Vehicle body structure and vehicle

Abstract

The application relates to a vehicle body structure and a vehicle, and belongs to the technical field of vehicle bodies. The vehicle body structure provided by the application comprises a front wall assembly, two middle channel longitudinal beams and two first middle channel reinforcing beams. An opening part penetrating in the longitudinal direction of the vehicle body is formed in the lower region of the front wall assembly to define the front end opening of the middle channel. The two middle channel longitudinal beams extend in the longitudinal direction of the vehicle body and are respectively connected to the two sides of the front wall assembly near the bottom of the opening part. The two first middle channel reinforcing beams are arranged in the longitudinal direction of the vehicle body and correspond to the two middle channel longitudinal beams respectively. The front end of each first middle channel reinforcing beam is connected to the region of the front wall assembly near the top of the opening part, the rear end is connected to the corresponding middle channel longitudinal beam, and each first middle channel reinforcing beam is arranged in a straight line from front to back. By improving the reinforcing structure of the middle channel region, the force transmission path is optimized, the vehicle body stiffness and mode are effectively improved, the vehicle stability is improved, and the vehicle collision safety is improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle bodies, and more particularly to a vehicle body structure and a vehicle. Background Technology

[0002] In the body structure, the central tunnel area is located near the longitudinal centerline of the body. The lower part provides installation space for the drive shaft and exhaust system, while the upper part supports part of the weight and installation points of the sub-instrument panel and air conditioning system. At the same time, as a key part connecting the lower part of the front bulkhead and the floor, it is an important part that affects the rigidity and modal characteristics of the body assembly.

[0003] The existing central tunnel area has a structure made of ordinary stamped sheet metal, which is spliced ​​together to form the required spatial layout. In order to ensure that the central tunnel has sufficient structural strength during vehicle operation, a reinforcing structure is usually arranged in the central tunnel area to prevent it from deforming when subjected to longitudinal and lateral loads from the vehicle body.

[0004] However, existing reinforced structural designs still have shortcomings. When subjected to external impact forces, the force transmission and dispersion effects are poor, which can easily lead to structural deformation and fail to guarantee the overall vehicle modal and safety performance. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a vehicle body structure and vehicle that, by improving the central channel reinforcement structure, optimizes the force transmission path, effectively decomposes and transmits impact force in the event of a collision, effectively improves body stiffness and modal characteristics, improves overall vehicle stability, and enhances overall vehicle collision safety.

[0007] To achieve the above objectives, the first aspect of this application provides a vehicle body structure, including a front bulkhead assembly, two central channel longitudinal beams, and two first central channel reinforcing beams; the lower region of the front bulkhead assembly has an opening that runs through the longitudinal direction of the vehicle body to define the front opening of the central channel; the two central channel longitudinal beams extend along the longitudinal direction of the vehicle body and their front ends are respectively connected to the two sides of the front bulkhead assembly near the bottom of the opening; the two first central channel reinforcing beams are arranged along the longitudinal direction of the vehicle body and respectively correspond to the two central channel longitudinal beams, the front end of each first central channel reinforcing beam is connected to the region of the front bulkhead assembly near the opening above, the rear end is connected to the corresponding central channel longitudinal beam, and they are arranged in a straight line inclined from front to rear.

[0008] In the above technical solution, a first central channel reinforcing beam is provided in the central channel area. The first central channel reinforcing beam is a straight component that connects the front bulkhead assembly and the central channel longitudinal beams, forming two triangular closed-loop structures between the front bulkhead assembly, the two central channel longitudinal beams, and the two first central channel reinforcing beams. The triangular closed-loop structure has geometric stability and can provide a stable force transmission path. External impact forces can be uniformly transmitted and dispersed along the closed-loop path, thereby significantly improving the stiffness and stability of the overall structure.

[0009] In some embodiments, the front bulkhead assembly includes a lower front bulkhead reinforcing beam, which is disposed at the opening and adapted to the shape of the opening. The middle region of the lower front bulkhead reinforcing beam is bent upward relative to both ends to form a curved section. Two central channel longitudinal beams are respectively connected to both ends of the lower front bulkhead reinforcing beam, and the front ends of the two first central channel reinforcing beams are respectively connected to the curved section.

[0010] In the above technical solution, a lower front bulkhead reinforcing beam is provided at the opening of the front bulkhead assembly to increase the structural strength around the opening and further reduce the degree of deformation of the opening under external impact. The lower front bulkhead reinforcing beam connects the longitudinal beam of the central channel and the first central channel reinforcing beam, thereby improving the strength of the triangular closed-loop structure and further enhancing the vehicle body's lateral deformation resistance.

[0011] In some embodiments, the vehicle body structure further includes a second central channel reinforcing beam, with two central channel longitudinal beams connected to both ends of the second central channel reinforcing beam; the rear ends of the two first central channel reinforcing beams are connected to the second central channel reinforcing beam.

