs 5721, which can increase the structural stability of the side panel 57, help maintain the overall shape of the side panel 57 in a collision, and reduce deformation.

[0182] The number and interval distance of the second reinforcing ribs 5721 can be specifically limited according to safety performance and processing precision, which is not limited in the present application.

[0183] The thickness of the second reinforcing rib 5721 is related to the reinforcing and supporting effect of the second reinforcing structure 572, and the present application does not limit the thickness of the second reinforcing rib 5721. It can be understood that due to the precision of the processing process, the thickness of a single second reinforcing rib 5721 increases in turn from the direction away from the side panel 57. In an embodiment, the thickness of one end of the second reinforcing rib 5721 close to the side panel 57 can be 3.5 mm, and the thickness of the end away from the side panel 57 can be 4 mm.

[0184] Thus, the side panel 57 and the second reinforcing rib 5721 work together to enhance the structural stability of the front part of the vehicle 1000 to some extent, thereby improving the protection capability of the vehicle 1000 in a collision to some extent.

[0185] According to some embodiments of the present application, optionally, the second reinforcing rib 5721 comprises a third sub-reinforcing rib 5721a and / or a fourth sub-reinforcing rib 5721b, the third sub-reinforcing rib 5721a extends along the vehicle body height direction, and the fourth sub-reinforcing rib 5721b extends along the vehicle body length direction.

[0186] Specifically, please refer to Figure 3 The vehicle body height direction is the up-down direction, and the vehicle body length direction is the front-rear direction. The third sub-reinforcing rib 5721a extends along the up-down direction, and the fourth sub-reinforcing rib 5721b extends along the front-rear direction, which to some extent increases the structural stability of the side plate 57.

[0187] In one embodiment, the second reinforcing rib 5721 comprises the third sub-reinforcing rib 5721a, which can to some extent improve the rigidity of the side plate 57 in the height direction. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the third sub-reinforcing rib 5721a to the rest of the side plate 57, and then to the rest of the vehicle 1000.

[0188] In one embodiment, the second reinforcing rib 5721 comprises the fourth sub-reinforcing rib 5721b, which can to some extent improve the rigidity of the side plate 57 in the length direction. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the fourth sub-reinforcing rib 5721b to the rest of the side plate 57, and then to the rest of the vehicle 1000.

[0189] In one embodiment, the second reinforcing rib 5721 comprises the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b, which to some extent improve the overall rigidity of the side plate 57. When the vehicle 1000 is impacted, the impact force can be dispersed and conducted along the extension direction of the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b to the rest of the side plate 57, and then to the rest of the vehicle 1000.

[0190] In this way, the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b can to some extent reduce the risk of structural failure of the side plate 57, while to some extent enhancing the structural rigidity in multiple directions and the conduction of impact force.

[0191] According to some embodiments of the present application, optionally, the second reinforcing rib 5721 comprises a third sub-reinforcing rib 5721a and a fourth sub-reinforcing rib 5721b, the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b are cross-connected.

[0192] Specifically, please refer to Figure 3The third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b are cross-connected, which can reduce the pressure concentration of a single point and reduce the risk of structural failure to some extent. The third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b are cross-connected to form a plurality of cavities, thereby enhancing the structural rigidity in multiple directions and the conduction of impact force to some extent, so that the huge impact force generated by the collision can be dispersed.

[0193] The shape of the cavity formed by the cross-connection of the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b can be specifically limited according to actual conditions, which is not limited in the present application. In one embodiment, the cavity shape can be rectangular, square or other regular or irregular shape.

[0194] Therefore, the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b are cross-connected, which can reduce the pressure concentration of a single point and reduce the risk of structural failure to some extent, while the third sub-reinforcing rib 5721a and the fourth sub-reinforcing rib 5721b are cross-connected to form a plurality of cavities, thereby enhancing the structural rigidity in multiple directions and the conduction of impact force to some extent.

