Vehicle body structure and vehicle

Abstract

The application relates to the technical field of vehicle bodies, and provides a vehicle body structure and a vehicle. The vehicle body structure comprises a rocker beam and a body longitudinal beam arranged on the left and right sides of the vehicle body, a front floor middle beam connected between the rocker beams on the two sides, and a body cross beam connected between the body longitudinal beams on the two sides, and a suspension is arranged between the rocker beam and the body longitudinal beam on each side, and the suspension is arranged close to the front floor middle beam. According to the vehicle body structure, the suspension is arranged close to the front floor middle beam and between the rocker beam and the body longitudinal beam, so that, during a collision test, the impact force borne by the rocker beam can be transmitted to the floor framework through the front floor middle beam and to the body longitudinal beam through the suspension, the transmission to the body framework is realized, the impact resistance of the vehicle body is effectively improved, and the safety of the vehicle application is improved.

Description

Technical Field

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

[0002] In existing vehicle body structures, the floor frame typically includes sill beams located on the left and right sides of the vehicle body, as well as crossbeams connecting the sill beams on both sides.

[0003] During side impact tests, existing vehicle bodies exhibit significant deformation in certain areas, making the body structure prone to failure. In particular, the floor is susceptible to large-area tearing, resulting in a decrease in the overall structural strength of the vehicle body, an increase in the amount of intrusion into the vehicle structure, and an increased risk of injury to occupants. Utility Model Content

[0004] In view of this, this application aims to provide a vehicle body structure that can improve the impact resistance of the vehicle side.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A vehicle body structure includes sill beams and longitudinal beams disposed on the left and right sides of the vehicle body, a front floor crossbeam connecting the sill beams on both sides, and a vehicle body crossbeam connecting the longitudinal beams on both sides. Each side of the sill beam and the vehicle body longitudinal beam is provided with a suspension, and the suspension is arranged close to the crossbeam of the front floor.

[0006] Furthermore, a first reinforcing crossbeam is connected between the sill beams on each side and the front floor longitudinal beams near the sill beams on each side, and the first reinforcing crossbeam extends along the left and right direction of the vehicle body. The vehicle body longitudinal beam has a mounting part on one side, and the suspension is installed between the first reinforcing crossbeam and the mounting part.

[0007] Furthermore, a front floor rear crossbeam is connected between the two sill beams, and both the front floor middle crossbeam and the front floor rear crossbeam are provided with a collapse-inducing structure near the sill beam.

[0008] Furthermore, the front floor beam includes an upper beam disposed on the upper side of the floor and a lower beam disposed on the lower side of the floor; The upper crossbeam has a first reinforcing part near the threshold beam, and the upper crossbeam has a second reinforcing part near the central channel of the floor.

[0009] Furthermore, the lower crossbeam includes a lower crossbeam body and a connecting crossbeam connecting the lower crossbeam body and the sill beam; The connecting crossbeam and the lower crossbeam body are connected by an overlap, and the lower surface of the lower crossbeam body is arranged lower than the lower surface of the connecting crossbeam. The collapsible induction structure on the crossbeam of the front floor includes a first collapsible induction structure on the upper crossbeam and a second collapsible induction structure on the lower crossbeam.

[0010] Furthermore, a second reinforcing crossbeam is provided in the middle of the lower crossbeam body along the left-right direction of the vehicle. The second reinforcing crossbeam extends along the left-right direction of the vehicle and crosses the central channel.

[0011] Furthermore, the lower crossbeam body is provided with reinforcing ribs at the middle of the vehicle's left-right direction and on the second reinforcing crossbeam, and the reinforcing ribs extend along the vehicle's left-right direction.

[0012] Furthermore, the lower crossbeam body and the first reinforcing part partially overlap in the left-right direction of the vehicle; The second reinforcing part and the second reinforcing crossbeam partially overlap in the left-right direction of the vehicle.

[0013] Furthermore, the sill beam cavity is provided with a third reinforcing part, the two ends of which respectively abut against both sides of the sill beam along the left-right direction of the vehicle, and the third reinforcing part extends along the front-rear direction of the vehicle; and / or, The longitudinal beam of the vehicle body is provided with a plurality of fourth reinforcing parts, which are arranged at intervals around the center line of the longitudinal beam of the vehicle body along the length direction of the cavity, and each of the fourth reinforcing parts extends along the front-rear direction of the vehicle.

[0014] Compared with related technologies, this application has the following advantages: (1) The vehicle body structure described in this application, by arranging a suspension near the front floor crossbeam and placing the suspension between the sill beam and the vehicle body longitudinal beam, allows the impact force on the sill beam to be transmitted to the floor frame through the front floor crossbeam and to the vehicle body longitudinal beam through the suspension during the collision test, thereby achieving the transmission to the vehicle body frame. This increases the force transmission path of the sill beam, effectively improves the impact resistance of the vehicle body, and thus improves the safety of vehicle application.