[0012] In the above technical solution, by setting a second central channel reinforcing beam, lateral support is formed for the two central channel longitudinal beams, improving the overall lateral stiffness and stability of the central channel. At the same time, the second central channel reinforcing beam, together with the front bulkhead assembly and the two central channel longitudinal beams, forms another closed loop, which can effectively distribute the load and reduce local deformation when the vehicle is subjected to external impact, further enhancing the impact resistance of the central channel and the lower structure of the front bulkhead.

[0013] In some embodiments, the vehicle body structure further includes a third central channel reinforcing beam, which connects two first central channel reinforcing beams and is spaced apart from the second central channel reinforcing beam.

[0014] In the above technical solution, by setting a third central channel reinforcing beam, lateral support is provided to the two first central channel reinforcing beams, thereby improving the overall lateral stiffness and stability of the central channel. Simultaneously, the third central channel reinforcing beam, together with the front bulkhead assembly, the two first central channel reinforcing beams, and the second central channel reinforcing beam, form two closed loops, increasing the closed force transmission path in the central channel area and further enhancing the impact resistance of the central channel and the lower front bulkhead structure.

[0015] In some embodiments, the vehicle body structure further includes a front reinforcing beam for the central tunnel, the two ends of which are respectively connected to the front ends of two longitudinal beams for the central tunnel.

[0016] In the aforementioned technical solution, the front reinforcing beam of the central tunnel closes the opening, forming a strong support at the bottom of the opening. This, together with the longitudinal beams of the central tunnel and the front bulkhead assembly, forms a closed loop structure, improving lateral deformation resistance. Furthermore, supported by the front reinforcing beam, the opening can be designed to be higher, increasing the arch height of the lower central tunnel and providing more space for the driveshaft, exhaust pipe, etc. This increases the chassis and ground clearance, facilitating vehicle layout and ensuring the structural stability and functional rationality of the front area of ​​the vehicle.

[0017] In some embodiments, each central channel longitudinal beam has a cavity defined inside, and the front ends of the two central channel longitudinal beams are provided with notches in the areas close to each other; a central channel longitudinal beam patch is installed in the notch, and mounting holes for connection with fasteners are formed in the central channel longitudinal beam patch; the end of the central channel front reinforcing beam is fastened to the central channel longitudinal beam patch by fasteners.

[0018] In the above technical solution, the structural conditions for achieving mechanical connection are met by adding longitudinal beam reinforcement plates. On the one hand, accessories such as drive shafts and exhaust system components can be installed first, and then the front reinforcement beam of the central tunnel can be fixed by bolts, ensuring ease of assembly; on the other hand, when different vehicle configurations result in space constraints for accessories such as drive shafts, the front reinforcement beam of the central tunnel with a suitable structural form can be replaced to meet the application needs of different vehicle models.

[0019] In some embodiments, the front bulkhead lower reinforcing beam also includes straight sections located on both sides of the curved section, the two straight sections being arranged far apart from each other from top to bottom; each central channel longitudinal beam includes an extension section and an outward extension section, the extension section extending longitudinally along the vehicle body, and the outward extension section located at the front end of the extension section and connecting to the bottom of the straight section.

[0020] In the above technical solution, the straight section design of the front bulkhead under the reinforcing beam, combined with the outward expansion section in front of the central channel, can provide a larger installation space at the front end of the central channel, which is convenient for the assembly and layout of internal components; at the same time, the outward expansion section design makes the longitudinal beams of the central channel arranged in a trumpet shape or figure-eight shape on both sides of the central channel, which is conducive to the transmission of force and ensures collision installation.

[0021] In some embodiments, the vehicle body structure further includes a central channel housing, which includes a top surface and side surfaces; the top surface of the housing is fitted with the lower surfaces of the two first central channel reinforcing beams, and the side surfaces of the housing extend from both sides of the top surface of the housing to the central channel longitudinal beams, respectively, and an installation space is defined below the central channel housing.

[0022] In the above technical solution, the central channel shell forms a rigid closed cavity between the central channel longitudinal beams and the lower front structure, protecting the internally installed components. The central channel shell also connects the various reinforcing structures of the central channel, thus forming an integrated load-bearing structure that effectively protects the internal components from damage by external impact forces.

[0023] In some embodiments, the interior of the lower reinforcing beam of the front bulkhead defines a reinforcing cavity and includes a bottom plate, the bottom plate extending rearward to form a central channel assembly, the central channel assembly extending into the central channel housing and abutting against the inner surface of the central channel housing.

[0024] In the above technical solution, the lower reinforcing beam of the front bulkhead is designed with an internal cavity structure, which can better absorb and buffer external impact forces, improve its own structural strength, prevent deformation under stress, and enhance modal stability. The connection between the central channel assembly and the central channel shell forms a stable assembly interface, improving the reliability of the connection. Furthermore, the connection method is not limited to welding; it can also use methods such as screws or rivets for fastening, facilitating the positioning or adjustment of parts during production and reducing assembly errors.

