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 left and right door sill beams arranged oppositely, floor longitudinal beams arranged on the side of each side door sill beam close to the vehicle interior, and a middle channel located between the two floor longitudinal beams; at least two seat cross beams are arranged at intervals between each side door sill beam and the middle channel, a reinforcing cross beam is arranged between the two floor longitudinal beams and crosses the middle channel, and the reinforcing cross beam is located between two adjacent seat cross beams. According to the application, the reinforcing cross beam is arranged and crosses the middle channel, so that the two floor longitudinal beams, the middle channel and the reinforcing cross beam form an integral stress frame, which helps to improve the structural strength of the vehicle body structure. When the door sill beams and the seat cross beams absorb energy and collapse and press the floor longitudinal beams, the reinforcing cross beam can form a force transmission channel between the two floor longitudinal beams and the middle channel, which helps to reduce the deformation of the collision side floor longitudinal beam and is beneficial to improving the safety of the vehicle.

Description

Technical Field

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

[0002] Vehicle body structure is a key factor affecting vehicle safety. The vehicle structure is usually tested through side pole impact tests to assess its safety under conditions of small contact area and high impact force.

[0003] In related technologies, the vehicle body structure includes the vehicle floor and sill beams connected to the vehicle floor and located on both sides in the vehicle width direction. As such, under the condition of a side pole impact, the deformation of the sill beams can easily lead to a large amount of intrusion into the vehicle body structure, which is not conducive to improving vehicle safety. Utility Model Content

[0004] In view of this, this application aims to propose a vehicle body structure that helps reduce intrusion into the vehicle body structure and improves vehicle safety.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A vehicle body structure includes sill beams arranged opposite each other on the left and right sides, floor longitudinal beams disposed on the side of each sill beam closer to the interior of the vehicle, and a central passage located between the two floor longitudinal beams. At least two seat crossbeams are provided at intervals between the threshold beams on each side and the central passage. A reinforcing crossbeam is provided across the central passage between the floor longitudinal beams on both sides, and the reinforcing crossbeam is located between two adjacent seat crossbeams.

[0006] Furthermore, at least one of the seat beams is provided with a seat reinforcement plate, one end of which is connected to the central channel, and the other end is provided with a preset distance from the sill beam.

[0007] Furthermore, both of the seat crossbeams are provided with seat reinforcement plates, and the front seat reinforcement plate has an upward protruding boss at one end near the sill beam; the rear seat reinforcement plate has a collapsible groove on its side.

[0008] Furthermore, corresponding to at least one of the seat crossbeams, a channel reinforcement plate is provided in the central channel, and the channel reinforcement plate is connected between the left and right sides of the central channel; when viewed in the left-right direction of the whole vehicle, the channel reinforcement plate and the corresponding seat crossbeam are at least partially overlapped, and / or, when viewed in the up-down direction of the whole vehicle, the channel reinforcement plate and the corresponding seat crossbeam are partially overlapped.

[0009] Furthermore, the middle part of the central channel protrudes upward in the width direction, forming a groove with a bottom opening in the central channel; the middle part of the reinforcing beam in the length direction has an upward protruding part, the protruding part is located in the groove, and the protruding part is connected to the central channel and forms a cavity.

[0010] Furthermore, at least one of the threshold beams is provided with a reinforcing beam, the reinforcing beam extending along the length direction of the threshold beam, and the reinforcing beam is made of extruded aluminum.

[0011] Furthermore, the reinforcing beam includes an outer portion near the outside of the vehicle and an inner portion located on the outer portion near the inside of the vehicle; the projection of the outer portion in the left-right direction of the vehicle is located within the projection of the inner portion, and / or the cross-section of the outer portion is a trapezoid with a height that gradually increases from the outside of the vehicle to the inside of the vehicle, and the cross-section of the outer portion is rectangular.

[0012] Furthermore, a rear floor crossbeam is connected between the two sill beams, and the rear floor crossbeam and the floor longitudinal beam are located on the upper and lower sides of the vehicle body floor, respectively; the floor longitudinal beam and the rear floor crossbeam are connected by a connecting plate.

