A vehicle body structure and vehicle

Abstract

This application relates to the field of vehicle component technology, and discloses a vehicle body structure and a vehicle. The vehicle body structure provided by this application includes: a main body, including a front support assembly disposed at the front of the main body; and collision guides disposed at both ends of the front support assembly along a first direction. The collision guides have a first surface corresponding to the front side of the support assembly, and the angle α between the first surface and the first direction satisfies: α < 35°. The vehicle body structure of this application, by providing collision guides and designing a first surface with a specific guiding angle α on the collision guides, facilitates guiding the sliding direction of a colliding vehicle, reduces the impact on the vehicle's passenger compartment, and improves vehicle safety.

Description

Technical Field

[0001] This application relates to the field of vehicle component technology, and in particular to a vehicle body structure and a vehicle. Background Technology

[0002] The 25% small overlap crash test is a common crash test in which the collision overlap between vehicles is less than or equal to 25%, which usually results in the front structure of the vehicle, especially the front wheel hubs, being directly impacted.

[0003] In a conventional car collision like this, the front wheel hubs might be pushed towards the A-pillar area, causing deformation or bending of the upper part of the A-pillar. This structural deformation not only affects the integrity of the vehicle body but may also make the doors difficult to open, increasing the difficulty of occupant escape. Furthermore, extensive deformation of the front door sheet metal could cause serious leg injuries to the driver or front passenger. Utility Model Content

[0004] In view of this, embodiments of this application provide a vehicle body structure and a vehicle, which, by setting a collision guide and designing a first surface with a specific guiding angle on the collision guide, helps to guide the sliding direction of the colliding vehicle, reduce the impact on the vehicle's passenger compartment, and improve the vehicle's safety.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] In a first aspect, embodiments of this application provide a vehicle body structure, including: a vehicle body body, including a front support assembly disposed at the front of the vehicle body body; and collision guides disposed at both ends of the front support assembly along a first direction, wherein the collision guides have a first surface corresponding to the front side surface of the support assembly, and the included angle α between the first surface and the first direction satisfies: α < 35°.

[0007] The vehicle body structure of this utility model, by setting collision guides at both ends of the front bracket assembly in the first direction, helps to disperse collision energy. A first surface with an angle α to the first direction is provided on the collision guide. During testing, when a test vehicle collides with the vehicle of this application, the first surface guides the sliding direction of the colliding vehicle, reducing the impact on the A-pillar area and improving the safety of the passenger compartment.

[0008] In some embodiments, the vehicle body structure further includes: a front side beam of the vehicle wheel arch, which is spaced apart from the front support assembly along a second direction, the first direction being perpendicular to the second direction; a wheel hub is provided on the inner side of the front side beam of the vehicle wheel arch; the collision guide has a second surface parallel to the second direction; and the distance D1 between the side of the wheel hub away from the main body of the vehicle body along the first direction and the second surface satisfies: 180mm≤D1≤200mm.

[0009] By setting the distance D1 between the wheel hub and the second surface to an appropriate value, it is beneficial to reduce the direct impact on the wheel hub during a collision, improve the vehicle's crashworthiness, reduce the impact on the passenger compartment, and improve the vehicle's safety.

[0010] According to some embodiments of the present invention, the distance D2 between the front end of the front side beam of the wheel arch along the second direction and the front end of the wheel hub along the second direction satisfies: 150mm≤D2≤170mm;

[0011] The collision guide has a third surface, which is arranged opposite to the first surface along the second direction. The distance D3 between the front end of the front side beam of the wheel arch along the second direction and the third surface satisfies: D3≤40mm.

[0012] This design ensures a suitable distance between the collision guide and the front side beam of the wheel arches and the wheel hubs, which helps to provide additional buffer and energy absorption space during a collision, allowing the impact energy to be dispersed quickly. This enhances the vehicle's protective capabilities in actual collision accidents and provides greater safety for occupants.

[0013] In some embodiments, the collision guide is provided with a plurality of energy-absorbing cavities that penetrate the collision guide along a third direction.