[0025] A second aspect of this application provides a vehicle comprising a body structure as described in any of the preceding claims, the body structure forming part of the vehicle's skeletal structure.

[0026] In the above technical solution, the vehicle has an improved body structure, forming a reliable reinforced structure in the central channel area, which can provide a stable force transmission path. In the event of a collision, it can effectively decompose and transmit the impact force, improve the ability to resist deformation, effectively improve the body stiffness and modal characteristics, improve the overall vehicle stability, and enhance the overall vehicle collision safety.

[0027] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0028] Figure 1 For the three-dimensional representation of the vehicle body structure according to the embodiments of this application Figure 1 ; Figure 2 For the three-dimensional representation of the vehicle body structure according to the embodiments of this application Figure 2 ; Figure 3 This is a side view of the vehicle body structure according to an embodiment of this application; Figure 4 This is a top view of the vehicle body structure according to an embodiment of this application; Figure 5 This is a bottom view of the vehicle body structure according to an embodiment of this application; Figure 6This is a front view of the vehicle body structure according to an embodiment of this application; Figure 7 A schematic diagram of the vehicle body structure according to an embodiment of this application. Figure 1 ; Figure 8 A schematic diagram of the vehicle body structure according to an embodiment of this application. Figure 2 ; Figure 9 This is an assembly diagram of the central channel longitudinal beam and the central channel front reinforcing beam according to an embodiment of this application; Figure 10 This is a partial enlarged view of the assembly position of the central channel longitudinal beam and the central channel front reinforcing beam according to an embodiment of this application; Figure 11 for Figure 10 Exploded view of the middle structure; Figure 12 This is a schematic diagram of the structure of the longitudinal beam of the central channel according to an embodiment of this application; Figure 13 This is a rear view of the central channel longitudinal beam according to an embodiment of this application; Figure 14 For the three-dimensional reinforcement beam under the front bulkhead according to the embodiments of this application Figure 1 ; Figure 15 For the three-dimensional reinforcement beam under the front bulkhead according to the embodiments of this application Figure 2 ; Figure 16 This is a side view of the lower reinforcing beam of the front bulkhead according to an embodiment of this application; Figure 17 This is a perspective view of the lower component of the front bulkhead according to an embodiment of this application; Figure 18 This is a side view of the lower front bulkhead component according to an embodiment of this application.

[0029] In the above figures: 100. Front bulkhead assembly; 101. Opening; 110. Lower reinforcing beam of front bulkhead; 1101. Curved section; 1102. Straight section; 111. Bottom plate; 1111. Central tunnel assembly; 112. Front panel; 1121. Front bulkhead assembly; 120. Lower component of front bulkhead; 121. First panel; 122. Second panel; 123. Connecting plate; 210. Central tunnel longitudinal beam; 2101. Extension section; 2102. Outward expansion section; 211. Longitudinal beam bottom plate; 2111. Longitudinal beam assembly; 212. Notch; 220. Central tunnel longitudinal beam reinforcement plate; 221. Mounting hole; 230. Central tunnel housing; 231. Top surface of housing; 232. Side surface of housing; 310. First central tunnel reinforcing beam; 320. Second central tunnel reinforcing beam; 330. Third central tunnel reinforcing beam; 400. Front reinforcing beam of central tunnel. Detailed Implementation

[0030] In the application description, it should be noted that the directional terms used, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vehicle's vertical, horizontal, and longitudinal directions. Specifically, the vehicle's vertical direction is its height (Z-axis), its longitudinal direction is its longitudinal direction (X-axis), and its horizontal direction is its lateral direction (Y-axis). Furthermore, terms such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0032] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0033] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0034] The lower part of the central tunnel provides installation space for the drive shaft and exhaust system, while the upper part supports part of the weight of the sub-instrument panel and air conditioning system, as well as some installation points. As a key part connecting the lower part of the front bulkhead to the floor, it is an important part affecting the rigidity and modal characteristics of the vehicle assembly. In existing models, the structure of the central tunnel area is made of ordinary stamped sheet metal, which has poor structural strength and rigidity. It is easy to deform under impact, which cannot guarantee the modal characteristics and comfort performance of the whole vehicle.

[0035] In addition, although there are existing solutions for adding a reinforcing structure to the central channel area, the existing reinforcing structure design is not reasonable enough. When the vehicle is subjected to external impact, it cannot effectively exert its reinforcing effect and still has the problem of being prone to deformation.