[0013] Furthermore, a cavity is formed within the floor longitudinal beam, the cavity being disposed through the length of the floor longitudinal beam, and a first support box and / or a second support box are provided within the cavity; viewed from the vertical direction of the entire vehicle, the first support box at least partially overlaps with the front seat crossbeam, and the second support box is arranged adjacent to the seat crossbeam and located behind the rear seat crossbeam.

[0014] Compared with related technologies, this application has the following advantages: (1) The vehicle body structure described in this application, by setting a reinforcing crossbeam between the two floor longitudinal beams and making the reinforcing crossbeam span the central channel, enables the two floor longitudinal beams, the central channel, and the reinforcing crossbeam to form an integral load-bearing frame, which helps to improve the structural strength of the vehicle body structure. At the same time, when the sill beam and seat crossbeam absorb energy and collapse, and compress the floor longitudinal beam, the reinforcing crossbeam can further form a force transmission channel between the two floor longitudinal beams and the central channel. Combined with the force transmission channel formed by the seat crossbeam, the impact force can be effectively transmitted to the entire vehicle body structure, which helps to reduce the deformation of the floor longitudinal beam on the collision side, thereby helping to reduce the amount of intrusion into the vehicle body structure and improving vehicle safety.

[0015] (2) By setting a seat reinforcement plate inside the seat crossbeam and setting a preset distance between the seat reinforcement plate and the sill beam, the structural strength of the seat crossbeam is effectively improved, while the portion of the seat crossbeam corresponding to the preset distance can collapse and absorb energy, effectively balancing the rigidity of the vehicle body structure and the energy absorption requirements. At the same time, by setting the seat reinforcement plate, a stable force transmission channel can be formed at the seat crossbeam, effectively avoiding the impact deformation of the seat crossbeam.

[0016] (3) By setting the boss, the seat reinforcement plate can be easily bent at the connection between the boss and the seat reinforcement plate, which helps the seat crossbeam to undergo stable collapse bending deformation. By setting the collapse groove, the seat reinforcement plate can collapse and absorb energy after being impacted. At the same time, setting the boss and the collapse groove can make the seat crossbeam collapse and bend at the end to absorb energy, while maintaining the integrity of the inner structure of the seat crossbeam and the stability of load transmission.

[0017] (4) By setting up a channel reinforcement plate, the structural strength of the central channel can be effectively increased, making it less prone to collapse and deformation. By setting the seat crossbeam and the channel reinforcement plate to overlap at least partially in the left-right direction of the vehicle, the load transfer of the seat crossbeam in the left-right direction of the vehicle can be effectively ensured, and the load of the seat crossbeam can be transferred to the other side through the central channel. By setting the channel reinforcement plate and the seat crossbeam to overlap partially in the vertical direction of the vehicle, the force transmission continuity between the seat crossbeam and the channel reinforcement plate can be effectively improved, and the collision force can be quickly decomposed and dissipated, which can further improve vehicle safety.

[0018] (5) By setting the central channel to protrude upward to form a groove, it helps to improve the bending and impact resistance of the central channel along the front-rear direction of the vehicle. At the same time, the reinforcing crossbeam has a protruding part set in the groove, which can effectively increase the structural strength of the central channel in the left-right direction of the vehicle and help to strengthen the load transfer of the crossbeam. Furthermore, the protruding part forms a cavity with the central channel, which helps to further improve the structural strength of the central channel.

[0019] (6) By setting a reinforcing beam inside the door sill beam, the energy absorption effect of the door sill beam can be effectively improved, thereby reducing the transmission of impact load and helping to reduce the amount of intrusion of the door sill beam into the vehicle. At the same time, the reinforcing beam is made of extruded aluminum, which can effectively improve the energy absorption effect of the door sill beam while also ensuring the lightweight of the door sill beam, making the reinforcing beam easy to form and produce.

[0020] (7) By setting the reinforcing beam to include an outer part and an inner part, and making the projection of the outer part fall within the projection of the inner part in the left-right direction of the whole vehicle, the energy absorption effect of the reinforcing beam from the outside to the inside is gradually enhanced. By setting the cross-section of the outer part to be trapezoidal and the cross-section of the inner part to be rectangular, it helps to guide the collapse deformation of the reinforcing beam from the outside to the inside, so that the reinforcing beam can have a better energy absorption effect.