[0014] On the one hand, the energy-absorbing cavity can effectively deform during a collision, thereby absorbing some of the collision energy and reducing the impact force transmitted to the main body of the vehicle and the passenger compartment. On the other hand, the energy-absorbing cavity is formed as a hollow structure, which not only helps to reduce the use of materials and thus save production costs, but also helps to meet the requirements of vehicle lightweighting and improve vehicle performance.

[0015] In some embodiments, the collision guide is provided with a first fixing part at its front end along the second direction, the first fixing part having a first mounting hole extending through the third direction, the front bracket assembly is provided with a second fixing part, the second fixing part having a first mating hole corresponding to the first mounting hole, and a first fastener passing through the first mounting hole and the first mating hole to fix the collision guide and the front bracket assembly together.

[0016] Thus, the use of the first fastener establishes a secure mechanical connection between the collision guide and the front support assembly. This connection ensures that the collision guide maintains its intended position and function under both normal driving and collision conditions. Simultaneously, the robust connection between the collision guide and the front support assembly also helps ensure that the collision guide effectively absorbs and disperses energy during a collision, protecting the vehicle body structure and passenger compartment.

[0017] According to some embodiments of the present invention, the front bracket assembly includes a front collision beam assembly and a front extension beam assembly, the front extension beam assembly being disposed on the lower side of the front collision beam assembly along a third direction; the vehicle body structure further includes:

[0018] The connector includes a first connecting portion and a second connecting portion arranged sequentially from bottom to top along the third direction. The first connecting portion is fixedly connected to the front extension beam assembly. The second connecting portion includes a first connecting sub-part and a second connecting sub-part arranged at intervals along the first direction. The first connecting sub-part is fixedly connected to the front collision beam assembly, and the second connecting sub-part is fixedly connected to the collision guide.

[0019] Thus, by setting the first and second connecting parts on the connector, a multi-layered connection is achieved between the front extension beam assembly, the front collision beam assembly, and the collision guide. This design helps improve the overall rigidity and stability of the vehicle body structure. Through the connector, in the event of a collision, it helps ensure that the various components can work together, improving the dispersion and guidance effect of the impact, and maximizing the protection of the vehicle body structure and the safety of the occupants.

[0020] According to some embodiments of the present invention, the first connecting portion has a second mounting hole extending along the second direction, the front beam assembly has a second mating hole corresponding to the second mounting hole, and the second fastener passes through the second mounting hole and the second mating hole to fix the front beam assembly and the connecting member together.

[0021] Thus, the use of a second fastener establishes a robust mechanical connection between the front extension beam assembly and the connector, ensuring that each component maintains its intended position and function under normal driving and collision conditions. This allows the front extension beam assembly to effectively absorb and disperse energy during a collision, protecting the vehicle body structure and passenger compartment. Furthermore, this connection design makes the connection between the front extension beam assembly and the connector easy to disassemble and replace when needed, improving vehicle maintenance convenience.

[0022] According to some embodiments of the present invention, a plurality of second mounting holes are provided, and the plurality of second mounting holes are spaced apart along the first direction. A plurality of second mating holes are provided corresponding to the second mounting holes.

[0023] The design of multiple second mounting holes and second mating holes enables multi-point connection between the cantilever beam assembly and the connector. In the event of a collision, the impact force is evenly distributed to multiple connection points, reducing stress concentration at individual connection points and improving the overall structure's impact resistance.

[0024] According to some embodiments of the present invention, the first connecting sub-part has a third mounting hole extending along the second direction, the front collision beam assembly has a third mating hole corresponding to the third mounting hole, and a third fastener passes through the third mounting hole and the third mating hole to fix the front collision assembly and the connecting member together; and / or,

[0025] The second connecting part has a fourth mounting hole that extends through the second direction, and the first surface of the collision guide has a fourth mating hole that corresponds to the third mounting hole. The fourth fastener passes through the fourth mounting hole and the fourth mating hole to fix the collision guide and the connecting part together.