[0036] Based on this, this application proposes a vehicle body structure and vehicle, which optimizes the central channel reinforcement structure to form a triangular closed-loop structure, optimizes the force transmission path, effectively decomposes and transmits the impact force in the event of a collision, improves the ability to resist deformation, effectively improves the body stiffness and modal characteristics, improves the overall vehicle stability, and enhances the overall vehicle collision safety.

[0037] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0038] like Figures 1-6 As shown, in one illustrative embodiment of the vehicle body structure of this application, the vehicle body structure includes a front bulkhead assembly 100.

[0039] The front bulkhead assembly 100 is located in the front area of ​​the vehicle, forming a longitudinal partition. Below the front bulkhead assembly 100 is a central tunnel connected to the floor, which is used to house components such as the drive shaft and exhaust system.

[0040] In the embodiments of this application, such as Figure 1 and Figure 6 As shown, the lower region of the front bulkhead assembly 100 has an opening 101 that extends longitudinally through the vehicle body, and the opening 101 is used to define the front opening of the center channel.

[0041] The vehicle body structure of this embodiment also includes two central channel longitudinal beams 210.

[0042] The central channel longitudinal beam 210 is usually set on both sides of the longitudinal centerline of the vehicle body and connected to the floor to form the load-bearing and support foundation of the central channel structure, so that the longitudinal load can be transferred to the floor through the central channel longitudinal beam.

[0043] like Figures 1-5 As shown, the two central channel longitudinal beams 210 extend longitudinally along the vehicle body and their front ends are respectively connected to the two sides of the front bulkhead assembly 100 near the bottom of the opening 101.

[0044] The vehicle body structure of this application embodiment also includes two first central channel reinforcing beams 310. For example... Figures 1-4 As shown, two first central channel reinforcing beams 310 are arranged longitudinally along the vehicle body and correspond to two central channel longitudinal beams 210 respectively. The front end of each first central channel reinforcing beam 310 is connected to the area above the opening 101 of the front bulkhead assembly 100, and the rear end is connected to the corresponding central channel longitudinal beam 210. They are arranged in a straight line inclined from front to back.

[0045] In the above embodiment, a first central channel reinforcing beam 310 is provided in the region of the central channel near the front bulkhead assembly 100. The first central channel reinforcing beam 310 is a straight member that connects the front bulkhead assembly 100 and the central channel longitudinal beams 210, forming two triangular closed-loop structures between the front bulkhead assembly 100, the two central channel longitudinal beams 210, and the two first central channel reinforcing beams 310. The triangular closed-loop structure has geometric stability and can provide a stable force transmission path. External impact forces can be uniformly transmitted and dispersed along the closed-loop path, thereby significantly improving the stiffness and stability of the overall structure. Compared with the quadrilateral reinforcing structure, it can more effectively resist external impacts, reduce deformation, and enhance the deformation resistance of the central channel and the lower front bulkhead structure.

[0046] In some embodiments, the front bulkhead assembly 100 includes a lower front bulkhead reinforcing beam 110. For example... Figures 1-6 As shown, the lower reinforcing beam 110 of the front bulkhead is provided at the opening 101 and is adapted to the shape of the opening 101. The lower reinforcing beam of the front bulkhead is provided at the opening position of the front channel corresponding to the front bulkhead assembly 100 to increase the structural strength around the opening 101, further reduce the degree of deformation of the opening 101 under the action of external force impact, and improve the stability of the overall structure.

[0047] In some embodiments, such as Figure 14 and Figure 15 As shown, the middle region of the lower front panel reinforcing beam 110 bends upward at both ends to form a curved section 1101; the two central channel longitudinal beams 210 are respectively connected to the two ends of the lower front panel reinforcing beam 110, and the front ends of the two first central channel reinforcing beams 310 are respectively connected to the curved section 1101.

[0048] In the above embodiments, such as Figure 7 and Figure 8As shown, the front bulkhead assembly 100 is connected to two central channel longitudinal beams 210 and two first central channel reinforcing beams 310 via a lower front bulkhead reinforcing beam 110, forming two triangular closed-loop structures. The triangular closed-loop structure increases the strength of the front bulkhead assembly area, further enhancing the vehicle's lateral resistance to deformation. When the vehicle is subjected to a side impact, the external impact force can be transmitted and dispersed along the lower front bulkhead reinforcing beam 110; simultaneously, the central channel longitudinal beams 210 and the first central channel reinforcing beams 310 support the lower front bulkhead reinforcing beam 110 longitudinally, preventing its deformation.

[0049] In some embodiments, such as Figure 14 and Figure 15 As shown, the lower reinforcing beam 110 of the front bulkhead also includes straight sections 1102 located on both sides of the curved section 1101. The two straight sections 1102 are arranged far apart from each other from top to bottom. The arrangement of the two straight sections 1102 far apart from the curved section 1101 can increase the area of ​​the opening 101 of the front bulkhead assembly 100, which is beneficial to increasing the installation space of the central channel and facilitating the assembly and layout of internal components.