[0021] (8) By setting the rear crossbeam of the floor, the connection strength between the two door sill beams can be increased, as well as the overall strength of the vehicle body structure can be increased, and a force transmission channel can be further formed. At the same time, by setting the connecting plate to connect the floor longitudinal beam and the rear crossbeam of the floor, the stability of the rear crossbeam of the floor can be ensured.

[0022] (9) By creating cavities within the floor longitudinal beams, the weight of the floor longitudinal beams can be reduced while ensuring their structural strength, thus contributing to the lightweighting of the vehicle body structure. By setting the first support box to partially overlap with the seat crossbeam, the floor longitudinal beams can effectively resist the load transmitted by the collapse deformation of the seat crossbeams. Setting the second support box can effectively increase the structural strength of the floor longitudinal beams along the left-right direction of the entire vehicle.

[0023] This application also proposes a vehicle having the body structure described above.

[0024] The vehicle described in this application, by having the body structure as described above, can effectively reduce the intrusion of the body structure in the event of a side pole impact, thereby helping to improve vehicle safety. 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 schematic diagram of the vehicle body structure described in the embodiments of this application; Figure 2 This is a schematic diagram of the reinforcing beam being installed between two floor longitudinal beams, as described in an embodiment of this application. Figure 3 for Figure 2 Another perspective view of the structure shown; Figure 4 for Figure 3 A magnified view of part A in the middle; Figure 5 for Figure 2 Exploded view of the middle section of the structure; Figure 6 This is a schematic diagram showing the overlapping arrangement of the channel reinforcement plate and the seat crossbeam as described in the embodiments of this application; Figure 7 This is a schematic diagram showing the protruding portion disposed within the groove as described in the embodiments of this application; Figure 8 This is a schematic diagram of the cavity structure described in the embodiments of this application; Figure 9 This is a schematic diagram of the reinforcing beam installed inside the threshold beam according to an embodiment of this application; Figure 10 This is a part drawing of the reinforcing beam described in the embodiments of this application; Figure 11 This is a schematic diagram illustrating the connection between the floor rear crossbeam and the sill beam as described in an embodiment of this application; Figure 12 This is a schematic diagram of the connecting plate described in an embodiment of this application; Figure 13 This is a schematic diagram showing the positional relationship between the first support box, the second support box, and the seat crossbeam as described in the embodiments of this application; Figure 14 This is a schematic diagram showing the first support box and the second support box disposed within the cavity according to an embodiment of this application; Figure 15 This is a part drawing of the first support box described in the embodiments of this application; Figure 16 This is a part drawing of the second support box described in the embodiments of this application.

[0026] Explanation of reference numerals in the attached figures: 1. Threshold beam; 2. Floor longitudinal beam; 2a. Cavity; 201. First support box; 202. Second support box; 3. Central channel; 301. Groove; 4. Seat crossbeam; 5. Reinforce the crossbeam; 501. Protruding part; 6. Seat reinforcement plate; 601. Boss; 602. Crushing groove; 603. Crushing hole; 7. Channel reinforcement plate; 8. Reinforcing beam; 801. Outer portion; 802. Inner portion; 803. Collapsible energy-absorbing plate; 8a. Through hole; 9. Rear beam of the floor; 10. Vehicle body floor; 11. Connecting plate; 1101. Connecting part; c. Cavity; d. Preset distance; x. Front-back direction; y. Left-right direction; z. Up-down direction. 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] 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.

[0033] An embodiment of the first aspect of this application provides a vehicle body structure that, while being able to withstand loads, can also effectively reduce the amount of intrusion of the vehicle body structure into the vehicle interior under side pole impact conditions through its innovative structural design, thereby helping to improve vehicle safety.

[0034] In related technologies, the vehicle body structure includes sill beams 1 located on both sides of the vehicle in the left and right directions, floor longitudinal beams 2 located on the side of each sill beam 1 closest to the vehicle interior, a central channel 3 located between the two floor longitudinal beams 2, and a seat crossbeam 4 located between the sill beams 1 and the central channel 3. In a side pole impact scenario, due to the small contact area and high impact force of the side pole, the sill beams 1 easily absorb energy and collapse, impacting the floor longitudinal beams 2, causing deformation of the floor longitudinal beams 2. This results in a large amount of intrusion of the vehicle body structure into the vehicle interior, which is detrimental to improving vehicle safety.