[0015] (2) The first reinforcing crossbeam extends along the left and right direction of the vehicle body, connecting the sill beam and the front floor longitudinal beam. This effectively improves the overall rigidity of the vehicle chassis and reduces the deformation of the vehicle body caused by uneven road surfaces or other factors during driving. The mounting bracket is installed between the first reinforcing crossbeam and the mounting part, which is structurally convenient and allows the side impact force on the sill beam to be transmitted to the vehicle body longitudinal beam through the first reinforcing crossbeam, the mounting bracket, and the mounting part, thereby effectively improving the impact resistance of the vehicle body side.

[0016] (3) The rear crossbeam of the front floor extends along the left and right direction of the vehicle and connects to the sill beams on both sides, forming a lateral force transmission channel. This increases the structural strength of the middle part of the vehicle body, making the chassis more stable and reducing vehicle body deformation caused by uneven road surfaces or other factors during driving. Both the middle crossbeam and the rear crossbeam of the front floor are equipped with induced collapse structures near the sill beams, so that the two lateral force transmission channels can deform in tandem, effectively reducing floor tearing.

[0017] (4) The front floor crossbeam is divided into upper and lower crossbeams, and a first and second reinforcement is added to the key stress parts. Through layered reinforcement and local reinforcement, the front floor crossbeam has high rigidity at the connection with the two key areas of the door sill beam and the central tunnel. This can ensure the stability of force transmission during side collisions and support the load around the central tunnel, thus comprehensively improving the vehicle body structure performance.

[0018] (5) The lower crossbeam adopts a design of overlapping the lower crossbeam body and the connecting crossbeam. Combined with the induced collapse structure set on the upper and lower crossbeams respectively, it can achieve controllable deformation and energy absorption during collision, and can further optimize the collision safety performance through layered collapse.

[0019] (6) A second reinforcing beam is set in the middle of the lower crossbeam body, which crosses the central channel. The front floor crossbeam and the central channel can be firmly connected by transverse through reinforcement, and a transverse force transmission network is formed at the same time. This greatly improves the overall torsional stiffness and bending resistance of the lower body, increases the force transmission path, and effectively disperses the impact force during a collision, thus better protecting the central channel.

[0020] (7) Reinforcing ribs extending in the left and right directions are provided in the middle of the lower crossbeam and the second reinforcing crossbeam. This can significantly improve the bending and torsional stiffness of the crossbeam by optimizing the cross-sectional shape without increasing the weight, while strengthening the connection stability of the two and further consolidating the lateral support frame in the middle of the lower body.

[0021] (8) The lower crossbeam body and the first reinforcing part, the second reinforcing part and the second reinforcing crossbeam are partially overlapped in the left and right directions of the whole vehicle. The overlap allows the stiffness of different structures to complement each other, so that the lower crossbeam can be bent at the overlap position without structural failure.

[0022] (9) A third reinforcing part is provided in the sill beam cavity, extending in the front-rear direction and abutting the left and right side walls at both ends. This can transform the hollow cavity structure in the sill beam into a rigid support structure, greatly improving the sill beam's resistance to bending and compression. Multiple fourth reinforcing parts extending in the front-rear direction can form a multi-directional support skeleton inside the cavity of the vehicle body longitudinal beam, transforming the hollow structure of the vehicle body longitudinal beam into a multi-compartment rigid structure, greatly improving the longitudinal beam's resistance to torsion and bending.

[0023] Another object of this application is to provide a vehicle that includes the body structure described above.

[0024] The vehicle described in this application, by applying the above-mentioned body structure, allows the impact force received by the middle of the sill beam to be transmitted to the floor frame and body frame through the sill beam during the vehicle's crash test. The arrangement of two force transmission channels can effectively improve the vehicle's impact resistance and thus enhance the safety of the vehicle's application. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application; Figure 2 For along Figure 1 Cross-sectional view of line AA; Figure 3 As described in the embodiments of this application; Figure 4 This is a schematic diagram of the suspension mounting position as described in the embodiments of this application; Figure 5 This is a partial structural schematic diagram of the upper crossbeam described in an embodiment of this application; Figure 6 for Figure 5 Exploded view; Figure 7 This is a partial structural schematic diagram of the lower crossbeam described in an embodiment of this application; Figure 8 This is an exploded view of the partial structure of the lower crossbeam and the second reinforcing beam after assembly, as described in the embodiment of this application. Figure 9 This is a schematic diagram of the structure of the third reinforcing part described in the embodiment of this application; Figure 10 This is a schematic diagram of the structure of the fourth reinforcing part described in the embodiment of this application.