[0050] In some embodiments, such as Figures 7-12 As shown, each central channel longitudinal beam 210 includes an extension section 2101 and an expansion section 2102. The extension section 2101 extends longitudinally along the vehicle body, and the expansion section 2102 is located at the front end of the extension section 2101 and connects to the bottom of the straight section 1102.

[0051] An outwardly expanding section 2102 is formed at the front end of the central channel longitudinal beam 210, so that the central channel longitudinal beam 210 is arranged in a trumpet shape or a figure-eight shape on both sides of the central channel, which is conducive to the transmission of force, ensures collision installation, and can also provide a larger installation space at the front end of the central channel, which is convenient for the arrangement of components such as drive shaft.

[0052] In some embodiments, the vehicle body structure further includes a second central channel reinforcing beam 320. For example... Figures 1-5 as well as Figure 7 , Figure 8 As shown, the two ends of the second middle channel reinforcing beam 320 are respectively connected to two middle channel longitudinal beams 210; the rear ends of the two first middle channel reinforcing beams 310 are connected to the second middle channel reinforcing beam 320.

[0053] The above embodiment, by setting a second central channel reinforcing beam 320, forms lateral support for the two central channel longitudinal beams 210, making the central channel longitudinal beams 210 less prone to bending or lateral displacement under the lateral load of the vehicle body, thereby improving the overall lateral stiffness and stability of the central channel. Simultaneously, the setting of the second central channel reinforcing beam 320 increases the lateral force transmission path, forming another closed loop with the front bulkhead assembly (specifically the lower front bulkhead reinforcing beam 110) and the two central channel longitudinal beams 210. When the vehicle is subjected to external impact, it can effectively disperse the load, reduce local deformation, and further enhance the impact resistance of the central channel and the lower front bulkhead structure.

[0054] Furthermore, the two first central channel reinforcing beams 310 are connected to the central channel longitudinal beam 210 via the second central channel reinforcing beam 320, making the installation position of the second central channel reinforcing beam 320 more flexible. For example, the two first central channel reinforcing beams 310 can be located between the two central channel longitudinal beams 210, improving the reinforcement effect on the area near the opening 101.

[0055] In some embodiments, the second central channel reinforcing beam 320 connects the extensions 2101 of the two central channel longitudinal beams 210.

[0056] In some embodiments, the vehicle body structure further includes a third central channel reinforcing beam 330. For example... Figures 1-5 as well as Figure 7 , Figure 8 As shown, the third middle channel reinforcing beam 330 connects two first middle channel reinforcing beams 310 and is spaced apart from the second middle channel reinforcing beam 320.

[0057] The above embodiment, by setting a third central channel reinforcing beam 330, forms lateral support for the two first central channel reinforcing beams 310, making the first central channel reinforcing beams 310 less prone to bending or lateral displacement under the lateral load of the vehicle body, thereby improving the overall lateral stiffness and stability of the central channel. Simultaneously, the third central channel reinforcing beam 330, together with the front bulkhead assembly (specifically the lower front bulkhead reinforcing beam 110), the two first central channel reinforcing beams 310, and the second central channel reinforcing beam 320, form two closed loops, increasing the closed force transmission path in the central channel area. When the vehicle is subjected to external impact, it can effectively disperse the load, reduce local deformation, and further enhance the impact resistance of the central channel and the lower front bulkhead structure.

[0058] In some embodiments, such as Figure 7 and Figure 8 As shown, the third middle channel reinforcing beam 330 is arranged close to the longitudinal center of the first middle channel reinforcing beam 310, thereby effectively supporting the center of the first middle channel reinforcing beam 310.

[0059] In some embodiments, the second central channel reinforcing beam 320 is a front seat mounting plate.

[0060] In some embodiments, the third middle channel reinforcement beam 330 serves as a mounting bracket for the instrument panel.

[0061] By using the front seat mounting plate and dashboard mounting bracket as part of the reinforcing beam, the structure originally used to mount the seats and dashboard can also perform the function of force transmission, making full use of the position and structure of each component without adding too many extra parts.

[0062] In some embodiments, such as Figures 1-5 As shown, the vehicle body structure also includes a front reinforcing beam 400 for the central channel, with both ends of the front reinforcing beam 400 connected to the front ends of two longitudinal beams 210 for the central channel, respectively.

[0063] In the above embodiment, the front reinforcing beam 400 of the central channel connects the front ends of the two central channel longitudinal beams 210, which can close the opening 101 and form a strong support at the bottom of the opening 101. It forms a closed loop structure with the central channel longitudinal beams 210 and the front bulkhead assembly 100 (specifically, the lower reinforcing beam 110 of the front bulkhead). When an external impact force is applied, it will be transmitted along the closed loop structure, avoiding direct action on the front bulkhead assembly 100 and deformation, improving load distribution and bending and torsional resistance, and enhancing the overall vehicle collision safety performance.