[0026] The use of the third and fourth fasteners achieves a robust connection between the front collision beam assembly, the collision guide, and the connectors. This multi-point connection design improves the strength and stability of the overall structure. At the same time, the multi-point connection helps to distribute the force evenly to multiple connection points during a collision, reducing stress concentration at individual connection points and improving the overall structure's crashworthiness.

[0027] Secondly, embodiments of this application provide a vehicle, including the aforementioned vehicle body structure.

[0028] The vehicle of this invention, due to the use of the above-mentioned body structure, during the 25% offset crash test, the collision guide deforms and absorbs energy during the collision, reducing the impact on the vehicle. The first surface on the collision guide guides the collision vehicle to slide, reducing the impact on the vehicle and lowering the impact on the passenger compartment area corresponding to the wheel hub, which is beneficial to improving the vehicle's safety. Attached Figure Description

[0029] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0030] Figure 1 One of the schematic diagrams of the vehicle body structure provided in the embodiments of this application;

[0031] Figure 2 A second schematic diagram of the vehicle body structure provided in the embodiments of this application;

[0032] Figure 3 for Figure 2Enlarged structural diagram at point A;

[0033] Figure 4 A schematic diagram of the assembly structure of the collision guide provided in the embodiments of this application;

[0034] Figure 5 This is an exploded structural diagram of the collision guide assembly provided in an embodiment of this application.

[0035] Figure label:

[0036] 100 - Body structure;

[0037] 110 - Body frame; 111 - Front bracket assembly; 111a - Second mounting part; 1111 - Front extension beam assembly; 1112 - Front collision beam assembly;

[0038] 120 - Collision guide; 120a - First surface; 120b - Second surface; 120c - Third surface; 121 - Energy absorption cavity; 122 - First fixing part;

[0039] 130 - Front side beam of wheel arches;

[0040] 140-Wheel;

[0041] 150 - Connector; 151 - First connecting part; 152 - Second connecting part; 1521 - First connecting sub-part; 1522 - Second connecting sub-part.

[0042] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0044] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0045] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0046] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0047] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0048] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0049] In a 25% offset collision, the front wheel hubs of a traditional car may be pushed towards the A-pillar area, causing deformation or bending of the upper part of the A-pillar. This structural deformation not only affects the integrity of the vehicle body but may also make the doors difficult to open, increasing the difficulty of occupant escape. At the same time, extensive deformation of the front door sheet metal may cause serious leg injuries to the driver or front passenger.

[0050] In view of this, embodiments of this application provide a vehicle body structure and a vehicle, which, by setting a collision guide and designing a first surface with a specific guiding angle on the collision guide, helps to guide the sliding direction of the colliding vehicle, reduce the impact on the passenger compartment of the vehicle, and improve the safety of the vehicle.

[0051] For ease of explanation and understanding, please refer to... Figure 1 The first direction can be the width direction of the vehicle, that is... Figure 1 The X direction is the same as the X direction, and the second direction can be the vehicle's longitudinal direction (length direction), i.e. Figure 1In the Y direction, the third direction can be the vehicle's height direction, i.e. Figure 1 The Z direction in the equation.

[0052] refer to Figures 1 to 5 In a first aspect, embodiments of this application provide a vehicle body structure 100, which may include a vehicle body 110 and a collision guide 120. The vehicle body 110 may include a front bracket assembly 111 disposed at the front of the vehicle body 110. The front bracket assembly 111 is typically used to mount and support key front components, such as the radiator, front bumper, and other auxiliary systems. The front bracket assembly 111 needs to have sufficient strength and rigidity to withstand the impact force during a collision.

[0053] The collision guide 120 is located at both ends of the front bracket assembly 111 along the first direction (X direction) to guide and disperse the collision energy and reduce the direct impact on the main body 110 and the passenger compartment.