[0026] Explanation of reference numerals in the attached figures: 1. Threshold beam; 101. Third reinforcement section; 2. Vehicle body longitudinal beams; 201. Mounting section; 202. Fourth reinforcement section; 3. Front floor crossbeam; 301. Upper crossbeam; 302. Lower crossbeam; 303. First reinforcing section; 304. Second reinforcing section; 3021. Lower crossbeam main body; 3022. Connecting crossbeam; 5. Front floor and rear crossbeam; 6. First reinforcing crossbeam; 7. Second reinforcing crossbeam; 8. Floor; 801. Central aisle; 9. Front floor longitudinal beam; a. Induced collapse structure; a01. First induced collapse structure; a02. Second induced collapse structure; b. Reinforcing ribs. Detailed Implementation

[0027] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0029] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0031] 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. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0032] In the accompanying drawings of this application, the front-rear direction refers to the front-rear direction of the vehicle, which usually refers to the length direction of the vehicle; the left-right direction refers to the left-right direction of the vehicle, which usually refers to the width direction of the vehicle; and the up-down direction refers to the height direction of the vehicle. In the drawings: the arrow points forward to the front of the vehicle, the arrow points backward to the rear of the vehicle, the arrow points upward to the top of the vehicle, and the arrow points downward to the bottom of the vehicle.

[0033] Sitting in the driver's seat facing the front of the car, the side with your left hand is the left side, and the side with your right hand is the right side. In the attached diagram, the left arrow points to the left side of the vehicle, and the right arrow points to the right side. The terms "inner" and "outer" are relative. "Inner" refers to the interior space of the vehicle, while "outer" refers to the outside of the vehicle, that is, the area away from the interior space.

[0034] 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.

[0035] An embodiment of the first aspect of this application provides a vehicle body structure that can effectively improve the impact resistance of the vehicle body side by improving the structure of the front floor crossbeam, sill beam and body longitudinal beam in the floor frame.

[0036] In related technologies, the floor frame generally includes sill beams located on the left and right sides of the vehicle body, and crossbeams connecting the sill beams on both sides.

[0037] In high-speed side impact tests, the 32km / h side pole impact test in C-NCAP (China-New Car Assessment Program) is quite stringent. During the test, the vehicle needs to impact a rigid pole with a diameter of 254mm at a 75° angle at a speed of 32.5km / h.

[0038] Because the rigid pillar has a small diameter and the vehicle travels at a high speed, the contact area between the vehicle and the rigid pillar is relatively small, resulting in large deformation in some areas of the vehicle body. This makes the vehicle body structure prone to failure, especially the floor, which is prone to large-area tearing. This leads to a decrease in the overall structural strength of the vehicle body, an increase in the amount of intrusion into the vehicle body structure, and an increased risk of injury to occupants.

[0039] In view of this, in order to overcome the shortcomings of the related technologies, the vehicle body structure of this embodiment combines... Figure 1 and Figure 2 As shown, the overall design includes sill beams 1 and body longitudinal beams 2 placed on the left and right sides of the vehicle body, a front floor crossbeam 3 connecting the sill beams 1 on both sides, and a body crossbeam connecting the body longitudinal beams 2 on both sides.

[0040] It should be noted that the vehicle body structure in this embodiment specifically relates to a non-load-bearing vehicle body structure. Specifically, the sill beam 1 and the front floor crossbeam 3 belong to the floor frame structure and can be referenced from related technologies, while the vehicle longitudinal beam 2 and the vehicle crossbeam belong to the vehicle frame structure and can also be referenced from related technologies.

[0041] In this application, a mounting bracket is provided between the sill beam 1 and the longitudinal beam 2 on each side, and the mounting bracket is arranged close to the central crossbeam 3 of the front floor. That is to say, two mounting brackets are added: one between the left sill beam 1 and the longitudinal beam 2, and one between the right sill beam 1 and the longitudinal beam 2. The structure of the mounting bracket can use existing structures, such as rubber mounting brackets or hydraulic mounting brackets.

[0042] The vehicle body structure described in this application, by arranging a suspension near the front floor crossbeam 3 and placing the suspension between the sill beam 1 and the vehicle body longitudinal beam 2, allows the impact force on the sill beam 1 to be transmitted not only to the floor frame through the front floor crossbeam 3 but also to the vehicle body longitudinal beam 2 through the suspension during a crash test. This increases the force transmission path of the sill beam 1, effectively improving the vehicle body's impact resistance and thus enhancing the safety of vehicle applications.

[0043] To facilitate the overall layout, combined with Figure 3 As shown, in some exemplary embodiments, a first reinforcing crossbeam 6 is connected between each side sill beam 1 and the front floor longitudinal beam 9 adjacent to each side sill beam 1, and the first reinforcing crossbeam 6 extends along the left-right direction of the vehicle body. A mounting part 201 is provided on one side of the vehicle body longitudinal beam 2, which is suspended between the first reinforcing crossbeam 6 and the mounting part 201.