[0064] With the support of the front reinforcing beam 400 in the central tunnel, the height of the opening 101 can be designed to be higher, thereby increasing the arch height of the lower central tunnel and providing more space for the drive shaft, exhaust pipe, etc., without causing a significant decrease in the overall structural strength of the lower front section. This resolves the contradiction between the space requirements of the central tunnel and the structural strength of the front section, improves the chassis and ground space, facilitates the overall vehicle layout, and ensures the structural stability and functional layout rationality of the front area of ​​the vehicle.

[0065] Furthermore, when a second central channel reinforcing beam 320 is provided to connect the two central channel longitudinal beams 210, such as Figure 7 As shown, the front reinforcing beam 400 of the central channel can also form another closed loop structure with the two longitudinal beams and the second central channel reinforcing beam 320, increasing the force transmission path, improving the resistance to deformation, and further improving the overall structural strength of the central channel area.

[0066] In this embodiment, the structure of the front reinforcing beam 400 of the center tunnel can be adaptively adjusted according to different vehicle models or the different structures of components installed in the center tunnel. For example, in Figure 6In the illustrated embodiment, the front reinforcing beam 400 of the central tunnel is straight, suitable for vehicles such as trams that do not require a driveshaft in the central tunnel. For vehicles that require a driveshaft in the central tunnel, the front reinforcing beam 400 can be designed as an inverted C-shape with the middle section bent downwards relative to both ends. Alternatively, the adaptability of the installation position of the central tunnel reinforcing beam can be reduced, and both ends can be connected to the two central tunnel longitudinal beams 210 through downwardly extending connectors.

[0067] like Figure 7 As shown, when the vehicle body structure includes the central channel longitudinal beam 210, the central channel front reinforcing beam 400, the front bulkhead lower reinforcing beam 110, the first central channel reinforcing beam 310, the second central channel reinforcing beam 320, and the third central channel reinforcing beam 330, these reinforcing structures form a cage-type central channel assembly structure, which effectively improves the rigidity and modal characteristics of the vehicle body, enhances the overall vehicle stability, and increases the force transmission channels in multiple directions such as the X and Y directions of the vehicle body. At the same time, it effectively decomposes and transmits the impact force during a collision, thereby improving the overall vehicle collision safety performance.

[0068] In some embodiments, the center channel longitudinal beam 210 has a cavity defined inside. Designing the center channel longitudinal beam 210 as a cavity structure improves torsional and bending resistance. Simultaneously, the cavity can better block noise from the ground direction, enhancing overall vehicle dynamics and comfort. Optionally, two intersecting baffles are provided inside the cavity of the center channel longitudinal beam 210, dividing the cavity into four enclosed sub-cavity structures.

[0069] In some embodiments, such as Figure 12 and Figure 13 As shown, the central channel longitudinal beam 210 includes a longitudinal beam base plate 211, which extends outward from the two central channel longitudinal beams 210 to form a longitudinal beam assembly part 2111. The longitudinal beam assembly part 2111 is used to overlap and connect with the floor, which can better support the weight of the floor and ensure the flatness of the floor surface.

[0070] In some embodiments, such as Figures 9-12 As shown, a notch 212 is provided in the area where the front ends of the two central channel longitudinal beams 210 (i.e., the front end of the outward expansion section 2102) are close to each other, and a central channel longitudinal beam reinforcement plate 220 is installed in the notch 212. Mounting holes 221 for connection with fasteners are formed in the central channel longitudinal beam reinforcement plate 220, and the end of the central channel front reinforcing beam 400 is fastened to the central channel longitudinal beam reinforcement plate 220 by fasteners.

[0071] When the central channel longitudinal beam 210 is designed as a cavity structure, a central channel longitudinal beam reinforcement plate 220 is added at the connection position of the central channel longitudinal beam 210 to facilitate mechanical fastening. The central channel longitudinal beam reinforcement plate 220 can be specifically designed according to the specific connection position and connection method to meet the structural conditions for mechanical connection and improve assembly flexibility. The central channel longitudinal beam reinforcement plate 220 can be installed at the notch 212 of the central channel longitudinal beam 210 by welding.

[0072] Furthermore, the front reinforcement beam 400 of the center tunnel is connected to the longitudinal beam patch plate 220 of the center tunnel via fasteners (such as bolts), which facilitates the assembly of various components in the center tunnel. On the one hand, accessories such as drive shafts and exhaust system components can be installed first, and then the front reinforcement beam 400 of the center tunnel can be fixed by bolts, ensuring ease of assembly; on the other hand, when different vehicle configurations result in space constraints for accessories such as drive shafts, the front reinforcement beam 400 of the center tunnel with a suitable structural form can be replaced to meet the application needs of different vehicle models.