[0054] refer to Figure 3 The collision guide 120 has a first surface 120a corresponding to the front side of the bracket assembly. The angle α between the first surface 120a and the first direction satisfies: α < 35°. For example, α can be 20°, 21°, 22°, 23°, 24°, 25°, 26°, 27°, 28°, 29°, 30°, 31°, 32°, 33°, 34°, or 34.9°. Of course, α can also be other values, and designers can choose according to their needs. This application does not limit this.

[0055] Thus, during a collision, the overlapping collision portion of the vehicle and the vehicle of this application, guided by the first surface 120a, slides to the rear side of the vehicle of this application, which helps to reduce the impact on the overlapping collision area of ​​the vehicle of this application and the vehicle of the collision, thereby reducing the impact on the A-pillar area of ​​the main body 110 and the passenger compartment, and thus improving the safety of the vehicle.

[0056] The vehicle body structure 100 of this utility model, by providing collision guides 120 at both ends of the front bracket assembly 111 in the first direction, helps to disperse collision energy. The collision guides 120 are provided with a first surface 120a forming an angle α with the first direction. During testing, when a test vehicle collides with the vehicle of this application, the first surface 120a guides the sliding direction of the colliding vehicle, reducing the impact on the A-pillar area and improving the safety of the passenger compartment.

[0057] It should be noted that the first surface 120a of this application can be a plane or a curved surface corresponding to the front side of the bracket assembly. In this case, α can be the angle between the line connecting the rear end and the front end of the first surface 120a and the first direction.

[0058] refer to Figure 2 In some embodiments, the vehicle body structure 100 may further include a front wheel arch beam 130, which is spaced apart from the front support assembly 111 along a second direction (Y direction). The first direction is perpendicular to the second direction. A wheel hub 140 is provided on the inner side of the front wheel arch beam 130, which provides protection and support for the front wheels of the vehicle.

[0059] The collision guide 120 has a second surface 120b parallel to the second direction. The distance D1 between the side of the wheel hub 140 away from the vehicle along the first direction and the second surface 120b satisfies: 180mm ≤ D1 ≤ 200mm. For example, the distance D1 between the side of the wheel hub 140 away from the vehicle body 110 along the first direction and the second surface 120b can be 180mm, 185mm, 190mm, 195mm, or 200mm. Of course, D1 can also be other values, and designers can choose according to their needs; this application does not impose any restrictions on this.

[0060] On the one hand, D1 should not be too small (e.g., less than 180mm), which would result in the wheel hub 140 being too close to the body body 110, making the assembly of body body 110 components inconvenient. On the other hand, D1 should not be too large (e.g., exceeding 200mm), which would cause part of the wheel hub 140 to be exposed outside the body body, affecting the vehicle's driving safety. Furthermore, if D1 is too large, during a collision, when the first surface 120a guides the colliding vehicle to slide, the colliding vehicle may scrape against the wheel hub 140.

[0061] By setting the distance D1 between the wheel hub 140 and the second surface 120b to an appropriate value, it is beneficial to reduce the direct impact on the wheel hub 140 during a collision, improve the vehicle's crashworthiness, reduce the impact on the passenger compartment, and improve the vehicle's safety.

[0062] refer to Figure 2 According to some embodiments of this utility model, the distance D2 between the front end of the front side beam 130 of the wheel arch along the second direction and the front end of the wheel hub 140 along the second direction satisfies: 150mm ≤ D2 ≤ 170mm. For example, D2 can be 150mm, 155mm, 160mm, 165mm or 170mm. Of course, D2 can also be other values, and designers can choose according to their needs. This application does not limit this.

[0063] On the one hand, it avoids the gap between the front end of the wheel arch front beam 130 and the wheel hub 140 being too small (e.g., less than 150mm), which could cause the wheel hub 140 to interfere with other components during assembly. On the other hand, it avoids the gap between the front end of the wheel arch front beam 130 and the wheel hub 140 being too large (e.g., exceeding 170mm), which would reduce the protective effect of the wheel arch front beam 130 on the wheel hub 140.