[0044] like Figure 4 The diagram illustrates the structure on the right side of the vehicle body, showing the specific installation structure of the suspension. The structure is symmetrical on both sides of the vehicle body, and the explanation here will focus on the structure on the right side of the vehicle body.

[0045] The first reinforcing crossbeam 6 is made of steel plate and extends along the left and right direction of the vehicle body, connecting the sill beam 1 and the front floor longitudinal beam 9. In the specific arrangement, the first reinforcing crossbeam 6 is placed on the underside of the floor for easy installation of the suspension. The front and rear sides of the first reinforcing crossbeam 6 are welded to the floor, and the left and right sides of the first reinforcing crossbeam 6 are welded to the sill beam 1 and the front floor longitudinal beam 9 respectively, which can better ensure the structural strength of the installation.

[0046] In a preferred embodiment, the first reinforcing crossbeam 6 is arranged on the front side of the crossbeam 3 in the front floor, and the first reinforcing crossbeam 6 is arranged adjacent to the crossbeam 3 in the front floor, which can effectively improve the overall rigidity of the vehicle chassis and reduce the deformation of the vehicle body caused by uneven road surface or other factors during driving.

[0047] In the event of a side collision, the first reinforcing crossbeam 6 can serve as an important force transmission component, transferring the collision force from the sill beam 1 to the front floor longitudinal beam 9, and then dispersing the force to other parts of the vehicle body through the longitudinal beam, thereby increasing the ability to transmit and disperse collision force and improving the safety of the vehicle in a side collision.

[0048] In this application, by arranging the first reinforcing crossbeam 6, it forms three lateral force transmission channels with the front floor middle crossbeam 3 and the front floor rear crossbeam 5. The three can jointly bear the lateral impact force transmitted by the sill beam 1, thereby effectively preventing the deformation of the vehicle body frame and the tearing of the floor.

[0049] To ensure the structural strength of the suspension mounting section 201, in a preferred embodiment, the first reinforcing beam 6 includes a reinforcing beam body and a suspension mounting plate that forms a cavity with the reinforcing beam body. Furthermore, a reinforcing member is installed within this cavity to strengthen the connection between the suspension and the suspension mounting plate.

[0050] For example, the suspension is connected to the first reinforcing beam 6 by a screw, and a sleeve connected to bolts can be fixedly installed inside the cavity to effectively ensure the connection strength between the suspension and the first reinforcing beam 6.

[0051] As for the aforementioned mounting part 201, its structure can refer to the suspension mounting bracket in related technologies. The mounting part 201 is fixed to the side of the vehicle body longitudinal beam 2 facing outward along the left and right direction of the whole vehicle by welding or bolting, so as to ensure the structural strength of the suspension mounting position.

[0052] The suspension is installed between the first reinforcing crossbeam 6 and the mounting part 201, which is convenient in terms of structure and allows the side impact force on the sill beam 1 to be transmitted to the vehicle body longitudinal beam 2 through the first reinforcing crossbeam 6, the suspension and the mounting part 201, thereby effectively improving the impact resistance of the vehicle body side.

[0053] In addition, the suspension can better perform its role in vibration reduction and noise reduction because the first reinforcing beam 6 has high rigidity and can provide a stable mounting base for the suspension, making it more effective in absorbing vibration and noise.

[0054] To ensure the structural strength of the floor frame, in some exemplary embodiments, a front floor rear crossbeam 5 is connected between the two side threshold beams 1, and both the front floor middle crossbeam 3 and the front floor rear crossbeam 5 are provided with a collapse-inducing structure a near the threshold beam 1.

[0055] It should be noted that the structure of the front floor and rear crossbeam 5 can refer to the structure in the relevant technology. The front floor and rear crossbeam 5 extends along the left and right direction of the whole vehicle and connects the door sill beams 1 on both sides, which can form a lateral force transmission channel, increase the structural strength of the middle of the vehicle body, make the chassis more stable, and can better reduce the deformation of the vehicle body caused by uneven road surface or other factors during driving.

[0056] When a vehicle collision occurs, the rear crossbeam 5 of the front floor can transfer the impact force from the sill beam 1 to other parts of the vehicle body. Working together with structures such as the front floor longitudinal beam 9, it forms a complete force transmission system, allowing the impact force to be more effectively dispersed and transmitted, reducing the localized stress on the vehicle body, and thus improving vehicle collision safety. like Figure 4 , Figure 6 and Figure 8 As shown, both the front floor beam 3 and the front floor rear beam 5 are equipped with induced collapse structure a near the threshold beam 1, so that the two transverse force transmission channels can deform in coordination, effectively preventing the floor 8 from tearing.

[0057] When a vehicle is involved in a collision, the induced crumple zone a will deform and collapse preferentially according to the design, absorbing a large amount of impact energy through its own plastic deformation, reducing the transmission of collision force to other critical parts of the vehicle body, and better protecting the safety of the occupants.