[0073] Figure 12 and Figure 13 The central channel longitudinal beam 210 shown is located on the left side of the vehicle body, and the central channel longitudinal beam 210 located on the right side of the vehicle body is symmetrically arranged with respect to the longitudinal central axis of the vehicle body, and will not be shown separately in this application.

[0074] In some embodiments, such as Figures 1-6 As shown, the vehicle body structure also includes a central channel housing 230, which includes a top surface 231 and side surfaces 232. The top surface 231 is fitted to the lower surfaces of the two first central channel reinforcing beams 310, and the side surfaces 232 extend from both sides of the top surface 231 to the central channel longitudinal beams 210, defining an installation space below the central channel housing 230.

[0075] The central channel housing 230 forms a rigid closed cavity between the central channel longitudinal beam 210 and the lower front structure, protecting the internally installed components. The central channel housing 230 also connects the various reinforcing structures of the central channel, thus forming an overall load-bearing structure; external forces are transmitted to the first central channel reinforcing beam 310 through the top surface 231 of the housing, and to the central channel longitudinal beam 210 through the side surface 232 of the housing, effectively protecting the internal components from damage by external impact forces.

[0076] In some embodiments, such as Figures 1-6As shown, the front bulkhead assembly 100 also includes two lower front bulkhead members 120, which are located on both sides of the lower front bulkhead reinforcing beam 110. Each lower front bulkhead member 120 connects the lower front bulkhead reinforcing beam 110 to the front end of the central channel longitudinal beam 210 located on the same side. The lower front bulkhead members constitute the longitudinal partition structure between the lower part of the front bulkhead assembly 100 and the cabin, and are connected to the lower front bulkhead reinforcing beam 110 to improve the overall strength of the front bulkhead assembly 100.

[0077] In some embodiments, the lower front bulkhead reinforcing beam 110 has a reinforcing cavity defined inside. Designing the lower front bulkhead reinforcing beam 110 as a structure with an internal cavity can better absorb and buffer external impact forces, improve its own structural strength, prevent deformation under stress, and improve modal stability.

[0078] The lower reinforcing beam 110 of the front bulkhead includes a bottom plate 111. In some embodiments, such as Figure 14 and Figure 16 As shown, the base plate 111 extends rearward to form a central channel assembly 1111, which extends into the central channel housing 230 and abuts against the inner surface of the housing 230. This method creates a stable assembly interface between the lower reinforcing beam of the front bulkhead and the central channel housing, allowing for connections not limited to welding but also using methods such as screws or rivets for fastening. This improves the reliability and ease of assembly, facilitates the positioning or adjustment of components during production, and reduces assembly errors.

[0079] The lower front bulkhead reinforcing beam 110 includes a front panel 112 facing the front of the vehicle body. In some embodiments, such as Figures 14-16 As shown, the front panel 112 extends away from the center of curvature of the lower front bulkhead reinforcement beam 110 to form a front bulkhead assembly 1121. The front bulkhead assembly 1121 is used to assemble and connect with the front bulkhead above the lower front bulkhead reinforcement beam 110 and the two lower front bulkhead components 120 located on both sides of the lower front bulkhead reinforcement beam 110, so that the assembly method is not limited to welding, and fastening connection can also be achieved by means such as screws or rivets.

[0080] In some embodiments, one or more of the following components—the lower front bulkhead reinforcing beam 110, the central channel longitudinal beam 210, the central channel front reinforcing beam 400, the lower front bulkhead component 120, the first central channel reinforcing beam 310, the second central channel reinforcing beam 320, and the third central channel reinforcing beam 330—have internal cavities defined within them.

[0081] By designing the component as a structure with a cavity inside, it has extremely high structural strength, is not prone to deformation and damage when subjected to impact force, and the precision, surface quality, and consistency of the above-mentioned parts are greatly improved compared with traditional stamping steel plates, thereby improving the precision of the body assembly; at the same time, the cavity structure also has a sound insulation effect, improving the NVH comfort of the whole vehicle. The component with a cavity can be formed by an extrusion process.

[0082] In some embodiments, at least one partition is provided in the cavity of each of the above components, dividing the cavity into multiple sub-cavities. By designing the number and arrangement orientation of the partitions, different shapes such as "day" shape and "eye" shape can be formed in the cross-section of the cavity, so that there are multiple force transmission paths in different directions inside the component, improving the strength, stiffness and stability of the part itself. For a larger rectangular cross-section inner cavity, an inverted Y-shaped partition can also be designed to divide it into trapezoidal and triangular sub-cavities, improving the strength and stiffness of the structural part itself. <​​​​​​​​​​​​​​​​​In the above embodiment, the lower component 120 of the front bulkhead is formed with a structure that is high in the front and low in the rear, so that the front side has a large force-bearing area. In the event of a frontal collision, it can effectively resist external impacts, prevent cabin components from intruding into the cockpit, and protect the safety of the people in the cockpit. At the same time, it forms an extended space on the rear side, making full use of the space in the front bulkhead area, increasing the legroom in the cockpit, and improving driving and riding comfort.