[0064] The collision guide 120 has a third surface 120c, which is arranged opposite to the first surface 120a in a second direction. In other words, the third surface 120c is located behind the first surface 120a.

[0065] refer to Figure 3 The distance D3 between the front end of the front side beam 130 of the wheel arch along the second direction and the third surface 120c satisfies: D3 ≤ 40mm. For example, D3 can be 20mm, 25mm, 30mm, 35mm or 40mm. Of course, D3 can also be other values, and designers can choose according to their needs. This application does not limit this.

[0066] To avoid an excessively large gap (e.g., exceeding 40mm) between the front end of the front side beam 130 of the wheel arch and the third surface 120c along the second direction, the impact force on the collision guide 120 would be too great during a collision. After the collision guide 120 deforms, the contact area between it and the front side beam 130 of the wheel arch would be small, or even the collision guide 120 might not be able to contact the front side beam 130 of the wheel arch. This would result in a rigid impact between the colliding vehicle and the front side beam 130 of the wheel arch and the wheel hub 140, which would have a large impact on the passenger compartment and would be detrimental to passenger safety.

[0067] This allows for a suitable distance between the collision guide 120 and the front side beam 130 of the wheel arch and the wheel hub 140, which helps to provide additional buffer and energy absorption space during a collision, allowing the impact energy to be dispersed quickly, thereby enhancing the vehicle's protection capability in actual collision accidents and providing higher safety for occupants.

[0068] refer to Figure 3 , Figure 4 and Figure 5 In some embodiments, the collision guide 120 is provided with multiple energy-absorbing cavities 121, which penetrate the collision guide 120 in a third direction. On the one hand, when a collision occurs, the energy-absorbing cavities 121 can effectively deform to absorb part of the collision energy and reduce the impact force transmitted to the vehicle body 110 and the passenger compartment. On the other hand, the energy-absorbing cavities 121 are formed as hollow structures, which not only helps to reduce the use of materials and thus save production costs, but also helps to meet the requirements of vehicle lightweighting and improve vehicle performance.

[0069] In some embodiments, the collision guide 120 has a first fixing portion 122 at its front end along a second direction. The first fixing portion 122 has a first mounting hole extending along a third direction. The front bracket assembly 111 has a second fixing portion 111a, which has a first mating hole corresponding to the first mounting hole. A first fastener passes through the first mounting hole and the first mating hole to securely connect the collision guide 120 to the front bracket assembly 111. Thus, the use of the first fastener achieves a robust mechanical connection between the collision guide 120 and the front bracket assembly 111. This connection ensures that the collision guide 120 maintains its predetermined position and function under normal driving and collision conditions. Simultaneously, the robust connection between the collision guide 120 and the front bracket assembly 111 also helps ensure that the collision guide 120 can effectively absorb and disperse energy during a collision, protecting the vehicle body structure 100 and the passenger compartment.

[0070] refer to Figure 1 According to some embodiments of the present invention, the front bracket assembly 111 includes a front collision beam assembly 1112 and a front extension beam assembly 1111, with the front extension beam assembly 1111 disposed on the lower side of the front collision beam assembly 1112 along the third direction (Z direction).

[0071] The vehicle body structure 100 may also include a connector 150, which includes a first connecting portion 151 and a second connecting portion 152 arranged sequentially from bottom to top along a third direction. The first connecting portion 151 is fixedly connected to the front extension beam assembly 1111, and the second connecting portion 152 includes a first connecting sub-portion 1521 and a second connecting sub-portion 1522 arranged at intervals along a first direction. The first connecting sub-portion 1521 is fixedly connected to the front collision beam assembly 1112, and the second connecting sub-portion 1522 is fixedly connected to the collision guide 120.

[0072] Thus, by providing the first connecting portion 151 and the second connecting portion 152 on the connector 150, a multi-layered connection is achieved between the front extension beam assembly 1111, the front collision beam assembly 1112, and the collision guide 120. This design helps improve the overall rigidity and stability of the vehicle body structure 100. Through the connector 150, in the event of a collision, it helps ensure that the various components can work together, improving the dispersion and guidance effect of the impact, and maximizing the protection of the vehicle body structure 100 and the safety of the occupants.