[0058] The induced crumple zone structure a can guide the direction of impact force transmission, causing the vehicle body to deform in a predetermined manner, avoiding irregular deformation, thereby ensuring sufficient survival space inside the vehicle and preventing excessive intrusion of body parts into the vehicle, which could cause injury to the occupants.

[0059] In this application, the induced collapse structure a provided on the front floor middle crossbeam 3 and the front floor rear crossbeam 5 is used to guide the force to be transmitted along the left and right direction of the whole vehicle. During the force transmission process, the part where the induced collapse structure a is provided collapses first, so that the parts of the front floor middle crossbeam 3 and the front floor rear crossbeam 5 near the door sill beam 1 can deform together, thereby effectively preventing the floor from tearing.

[0060] To effectively ensure the structural strength of the crossbeam 3 in the front floor, refer to... Figures 4 to 8 As shown, in some exemplary embodiments, the front floor beam 3 includes an upper beam 301 located on the upper side of the floor 8 and a lower beam 302 located on the lower side of the floor 8. The upper beam 301 has a first reinforcing part 303 near the threshold beam 1 and a second reinforcing part 304 near the central passage 801 of the floor 8.

[0061] In a preferred embodiment, both the first reinforcing part 303 and the second reinforcing part 304 extend along the left-right direction of the vehicle. Cavities are formed between the first reinforcing part 303 and the upper crossbeam 301, and between the second reinforcing part 304 and the upper crossbeam 301. The cavities extend along the left-right direction of the vehicle, thereby effectively ensuring the structural strength of the connection between the upper crossbeam 301 and the middle channel 801, as well as the structural strength of the connection between the upper crossbeam 301 and the sill beam 1.

[0062] In the above implementation, the front floor crossbeam 3 is divided into two layers: an upper crossbeam 301 and a lower crossbeam 302. A first reinforcing part 303 and a second reinforcing part 304 are added to the key stress-bearing parts. Through layered reinforcement and local reinforcement, the front floor crossbeam 3 can simultaneously have high rigidity at the connection points with the two key areas of the sill beam 1 and the central tunnel 801. This can ensure the stability of force transmission during side collisions and support the load around the central tunnel 801, thus comprehensively improving the vehicle body structure performance.

[0063] In the above implementation, the upper crossbeam 301 directly bears the load on the upper side of the floor 8, and also serves as the upper channel for transmitting force from the sill beam 1 to the center of the vehicle body during a side collision. The lower crossbeam 302 bears the load on the lower side of the floor 8, serves as the lower channel for transmitting force from the sill beam 1 to the center of the vehicle body, and together with the upper crossbeam 301, forms a double-layer force transmission channel structure, which together improves the overall torsional and bending resistance of the front floor crossbeam 3.

[0064] The central tunnel 801 is the longitudinal spine of the floor 8. The part of the front floor crossbeam 3 near the central tunnel 801 needs to bear the lateral load and the installation load of some components at the same time. The setting of the second reinforcement 304 can effectively improve the local bending resistance of the area adjacent to the central tunnel 801, and at the same time, the overall torsional rigidity of the vehicle body can also be effectively improved.

[0065] The connection between the front floor crossbeam 3 and the sill beam 1 is also a key force transmission node during a side collision. The first reinforcement 303 can effectively improve the rigidity of this connection. During a side collision, the collision force can be transmitted not only through the upper crossbeam 301, but also quickly through the first reinforcement 303 to the upper crossbeam 301, and then diffused to the central tunnel 801 and other parts of the vehicle body. This can effectively reduce the intrusion of the sill beam 1, thereby effectively protecting the safety of the occupants' legs.

[0066] like Figure 7 and Figure 8 As shown, in some exemplary embodiments, the lower crossbeam 302 includes a lower crossbeam body 3021 and a connecting crossbeam 3022 connecting the lower crossbeam body 3021 and the sill beam 1. Combined with Figure 1 and Figure 2As shown, the connecting beam 3022 and the lower beam body 3021 are connected by an overlap, and the lower surface of the lower beam body 3021 is arranged lower than the lower surface of the connecting beam 3022.

[0067] The lower crossbeam body 3021 bears the main load of the lower part and serves as the basic frame of the lower crossbeam 302. Together with the upper crossbeam 301, it enhances the overall torsional resistance of the front floor crossbeam 3. The connecting crossbeam 3022 serves as a transitional connector between the lower crossbeam body 3021 and the sill beam 1. It can transfer the load between the two and deform preferentially during a collision to prevent the lower crossbeam body 3021 from breaking prematurely.

[0068] like Figure 2 In the left-right direction of the vehicle, the overlap length L2 between the connecting crossbeam 3022 and the lower crossbeam body 3021 is between 55mm and 65mm, such as 55mm, 60mm, 65mm, etc. Three rows of welding points are arranged at the overlap, each row of welding points includes multiple welding points spaced apart along the left-right direction of the vehicle, and the three rows of welding points are spaced apart along the front-rear direction of the vehicle.