[0087] Figure 17 and Figure 18 The lower front bulkhead member 120 shown is located on the right side of the vehicle body. The lower front bulkhead member 120 located on the left side of the vehicle body is symmetrically arranged with respect to the longitudinal centerline of the vehicle body and will not be shown separately in this application.

[0088] This application also provides a vehicle that includes a body structure as described in any of the preceding embodiments, the body structure forming part of the vehicle's frame structure.

[0089] Vehicles with the above-mentioned body structure form a reliable reinforced structure in the central tunnel area, which can provide a stable force transmission path. In the event of a collision, it can effectively decompose and transmit the impact force, improve the ability to resist deformation, effectively improve the body stiffness and modal characteristics, improve the overall vehicle stability, and enhance the overall vehicle collision safety.

[0090] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle body structure, characterized in that, include: A front bulkhead assembly (100) has an opening (101) extending longitudinally through the vehicle body in its lower region to define the front opening of the center channel. Two central channel longitudinal beams (210) extend longitudinally along the vehicle body and are respectively connected at the front ends to the two sides of the front bulkhead assembly (100) near the bottom of the opening (101); Two first central channel reinforcing beams (310) are arranged longitudinally along the vehicle body and correspond to the two central channel longitudinal beams (210) respectively. The front end of each first central channel reinforcing beam (310) is connected to the area of ​​the front bulkhead assembly (100) near the opening (101) above, and the rear end is connected to the corresponding central channel longitudinal beam (210), and is arranged in a straight line inclined from front to back.

2. The vehicle body structure according to claim 1, characterized in that, The front bulkhead assembly (100) includes a lower front bulkhead reinforcing beam (110), which is located at the opening (101) and is adapted to the shape of the opening (101). The middle region of the lower front bulkhead reinforcing beam (110) is bent upward relative to both ends to form a curved section (1101). The two central channel longitudinal beams (210) are respectively connected to both ends of the front bulkhead lower reinforcing beam (110), and the front ends of the two first central channel reinforcing beams (310) are respectively connected to the curved section (1101).

3. The vehicle body structure according to claim 1, characterized in that, It also includes a second central channel reinforcing beam (320), the two ends of which are respectively connected to the two central channel longitudinal beams (210); The rear ends of the two first middle channel reinforcing beams (310) are connected to the second middle channel reinforcing beam (320).

4. The vehicle body structure according to claim 3, characterized in that, It also includes a third middle channel reinforcing beam (330), which connects two first middle channel reinforcing beams (310) and is spaced apart from the second middle channel reinforcing beam (320).

5. The vehicle body structure according to claim 1, characterized in that, It also includes a front reinforcing beam (400) for the central channel, the two ends of which are respectively connected to the front ends of the two longitudinal beams (210) of the central channel.

6. The vehicle body structure according to claim 5, characterized in that, Each of the central channel longitudinal beams (210) has a cavity defined inside, and the front ends of the two central channel longitudinal beams (210) are provided with a notch (212) in the area where they are close to each other; A central channel longitudinal beam reinforcement plate (220) is installed in the notch (212), and mounting holes (221) for connection with fasteners are formed in the central channel longitudinal beam reinforcement plate (220). The end of the central channel front reinforcing beam (400) is fastened to the central channel longitudinal beam reinforcement plate (220) by fasteners.

7. The vehicle body structure according to claim 2, characterized in that, The front bulkhead lower reinforcing beam (110) also includes straight sections (1102) located on both sides of the curved section (1101), and the two straight sections (1102) are arranged far apart from each other from top to bottom; Each of the central channel longitudinal beams (210) includes an extension section (2101) and an expansion section (2102), the extension section (2101) extending longitudinally along the vehicle body, and the expansion section (2102) located at the front end of the extension section (2101) and connected to the bottom of the straight section (1102).

8. The vehicle body structure according to claim 2, characterized in that, It also includes a central channel housing (230), which includes a top surface (231) and a side surface (232); the top surface (231) is attached to the lower surface of the two first central channel reinforcing beams (310), and the side surface (232) extends from both sides of the top surface (231) to the central channel longitudinal beam (210), and an installation space is defined below the central channel housing (230).

9. The vehicle body structure according to claim 8, characterized in that, The front bulkhead lower reinforcing beam (110) has a reinforcing cavity defined inside and includes a bottom plate (111). The bottom plate (111) extends rearward to form a central channel assembly (1111). The central channel assembly (1111) extends into the central channel housing (230) and is abutted against the inner surface of the central channel housing (230).

10. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 1-9, wherein the vehicle body structure constitutes part of the vehicle skeleton structure.

Images