[0195] According to some embodiments of the present application, the front wall 50 is an integrally die-cast structure.

[0196] Specifically, the front wall 50 can be formed by die casting. Optionally, first, select a metal material that can be die cast, inject molten metal material into a custom mold of the front wall 50, and form it by high pressure. The metal material cools and solidifies in the mold to form the final shape of the front wall 50, then demolded, and then according to the needs of surface treatment, including but not limited to steps such as removing the gate, trimming burrs, heat treatment and surface treatment, to improve corrosion resistance and wear resistance. Finally, the formed front wall 50 is subjected to a comprehensive quality check to ensure that it meets all engineering specifications and standards. The structure of the front wall 50 is uniform without joints or welding points, which improves the overall structural strength to some extent. At the same time, the front wall 50 does not need additional assembly or assembly steps, reducing the time and cost of the assembly process and avoiding quality problems caused by improper assembly.

[0197] Die casting allows the front wall 50 to be made of lightweight metal materials that can be die cast, thereby reducing the overall weight of the vehicle 1000 and improving fuel efficiency and vehicle 1000 performance to some extent. The material of the front wall 50 is not limited in the present application. In one embodiment, the material of the front wall 50 can be aluminum alloy.

[0198] Therefore, the integral die-casting forming makes the front wall 50 easy to assemble, reduces the assembly process, improves the structural strength to some extent, and at the same time, due to the fact that the adjacent parts do not need to be welded or mechanically connected, the overall weight of the vehicle 1000 can be reduced, and the fuel efficiency and performance of the vehicle 1000 can be improved to some extent.

[0199] In a second aspect, the application provides a vehicle body structure 500, which comprises the front wall 50 of the vehicle body according to any one of the above embodiments.

[0200] According to some embodiments of the application, optionally, the vehicle body structure 500 comprises a front compartment assembly 60 located at the front of the vehicle body structure 500 and an energy compartment 80 for mounting a battery device 100, and the front wall 50 is connected between the front compartment assembly 60 and the energy compartment 80.

[0201] In particular, please refer to Figure 8 The vehicle body structure 500 comprises a front compartment assembly 60 and an energy compartment 80, and the front wall 50 is located between the front compartment assembly 60 and the energy compartment 80. The front compartment assembly 60 is located at the front of the vehicle body structure 500 and is used to mount components including but not limited to an engine. The front compartment assembly 60 comprises two front longitudinal beams 61, two front shock towers 63, and a front cross beam 65. The two front longitudinal beams 61 are respectively arranged on the left and right sides of the vehicle body structure 500 and extend along the length direction of the vehicle body, and are used to provide support for the front compartment assembly 60.

[0202] The two front shock towers 63 are respectively arranged above the two front longitudinal beams 61 and are connected with the front longitudinal beams 61 and the front wall 50. The front shock towers 63 are used to transmit the force from the road to the vehicle body structure 500 through the shock absorber, which can maintain the handling stability and ride comfort of the vehicle 1000 to some extent. When the vehicle 1000 is hit, the front longitudinal beams 61 and the front cross beam 65 can disperse and absorb the impact force, thereby reducing the direct impact on the energy compartment 80 to some extent.

[0203] The two front shock towers 63 are connected by the front cross beam 65, and the two ends of the front wall 50 in the width direction of the vehicle body are respectively connected with the two front longitudinal beams 61 and the two front shock towers 63. Therefore, the front longitudinal beams 61, the front shock towers 63, the front cross beam 65, and the front wall 50 together form a stable frame, which maintains the overall rigidity and stability of the vehicle body structure 500 to some extent.

[0204] The energy compartment 80 is used to mount a battery device 100 or other energy storage equipment including but not limited to the battery device 100 or other energy storage equipment, which can be mounted below or inside the energy compartment 80, and is used to provide electric energy for the vehicle 1000.