[0035] In view of this, in order to overcome the shortcomings of the related technologies, the vehicle body structure of this embodiment combines... Figures 1 to 3 As shown, the overall design includes sill beams 1 arranged opposite each other on the left and right, floor longitudinal beams 2 located on the side of each sill beam 1 closest to the vehicle interior, and a central passage 3 located between the two floor longitudinal beams 2.

[0036] Each side sill beam 1 and the central passage 3 are provided with at least two seat crossbeams 4 arranged at intervals. A reinforcing crossbeam 5 spans the central passage 3 between the longitudinal floor beams 2 on both sides, and the reinforcing crossbeam 5 is located between two adjacent seat crossbeams 4.

[0037] Therefore, by setting a reinforcing crossbeam 5 between the two floor longitudinal beams 2, and making the reinforcing crossbeam 5 span the central channel 3, the two floor longitudinal beams 2, the central channel 3, and the reinforcing crossbeam 5 can form an integral load-bearing frame, which helps to improve the structural strength of the vehicle body. At the same time, when the sill beam 1 and the seat crossbeam 4 absorb energy and collapse, compressing the floor longitudinal beam 2, the reinforcing crossbeam 5 can further form a force transmission channel between the two floor longitudinal beams 2 and the central channel 3. Combined with the force transmission channel formed by the seat crossbeam 4, the impact force can be effectively transmitted to the entire vehicle body structure, which helps to reduce the deformation of the floor longitudinal beam 2 on the collision side, thereby helping to reduce the amount of intrusion into the vehicle body structure and improving vehicle safety.

[0038] Based on the above overview, as an optional implementation of the seat crossbeam 4, in this embodiment, along the left-right direction y of the vehicle, two seat crossbeams 4 are provided between the sill beam 1 and the central tunnel 3 on one side, and there is one reinforcing crossbeam 5. Of course, multiple reinforcing crossbeams 5 can also be provided between the two seat crossbeams 4. In addition to providing only two seat crossbeams 4, more seat crossbeams 4 can also be provided according to design requirements. In this case, reinforcing crossbeams 5 can also be provided between other adjacent two seat crossbeams 4. It can be understood that the seat crossbeams 4 on both sides of the central tunnel 3 are symmetrically arranged about the central tunnel 3.

[0039] In some of the exemplary implementations, combined with Figures 1 to 5 As shown, at least one of the seat beams 4 is provided with a seat reinforcement plate 6. One end of the seat reinforcement plate 6 is connected to the central channel 3, and the other end is provided with a preset distance d between it and the sill beam 1.

[0040] Therefore, by installing a seat reinforcement plate 6 inside the seat crossbeam 4, and setting a preset distance d between the seat reinforcement plate 6 and the sill beam 1, the structural strength of the seat crossbeam 4 is effectively improved, while the portion of the seat crossbeam 4 corresponding to the preset distance d can collapse and absorb energy, effectively balancing the rigidity of the vehicle body structure and the energy absorption requirements. Simultaneously, by installing the seat reinforcement plate 6, a stable force transmission channel can be formed at the seat crossbeam 4, effectively preventing the seat crossbeam 4 from deforming upon impact.

[0041] It is worth noting that, in specific implementation, each seat crossbeam 4 is provided with a seat reinforcing plate 6. Furthermore, as an optional configuration of the seat crossbeam 4, in this embodiment, the seat crossbeam 4 has an n-shaped cross section, and the seat reinforcing plate 6 is disposed within the seat crossbeam 4.

[0042] It can be understood that the preset distance d refers to the distance between the end of the seat reinforcement plate 6 near the sill beam 1 and the sill beam 1 along the length of the seat beam 4. The specific distance can be determined according to the design requirements.

[0043] In some of the exemplary implementations, the combination continues Figure 5 As shown, both seat beams 4 are equipped with seat reinforcement plates 6, and the end of the front seat reinforcement plate 6 near the sill beam 1 has an upwardly protruding boss 601. The side of the rear seat reinforcement plate 6 is provided with a crumple groove 602.