[0069] The lower surface of the lower crossbeam body 3021 is positioned at a height h between 7mm and 8mm below the lower surface of the connecting crossbeam 3022, such as 7mm, 7.5mm, or 8mm. The lower surface of the connecting crossbeam 3022 is positioned higher, allowing it to collapse by bending upwards during a collision.

[0070] It should be noted that the induced collapse structure a on the front floor crossbeam 3 includes a first induced collapse structure a01 on the upper crossbeam 301 and a second induced collapse structure a02 on the lower crossbeam 302. In the left-right direction of the vehicle, the second induced collapse structure a02 is arranged closer to the sill beam 1 than the first induced collapse structure a01, which can form a progressively collapsible structure.

[0071] In the above implementation, the lower crossbeam 302 adopts an overlapping design of the lower crossbeam body 3021 and the connecting crossbeam 3022. Combined with the induced collapse structure a set on the upper crossbeam 301 and the lower crossbeam 302 respectively, it can achieve controllable deformation and energy absorption during collision, and can further optimize the collision safety performance through layered collapse.

[0072] like Figure 7 and Figure 8 As shown, in some exemplary embodiments, the lower crossbeam body 3021 is provided with a second reinforcing crossbeam 7 at the middle of the vehicle in the left-right direction. The second reinforcing crossbeam 7 extends in the left-right direction of the vehicle and is arranged across the central passage 801 of the floor 8.

[0073] In a preferred embodiment, the second reinforcing beam 7 is disposed within the space enclosed by the lower beam body 3021 and the floor 8, and the second reinforcing beam 7 conforms to the shape of the lower beam body 3021 located below the central channel 801, so that the second reinforcing beam 7 fits against the side of the lower beam body 3021 facing the floor 8.

[0074] Here, a second reinforcing crossbeam 7 is set in the middle of the lower crossbeam body 3021, crossing the central channel 801. Through transverse reinforcement, the front floor central crossbeam 3 and the central channel 801 are firmly connected, forming a transverse force transmission network. This significantly improves the overall torsional stiffness and bending resistance of the lower body, increases the force transmission path, effectively disperses the impact force during a collision, and better prevents deformation of the central channel 801.

[0075] The central channel 801 is the longitudinal core of the floor 8. The second reinforcing beam 7 assists the lower beam body 3021 to form a lateral support for the central channel 801 from the bottom, which can prevent the central channel 801 from local dents and deformations due to long-term vertical loads, and can better withstand the impact force transmitted to this position.

[0076] After the collision force is transmitted from the sill beam 1 to the lower crossbeam body 3021, it can be transmitted through the second reinforcing crossbeam 7. Part of it is transmitted along the second reinforcing crossbeam 7 to the middle channel 801, and then diffused to the front and rear of the vehicle body through the middle channel 801. The other part continues to be transmitted along the lower crossbeam body 3021 to the opposite side of the vehicle body, forming a two-way force transmission channel.

[0077] Continue to refer to Figure 7 and Figure 8 As shown, in some exemplary embodiments, the lower crossbeam body 3021 is provided with reinforcing ribs b in the middle of the vehicle's left-right direction and the second reinforcing crossbeam 7. The reinforcing ribs b extend in the vehicle's left-right direction, and the length of the reinforcing ribs b in the vehicle's left-right direction is close to the size of the central channel 801 in the vehicle's left-right direction, so as to further enhance the structural strength of the lower crossbeam body 3021 and the second reinforcing crossbeam 7.

[0078] In this embodiment, reinforcing ribs b extending in the left and right direction are provided in the middle of the lower crossbeam body 3021 and on the second reinforcing crossbeam 7. The reinforcing ribs b on the lower crossbeam body 3021 are formed by a partial indentation of the lower crossbeam body 3021 to one side, and the reinforcing ribs b on the second reinforcing crossbeam 7 are formed by a partial indentation of the second reinforcing crossbeam 7 to one side. This can significantly improve the bending and torsional stiffness of the crossbeams by optimizing the cross-sectional shape without increasing the weight, while strengthening the connection stability of the two and further consolidating the lateral support frame in the middle of the lower vehicle body.

[0079] In some exemplary embodiments, the lower crossbeam body 3021 and the first reinforcing part 303 partially overlap in the left-right direction of the vehicle. For example... Figure 2 As shown, in the left-right direction of the whole vehicle, the overlap length L1 between the lower crossbeam body 3021 and the first reinforcing part 303 is between 15mm and 20mm, such as 15mm, 18mm, 20mm, etc.

[0080] It should be noted that the first induced collapse structure a01 on the aforementioned upper crossbeam 301 is arranged near the overlapping part of the lower crossbeam body 3021 and the first reinforcing part 303, so that the crossbeam 3 in the front floor can be bent at the overlapping part.