[0205] Therefore, when the vehicle body is subjected to a collision, the vehicle body structure 500 can stably collapse in the direction of the collision, reducing the direct impact on the energy cabin 80, and to some extent, reducing the safety problem of the battery device 100 being excessively pressed due to the collapse failure, thereby improving the safety of the vehicle 1000 in high-speed collision to some extent.

[0206] According to some embodiments of the present application, the passage part 51 of the front wall 50 is connected to the energy cabin 80 through the connecting piece 70.

[0207] Specifically, please refer to Figure 8 The passage part 51 is connected to the energy cabin 80 through the connecting piece 70, and the connecting piece 70 can be fixedly connected to the passage part 51 and the energy cabin 80 through, but not limited to, screws, rivets, etc., thereby increasing the longitudinal strength and rigidity of the vehicle body structure 500 to some extent. When the vehicle 1000 is subjected to a collision, the first energy-absorbing structure 512 on the passage part 51 can deform when the passage part 51 collapses, thereby absorbing and dispersing the impact force and reducing the direct impact on the energy cabin 80, and to some extent, reducing the risk of the battery device 100 being excessively pressed.

[0208] Therefore, the impact on the passage part 51 can be transmitted to the rest of the vehicle body structure 500 through the connecting piece 70, thereby increasing the longitudinal strength and rigidity of the vehicle body structure 500 to some extent.

[0209] In a third aspect, the present application provides a vehicle 1000, which comprises the vehicle body structure 500 of any one of the above embodiments.

[0210] According to some embodiments of the present application, the vehicle body structure 500 is located at the bottom of the vehicle 1000 to form at least part of the chassis of the vehicle 1000.

[0211] Specifically, please refer to Figure 8 The vehicle body structure 500 can form the bottom of the vehicle 1000 and form at least part of the chassis of the vehicle 1000 to form the basic frame of the chassis and provide support for the vehicle 1000. The vehicle 1000 comprises the battery device 100, and the impact force of the collision and various forces and vibrations from the road can be transmitted and borne by the vehicle body structure 500, which can provide support and protection for the vehicle 1000 and the internal components of the vehicle 1000 to some extent, which is beneficial to improve the reliability of the vehicle 1000.

[0212] Therefore, the vehicle 1000 and the internal components of the vehicle 1000 are supported and protected to some extent.

[0213] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than limit them. Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that the technical solutions recorded in the foregoing embodiments can be modified, or some or all of the technical features can be replaced equivalently. Such modifications or replacements do not change the essence of the corresponding technical solutions, which should be covered in the scope of the present application. In particular, the technical features mentioned in each embodiment can be combined in any manner as long as there is no structural conflict. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A front bulkhead panel for a vehicle body, characterized in that, The device includes a connecting beam and two torsion boxes, which are respectively located on both sides of the connecting beam along the width direction of the vehicle body. The connecting beam includes a channel between the two torsion boxes, and a first energy-absorbing structure is provided on the channel. The first energy-absorbing structure is configured to absorb energy when the channel collapses.

2. The front bulkhead according to claim 1, characterized in that, The first energy-absorbing structure includes a plurality of first energy-absorbing ribs disposed on at least one side of the channel portion along the vehicle height direction.

3. The front bulkhead according to claim 2, characterized in that, The first energy-absorbing rib includes a first sub-energy-absorbing rib and / or a second sub-energy-absorbing rib, wherein the first sub-energy-absorbing rib extends along the width direction of the vehicle body and the second sub-energy-absorbing rib extends along the length direction of the vehicle body.

4. The front bulkhead according to claim 3, characterized in that, The first energy-absorbing rib includes a first sub-energy-absorbing rib and a second sub-energy-absorbing rib, and the first sub-energy-absorbing rib and the second sub-energy-absorbing rib are cross-connected.

5. The front bulkhead according to claim 4, characterized in that, The first energy-absorbing rib includes a third sub-energy-absorbing rib, which is disposed within the space enclosed by the connection between the first sub-energy-absorbing rib and the second sub-energy-absorbing rib, and the third sub-energy-absorbing rib connects the first sub-energy-absorbing rib and the second sub-energy-absorbing rib.