[0044] Therefore, by providing the boss 601, the seat reinforcement plate 6 can be easily bent at the connection between the boss 601 and the seat reinforcement plate 6, which helps the seat crossbeam 4 to undergo stable crumple bending deformation. By providing the crumple groove 602, the seat reinforcement plate 6 can crumple and absorb energy after being impacted. At the same time, providing the boss 601 and the crumple groove 602 allows the seat crossbeam 4 to crumple and absorb energy at the end, while maintaining the integrity of the inner structure and the stability of load transmission.

[0045] It is understandable that the presence of seat reinforcement plates 6 within both seat crossbeams 4 refers to the presence of seat reinforcement plates 6 within both seat crossbeams 4 located on one side of the central tunnel 3 along the left-right direction (y) of the vehicle. Specifically, the front seat reinforcement plate 6 refers to the seat reinforcement plate 6 located closer to the front of the vehicle along the front-rear direction (x), while the rear seat reinforcement plate 6 refers to the seat reinforcement plate 6 located closer to the rear of the vehicle.

[0046] In practice, the boss 601 is integrally formed with the seat reinforcement plate 6. Specifically, the boss 601 can be formed by plastic deformation of a single sheet of material through stamping. The crumple zone 602 is formed at one end of the seat reinforcement plate 6 near the sill beam 1. As a forming method of the crumple zone 602, similar to the boss 601, the crumple zone 602 can also be made by stamping.

[0047] As an optional implementation of the boss 601, in this embodiment, the height of the boss 601 along the vertical z direction of the vehicle is set to 15mm-20mm, for example, it can be 15mm, 16.5mm, 18mm, 20mm, etc., and preferably, in this embodiment, the height of the boss 601 is set to 16.5mm.

[0048] It is worth noting that, to facilitate energy absorption by the collapse of the seat reinforcement plate 6, in this embodiment, a collapse hole 603 is formed on the side of the collapse groove 602 opposite to the central channel 3 on the seat reinforcement plate 6. This helps the seat crossbeam 4 to collapse and absorb energy at its outer end, while maintaining the structural integrity of the inner side of the seat crossbeam 4 and the stability of load transmission. In specific implementation, holes can be punched in the sheet material first, and then the sheet material can be punched and bent to form the seat reinforcement plate 6. To further facilitate energy absorption by the collapse of the seat reinforcement plate 6 at the collapse groove 602, the collapse hole 603 is preferably rectangular in shape in this embodiment.

[0049] In some of the exemplary implementations, combined with Figure 3 and Figure 7 As shown, corresponding to at least one of the seat crossbeams 4, a channel reinforcement plate 7 is provided in the central channel 3, and the channel reinforcement plate 7 connects the left and right sides of the central channel 3. Thus, by setting the channel reinforcement plate 7, the structural strength of the central channel 3 can be effectively increased, and it is not easy to collapse or deform.

[0050] It is worth noting that in this embodiment, the provision of a channel reinforcement plate 7 in the central channel 3 corresponding to at least one seat crossbeam 4 means that two channel reinforcement plates 7 are provided in the central channel 3, and the two seat crossbeams 4 on the same side of the central channel 3 are provided in a one-to-one correspondence with the two channel reinforcement plates 7.

[0051] Of course, it is understandable that, as another optional implementation, only one channel reinforcement plate 7 can be provided within the central channel 3, so that one of the two seat crossbeams 4 on the same side of the central channel 3 is connected to the channel reinforcement plate 7. Alternatively, only one channel reinforcement plate 7 can be provided within the central channel 3, and this channel reinforcement plate 7 extends along the length of the central channel 3, so that the channel reinforcement plate 7 can simultaneously correspond to both seat crossbeams 4 on the same side of the central channel 3. The form and number of channel reinforcement plates 7 should be such that they effectively increase the structural strength of the central channel 3, are not prone to collapse or deformation, and can stably transmit the load of the seat crossbeams 4.

[0052] In some of the exemplary implementations, combined with Figure 6 and Figure 7 As shown, when viewed from the left-right direction (y) of the vehicle, the channel reinforcement plate 7 and the corresponding seat crossbeam 4 are at least partially overlapped.

[0053] Therefore, by setting the seat crossbeam 4 and the channel reinforcement plate 7 to overlap at least partially in the left-right direction y of the whole vehicle, the load transfer of the seat crossbeam 4 in the left-right direction y of the whole vehicle can be effectively guaranteed, and the load of the seat crossbeam 4 can be transferred to the other side through the central channel 3.