[0081] The second reinforcing section 304 and the second reinforcing crossbeam 7 partially overlap in the left-right direction of the vehicle, and the overlap distance is relatively long. At the same time, the upper crossbeam 301 and the second reinforcing crossbeam 7 also partially overlap in the left-right direction of the vehicle. The overlap length L3 is between 18mm and 25mm, such as 18mm, 20mm, 22mm, 25mm, etc. This double-overlapping structure can prevent the crossbeam 3 in the front floor from bending and deforming at this point, effectively preventing the floor 8 from cracking.

[0082] The lower crossbeam body 3021 and the first reinforcing part 303, the second reinforcing part 304 and the second reinforcing crossbeam 7 are partially overlapped in the left and right direction of the whole vehicle. The overlap allows the stiffness of different structures to complement each other, so that the lower crossbeam 302 can be bent at the overlap position without structural failure.

[0083] In some exemplary embodiments, the sill beam 1 has a third reinforcing part 101 inside its cavity. The two ends of the third reinforcing part 101 abut against the two sides of the sill beam 1 along the left-right direction of the whole vehicle, and the third reinforcing part 101 extends along the front-rear direction of the whole vehicle.

[0084] Depend on Figure 1 , Figure 2 Combination Figure 9 As shown, a third reinforcing part 101 is provided in the cavity of the sill beam 1, which extends in the front-rear direction and abuts against the left and right side walls at both ends. This can transform the hollow cavity structure in the sill beam 1 into a rigid support structure, which greatly improves the bending and compression resistance of the sill beam 1. In particular, it can effectively reduce the amount of intrusion during side collisions and protect the occupant's legs and the bottom parts of the vehicle body.

[0085] The third reinforcing part 101 extends in the front-to-back direction and closely abuts against the left and right side walls of the sill beam 1 on both sides, forming a longitudinal support column inside the cavity. When there is a collision, it can disperse the lateral extrusion force and effectively prevent the cavity of the sill beam 1 from being crushed.

[0086] In a preferred embodiment, the third reinforcing part 101 includes a reinforcing plate with a "U"-shaped cross-section, and the side of the third reinforcing part 101 with an opening faces the inside of the vehicle. Taking the structure inside the right sill beam 1 as an example, the side of the third reinforcing part 101 with an opening faces the left, so that the impact force borne by the right side of the third reinforcing part 101 can be transmitted to the left through two transmission paths, thereby effectively preventing damage to the sill beam 1.

[0087] Depend on Figure 1 , Figure 2 Combination Figure 10 As shown, in some exemplary embodiments, the cavity of the vehicle body longitudinal beam 2 is provided with a plurality of fourth reinforcing parts 202, which are arranged at intervals around the centerline of the cavity of the vehicle body longitudinal beam 2, and each fourth reinforcing part 202 extends along the front-rear direction of the vehicle.

[0088] Multiple fourth reinforcing parts 202 are arranged around the center line and extended in the front-rear direction in the cavity of the longitudinal beam 2. This can form a multi-directional support frame inside the cavity of the longitudinal beam 2, transforming the hollow structure of the longitudinal beam 2 into a rigid structure with multiple compartments. This significantly improves the longitudinal beam's resistance to torsion and bending, while ensuring that the longitudinal beam can collapse and absorb energy according to the design path during a collision, thus balancing vehicle handling stability and collision safety.

[0089] In a preferred embodiment, the cavity of the longitudinal beam 2 is approximately square, and the fourth reinforcing part 202 is an L-shaped reinforcing plate, with four fourth reinforcing parts 202 in total. The four fourth reinforcing parts 202 are respectively located at the four edges of the cavity of the longitudinal beam 2, thereby dividing the cavity within the longitudinal beam 2 into five cavities, as detailed in the following reference. Figure 2 As shown, this can effectively improve the structural strength and impact resistance of the vehicle body longitudinal beam 2.

[0090] It should be understood that the number of the fourth enhanced section 202 can be four, three, five, etc.

[0091] It is worth noting that, regarding the vehicle body structure of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 4 As shown, it includes, for example, sill beams 1 and body longitudinal beams 2 located on the left and right sides of the vehicle body, a front floor crossbeam 3 connecting the sill beams 1 on both sides, and a body crossbeam connecting the body longitudinal beams 2 on both sides.

[0092] Each side of the sill beam 1 and the body longitudinal beam 2 is provided with a suspension, and the suspension is arranged close to the front floor crossbeam 3. Each side of the sill beam 1 and the front floor longitudinal beam 9 close to each side of the sill beam 1 are connected by a first reinforcing crossbeam 6, which extends along the left and right direction of the vehicle body; a mounting part 201 is provided on one side of the body longitudinal beam 2, and the suspension is installed between the first reinforcing crossbeam 6 and the mounting part 201.