[0073] According to some embodiments of this utility model, the first connecting portion 151 has a second mounting hole extending along a second direction, and the front extension beam assembly 1111 has a second mating hole corresponding to the second mounting hole. A second fastener passes through the second mounting hole and the second mating hole to fix the front extension beam assembly 1111 to the connecting member 150. Thus, through the use of the second fastener, a robust mechanical connection is achieved between the front extension beam assembly 1111 and the connecting member 150, ensuring that each component maintains its predetermined position and function under normal driving and collision conditions. This allows the front extension beam assembly 1111 to effectively absorb and disperse energy during a collision, protecting the vehicle body structure 100 and the passenger compartment. Furthermore, this connection design makes the connection between the front extension beam assembly 1111 and the connecting member 150 easy to disassemble and replace when needed, improving the vehicle's maintenance convenience.

[0074] According to some embodiments of the present invention, a plurality of second mounting holes are provided, and the plurality of second mounting holes are spaced apart along the first direction. A plurality of second mating holes are provided corresponding to the second mounting holes.

[0075] The design of multiple second mounting holes and second mating holes enables multi-point connection between the cantilever beam assembly 1111 and the connector 150. In the event of a collision, the impact force is evenly distributed to multiple connection points, reducing stress concentration at individual connection points and improving the overall structure's impact resistance.

[0076] According to some embodiments of the present invention, the first connecting sub-part 1521 has a third mounting hole extending along a second direction, the front collision beam assembly 1112 has a third mating hole corresponding to the third mounting hole, and a third fastener passes through the third mounting hole and the third mating hole to fix the front collision assembly and the connector 150 together. The second connecting sub-part 1522 has a fourth mounting hole extending along a second direction, the first surface 120a of the collision guide 120 has a fourth mating hole corresponding to the third mounting hole, and a fourth fastener passes through the fourth mounting hole and the fourth mating hole to fix the collision guide 120 and the connector 150 together.

[0077] The use of the third and fourth fasteners achieves a robust connection between the front collision beam assembly 1112 and the collision guide 120 and the connector 150. This multi-point connection design improves the strength and stability of the overall structure. At the same time, the multi-point connection helps to distribute the force evenly to multiple connection points during a collision, reducing stress concentration at a single connection point and improving the crashworthiness of the overall structure.

[0078] Secondly, embodiments of this application provide a vehicle, which may include the aforementioned body structure 100.

[0079] It should be noted that the vehicle in this application can refer to large vehicles, small vehicles, special-purpose vehicles, etc. For example, according to vehicle type, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles. Generally, a vehicle is equipped with wheels, a power source, and a transmission system between the wheels and the power source. The transmission system can transmit the power provided by the power source to the wheels, causing the wheels to rotate and thus driving the vehicle.

[0080] It should be noted that the type of power source for the vehicle is not limited in this embodiment. For example, for a gasoline vehicle, the power source can refer to a gasoline engine, diesel engine, or other fuel-powered engine; for an electric vehicle, the power source can refer to an electric motor; for a hybrid vehicle, the power source can refer to either an engine or an electric motor; and for vehicles powered by other means, the power source can refer to the equipment that generates power.

[0081] The vehicle of this invention, due to the use of the above-mentioned body structure, during the 25% offset crash test, the collision guide deforms and absorbs energy during the collision, reducing the impact on the vehicle. The first surface on the collision guide guides the collision vehicle to slide, reducing the impact on the vehicle and lowering the impact on the passenger compartment area corresponding to the wheel hub, which is beneficial to improving the vehicle's safety.

[0082] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle body structure (100), characterized in that, include: The vehicle body (110) includes a front bracket assembly (111) located at the front of the vehicle body (110); A collision guide (120) is disposed at both ends of the front bracket assembly (111) along a first direction. The collision guide (120) has a first surface (120a) corresponding to the front side of the bracket assembly. The angle α between the first surface (120a) and the first direction satisfies: α < 35°.