[0054] In some exemplary embodiments, when viewed in the vertical z-direction of the vehicle, the channel reinforcement plate 7 partially overlaps with the corresponding seat crossbeam 4. Therefore, by setting the channel reinforcement plate 7 and the seat crossbeam 4 to partially overlap in the vertical z-direction of the vehicle, the force transmission continuity between the seat crossbeam 4 and the channel reinforcement plate 7 can be effectively improved, allowing for rapid decomposition and dissipation of collision forces, thereby further enhancing vehicle safety.

[0055] In specific implementation, as a specific overlap form between the channel reinforcement plate 7 and the seat crossbeam 4, in this embodiment, when viewed from the left-right direction y of the whole vehicle, the height h of the overlap portion between the channel reinforcement plate 7 and the seat crossbeam 4 is 40mm-50mm, for example, it can be 40mm, 43mm, 45mm, 48mm, 50mm, etc. In this embodiment, it is preferred to set the height h of the overlap portion between the channel reinforcement plate 7 and the seat crossbeam 4 to be 48mm.

[0056] Looking at the vehicle in the vertical direction z, the overlap distance δ between the seat crossbeam 4 and the channel reinforcement plate 7 is 30mm-40mm, for example, it can be 30mm, 34mm, 38mm, 40mm, etc. In this embodiment, the overlap distance δ between the seat crossbeam 4 and the channel reinforcement plate 7 is preferably set to 34mm.

[0057] Based on the above overall introduction, the seat reinforcement plate 6 is also set to overlap with the channel reinforcement plate 7, and the specific overlap range can be determined according to the overlap range between the seat beam 4 and the channel reinforcement plate 7.

[0058] In some of the exemplary implementations, combined with Figure 7 and Figure 8 As shown, the middle part of the central channel 3 protrudes upward in the width direction, forming a groove 301 with a bottom opening in the central channel 3; the middle part of the reinforcing beam 5 in the length direction is provided with an upward protruding part 501, the protruding part 501 is located in the groove 301, and the protruding part 501 is connected to the central channel 3 and forms a cavity c.

[0059] Therefore, by setting the central channel 3 to protrude upward to form a groove 301, it helps to improve the bending and impact resistance of the central channel 3 along the front-rear direction x of the vehicle. At the same time, the reinforcing beam 5 has a protruding portion 501 set in the groove 301, which can effectively increase the structural strength of the central channel 3 in the left-right direction y of the vehicle, and helps to strengthen the load transmission of the beam 5. Furthermore, the protruding portion 501 and the central channel 3 form a cavity c, which helps to further improve the structural strength of the central channel 3.

[0060] In some of the exemplary implementations, combined with Figure 1 as well as Figure 9 and Figure 10 As shown, at least one of the threshold beams 1 is provided with a reinforcing beam 8, which extends along the length of the threshold beam 1 and is made of extruded aluminum.

[0061] Therefore, by setting a reinforcing beam 8 inside the door sill beam 1, the energy absorption effect of the door sill beam 1 can be effectively improved, thereby reducing the transmission of impact loads and helping to reduce the intrusion of the door sill beam 1 into the vehicle. At the same time, the reinforcing beam 8 is made of extruded aluminum, which not only effectively improves the energy absorption effect of the door sill beam 1, but also effectively ensures the lightweight of the door sill beam 1, making the reinforcing beam 8 easy to form and manufacture.

[0062] It is worth noting that the reinforcing beam 8 is provided in this embodiment to effectively improve the collapse energy absorption effect of the sill beam 1. For this purpose, it is preferably made of extruded aluminum in this embodiment. It can be understood that in specific implementation, other materials can also be used to make the reinforcing beam 8 so that the reinforcing beam 8 can effectively improve the collapse energy absorption effect of the sill beam 1 after being placed inside the sill beam 1.

[0063] In some of the exemplary implementations, the combination continues Figure 10 As shown, the reinforcing beam 8 includes an outer portion 801 near the outside of the vehicle and an inner portion 802 located on the side of the outer portion 801 near the inside of the vehicle.

[0064] Therefore, by setting the reinforcing beam 8, which includes an outer portion 801 and an inner portion 802, the reinforcing beam 8 can stably undergo collapse deformation from the outside to the inside.