6. The front bulkhead according to claim 1, characterized in that, The connecting beam includes a first crossbeam, which is located at the top of the channel section, and a second energy-absorbing structure is provided on the first crossbeam.

7. The front bulkhead according to claim 6, characterized in that, The second energy-absorbing structure includes a second energy-absorbing rib disposed on at least one side of the first crossbeam along the length of the vehicle body.

8. The front bulkhead according to claim 7, characterized in that, The second energy-absorbing rib includes a fourth sub-energy-absorbing rib and / or a fifth sub-energy-absorbing rib, wherein the fourth sub-energy-absorbing rib extends along the width direction of the vehicle body and the fifth sub-energy-absorbing rib extends along the height direction of the vehicle body.

9. The front bulkhead according to claim 8, characterized in that, The second energy-absorbing rib includes a fourth sub-energy-absorbing rib and a fifth sub-energy-absorbing rib, and the fourth sub-energy-absorbing rib and the fifth sub-energy-absorbing rib are cross-connected.

10. The front bulkhead according to claim 6, characterized in that, The connecting beam includes a second crossbeam, which is located at the bottom of the channel section and is connected to the first crossbeam.

11. The front bulkhead according to claim 1, characterized in that, The torque box is provided with a first reinforcing structure.

12. The front bulkhead according to claim 11, characterized in that, The first reinforcing structure includes a first reinforcing rib disposed on at least one side of the torsion box along the width direction of the vehicle body.

13. The front bulkhead according to claim 12, characterized in that, The first reinforcing rib includes a first sub-reinforcing rib and / or a second sub-reinforcing rib, wherein the first sub-reinforcing rib extends along the height direction of the vehicle body and the second sub-reinforcing rib extends along the length direction of the vehicle body.

14. The front bulkhead according to claim 13, characterized in that, The first reinforcing rib includes a first sub-reinforcing rib and a second sub-reinforcing rib, and the first sub-reinforcing rib and the second sub-reinforcing rib are cross-connected.

15. The front bulkhead according to claim 1, characterized in that, The front bulkhead includes two side panels, which are respectively located on both sides of the connecting beam along the width direction of the vehicle body. The side panels connect the torsion box and the connecting beam, and the side panels are provided with a second reinforcing structure.

16. The front bulkhead according to claim 15, characterized in that, The second reinforcing structure includes a second reinforcing rib disposed on at least one side of the side panel along the width direction of the vehicle body.

17. The front bulkhead according to claim 16, characterized in that, The second reinforcing rib includes a third sub-reinforcing rib and / or a fourth sub-reinforcing rib, wherein the third sub-reinforcing rib extends along the height direction of the vehicle body and the fourth sub-reinforcing rib extends along the length direction of the vehicle body.

18. The front bulkhead according to claim 17, characterized in that, The second reinforcing rib includes a third sub-reinforcing rib and a fourth sub-reinforcing rib, wherein the third sub-reinforcing rib and the fourth sub-reinforcing rib are cross-connected.

19. The front bulkhead according to any one of claims 1-18, characterized in that, The front bulkhead is a one-piece die-cast structure.

20. A vehicle body structure, characterized in that, The front bulkhead of the vehicle body as described in any one of claims 1-19.

21. The vehicle body structure according to claim 20, characterized in that, The vehicle body structure includes a front compartment assembly and an energy compartment. The front compartment assembly is located at the front of the vehicle body structure, and the energy compartment is used to install battery devices. The front bulkhead connects the front compartment assembly and the energy compartment.

22. The vehicle body structure according to claim 21, characterized in that, The channel portion of the front bulkhead is connected to the energy compartment via a connector.

23. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 20-22.

24. The vehicle according to claim 23, characterized in that, The body structure is located at the bottom of the vehicle to form at least a portion of the vehicle's chassis.

Images