2. The vehicle body structure (100) according to claim 1, characterized in that, Also includes: The front side beam (130) of the wheel arch is spaced apart from the front bracket assembly (111) along a second direction, the first direction being perpendicular to the second direction. A wheel hub (140) is provided on the inner side of the front side beam (130). The collision guide (120) has a second surface (120b) parallel to the second direction. The distance D1 between the side of the wheel hub (140) away from the body body (110) along the first direction and the second surface (120b) satisfies: 180mm≤D1≤200mm.

3. The vehicle body structure (100) according to claim 2, characterized in that, The distance D2 between the front end of the front side beam (130) of the wheel arch (140) along the second direction and the front end of the wheel hub (140) along the second direction satisfies: 150mm≤D2≤170mm; The collision guide (120) has a third surface (120c), which is arranged opposite to the first surface (120a) along the second direction. The distance D3 between the front end of the front side beam (130) of the vehicle wheel arch (130) along the second direction and the third surface (120c) satisfies: D3≤40mm.

4. The vehicle body structure (100) according to any one of claims 1-3, characterized in that, The collision guide (120) is provided with a plurality of energy-absorbing cavities (121), which penetrate the collision guide (120) in a third direction.

5. The vehicle body structure (100) according to any one of claims 1-3, characterized in that, The collision guide (120) has a first fixing part (122) at its front end along the second direction, and the first fixing part (122) has a first mounting hole that extends through the third direction. The front bracket assembly (111) is provided with a second fixing part (111a), the second fixing part (111a) having a first mating hole corresponding to the first mounting hole, and a first fastener passing through the first mounting hole and the first mating hole to fix the collision guide (120) to the front bracket assembly (111).

6. The vehicle body structure (100) according to claim 5, characterized in that, The front support assembly (111) includes a front collision beam assembly (1112) and a front extension beam assembly (1111), the front extension beam assembly (1111) being disposed on the lower side of the front collision beam assembly (1112) along a third direction; the vehicle body structure (100) further includes: The connector (150) includes a first connecting portion (151) and a second connecting portion (152) arranged sequentially from bottom to top along the third direction. The first connecting portion (151) is fixedly connected to the front extension beam assembly (1111). The second connecting portion (152) includes a first connecting sub-part (1521) and a second connecting sub-part (1522) arranged at intervals along the first direction. The first connecting sub-part (1521) is fixedly connected to the front collision beam assembly (1112), and the second connecting sub-part (1522) is fixedly connected to the collision guide (120).

7. The vehicle body structure (100) according to claim 6, characterized in that, The first connecting part (151) has a second mounting hole that extends through the second direction, and the front beam assembly (1111) has a second mating hole corresponding to the second mounting hole. The second fastener passes through the second mounting hole and the second mating hole to fix the front beam assembly (1111) and the connecting member (150) together.

8. The vehicle body structure (100) according to claim 7, characterized in that, The second mounting hole is provided in multiple ways, and the multiple second mounting holes are spaced apart along the first direction. The second mating hole is provided in multiple ways corresponding to the second mounting hole.

9. The vehicle body structure (100) according to claim 6, characterized in that, The first connecting sub-part (1521) has a third mounting hole extending through the second direction, the front collision beam assembly (1112) has a third mating hole corresponding to the third mounting hole, and a third fastener passes through the third mounting hole and the third mating hole to fix the front collision beam assembly to the connecting member (150); and / or, The second connecting sub-part (1522) has a fourth mounting hole extending through the second direction, and the first surface (120a) of the collision guide (120) has a fourth mating hole corresponding to the third mounting hole. The fourth fastener passes through the fourth mounting hole and the fourth mating hole to fix the collision guide (120) and the connector (150) together.

10. A vehicle, characterized in that, include: The vehicle body structure (100) according to any one of claims 1-9.

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