[0093] The front floor and rear crossbeam 5 are connected between the threshold beams 1 on both sides. The front floor middle crossbeam 3 and the front floor rear crossbeam 5 are both equipped with induced collapse structure a near the threshold beam 1.

[0094] In the preferred embodiment of the above vehicle body structure, the specific setting and arrangement of the front floor crossbeam 3, sill beam 1, and vehicle longitudinal beam 2 can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the front floor crossbeam 3, sill beam 1, and vehicle longitudinal beam 2 can also be referred to the descriptions in the above exemplary embodiments.

[0095] An embodiment of the second aspect of this application provides a vehicle that includes the body structure described above.

[0096] The vehicle described in this application, by applying the above-mentioned body structure, allows the impact force received by the middle of the sill beam 1 to be transmitted to the floor frame and body frame through the sill beam 1 during the vehicle's crash test. The arrangement of the two force transmission channels can effectively improve the vehicle's impact resistance and thus enhance the safety of the vehicle's application.

[0097] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A vehicle body structure, characterized in that: It includes a door sill beam (1) and a body longitudinal beam (2) located on the left and right sides of the vehicle body, a front floor crossbeam (3) connecting the door sill beams (1) on both sides, and a body crossbeam connecting the body longitudinal beams (2) on both sides. Each side of the sill beam (1) and the vehicle body longitudinal beam (2) is provided with a suspension, and the suspension is arranged close to the front floor crossbeam (3).

2. The vehicle body structure according to claim 1, characterized in that: A first reinforcing crossbeam (6) is connected between the sill beam (1) on each side and the front floor longitudinal beam (9) near the sill beam (1) on each side. The first reinforcing crossbeam (6) extends along the left and right direction of the vehicle body. The vehicle body longitudinal beam (2) has a mounting part (201) on one side, and the suspension is installed between the first reinforcing crossbeam (6) and the mounting part (201).

3. The vehicle body structure according to claim 1, characterized in that: The front floor rear crossbeam (5) is connected between the threshold beams (1) on both sides. Both the front floor middle crossbeam (3) and the front floor rear crossbeam (5) are provided with induced collapse structure (a) near the threshold beam (1).

4. The vehicle body structure according to claim 3, characterized in that: The front floor beam (3) includes an upper beam (301) located on the upper side of the floor (8) and a lower beam (302) located on the lower side of the floor (8). The upper crossbeam (301) is provided with a first reinforcing part (303) near the threshold beam (1), and the upper crossbeam (301) is provided with a second reinforcing part (304) near the central channel (801) of the floor (8).

5. The vehicle body structure according to claim 4, characterized in that: The lower crossbeam (302) includes a lower crossbeam body (3021) and a connecting crossbeam (3022) connecting the lower crossbeam body (3021) and the sill beam (1). The connecting crossbeam (3022) and the lower crossbeam body (3021) are connected by an overlap, and the lower surface of the lower crossbeam body (3021) is arranged lower than the lower surface of the connecting crossbeam (3022). The induced collapse structure (a) on the crossbeam (3) of the front floor includes a first induced collapse structure (a01) on the upper crossbeam (301) and a second induced collapse structure (a02) on the lower crossbeam (302).

6. The vehicle body structure according to claim 5, characterized in that: The lower crossbeam body (3021) is provided with a second reinforcing crossbeam (7) in the middle of the vehicle in the left-right direction. The second reinforcing crossbeam (7) extends in the left-right direction of the vehicle and is arranged across the middle channel (801).

7. The vehicle body structure according to claim 6, characterized in that: The lower crossbeam body (3021) is provided with reinforcing ribs (b) in the middle of the vehicle's left-right direction and on the second reinforcing crossbeam (7), and the reinforcing ribs (b) extend in the vehicle's left-right direction.

8. The vehicle body structure according to claim 6, characterized in that: The lower crossbeam body (3021) and the first reinforcing part (303) partially overlap in the left-right direction of the whole vehicle; The second reinforcing part (304) and the second reinforcing crossbeam (7) partially overlap in the left-right direction of the whole vehicle.

9. The vehicle body structure according to any one of claims 1-8, characterized in that: The sill beam (1) has a third reinforcing part (101) inside its cavity. The two ends of the third reinforcing part (101) abut against both sides of the sill beam (1) along the left-right direction of the vehicle, and the third reinforcing part (101) extends along the front-rear direction of the vehicle; and / or, The body longitudinal beam (2) has a plurality of fourth reinforcing parts (202) inside its cavity. The plurality of fourth reinforcing parts (202) are arranged at intervals around the center line of the body longitudinal beam (2) in the length direction of the cavity. Each of the fourth reinforcing parts (202) extends along the front-rear direction of the whole vehicle.

10. A vehicle, characterized in that: The vehicle includes the body structure as described in any one of claims 1-9.

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