[0065] In specific implementation, in order to enable the reinforcing beam 8 to collapse and absorb energy, in this embodiment, multiple through holes 8a are opened on the outer part 801 and the inner part 802, so that the reinforcing beam 8 can absorb the impact and collapse and deform at the through holes 8a.

[0066] In some exemplary embodiments, the projection of the outer portion 801 in the left-right direction y of the vehicle lies within the projection of the inner portion 802. Thus, by setting the projection of the outer portion 801 to lie within the projection of the inner portion 802 in the left-right direction y of the vehicle, the collapse energy absorption effect of the reinforcing beam 8 is gradually enhanced from the outside to the inside.

[0067] In some of the exemplary implementations, the combination continues Figure 10 As shown, the cross-section of the outer portion 801 is a trapezoid with a height that gradually increases from the outside of the vehicle to the inside, while the cross-section of the inner portion 802 is rectangular. By setting the cross-section of the outer portion 801 to be trapezoidal and the cross-section of the inner portion 802 to be rectangular, it helps to guide the collapse deformation of the reinforcing beam 8 from the outside to the inside, thus enabling the reinforcing beam 8 to have a better energy absorption effect.

[0068] It is worth noting that the trapezoidal cross-section of the outer portion 801 and the rectangular cross-section of the inner portion 802 refer to the cross-sectional shapes of the outlines of the outer portion 801 and the inner portion 802. To effectively improve the energy absorption effect of the collapsing structure of the reinforcing beam 8, in this embodiment, a collapsing energy-absorbing plate 803 extending along the length of the reinforcing beam 8 is also provided within the outlines of the outer portion 801 and the inner portion 802. Based on the through-hole 8a provided in the reinforcing beam 8, the collapsing energy-absorbing plate 803 also has a through-hole 8a.

[0069] In some of the exemplary implementations, combined with Figure 1 , Figure 11 and Figure 12 As shown, a rear floor beam 9 is connected between the two side door sill beams 1. The rear floor beam 9 and the floor longitudinal beam 2 are located on the upper and lower sides of the vehicle body floor 10, respectively. The floor longitudinal beam 2 and the rear floor beam 9 are connected by a connecting plate 11.

[0070] Therefore, by setting the rear floor crossbeam 9, the connection strength between the two door sill beams 1 can be increased, as can the overall strength of the vehicle body structure, and a force transmission channel can be further formed. At the same time, by setting the connecting plate 11 to connect the floor longitudinal beam 2 and the rear floor crossbeam 9, the stability of the rear floor crossbeam 9 can be ensured.

[0071] It is worth noting that in this embodiment, the rear floor crossbeam 9 can also be connected to the central channel 3 to effectively improve the overall integrity of the vehicle body structure. Specifically, the central channel 3 abuts against the rear floor crossbeam 9, and the central channel 3 and the rear floor crossbeam 9 can be fixedly connected by welding.

[0072] In some of the exemplary implementations, combined with Figures 13 to 16As shown, a cavity 2a is formed within the floor longitudinal beam 2, extending through the floor longitudinal beam 2. A first support box 201 is provided within the cavity 2a. Viewed vertically in the z-direction of the vehicle, the first support box 201 at least partially overlaps with the front seat crossbeam 4.

[0073] Therefore, by forming a cavity 2a within the floor longitudinal beam 2, the weight of the floor longitudinal beam 2 can be reduced while ensuring its structural strength, thus contributing to the lightweighting of the vehicle body structure. By setting the first support box 201 to partially overlap with the seat crossbeam 4, the floor longitudinal beam 2 can effectively resist the load transmitted by the collapse deformation of the seat crossbeam 4.

[0074] In some exemplary embodiments, a second support box 202 is provided in the cavity 2a, the second support box 202 is arranged adjacent to the seat crossbeam 4, and is located on the rear side of the seat crossbeam 4.

[0075] Understandably, to facilitate energy absorption during the collapse of the first support box 201 and the second support box 202, in this embodiment, both the first support box 201 and the second support box 202 are designed to be open. This allows the first support box 201 and the second support box 202 to absorb energy at the open areas and collapse. In specific implementation, the first support box 201 and the second support box 202 can be made of the same material as the floor longitudinal beam 2.

[0076] Based on the above overall introduction, as a specific arrangement of one side of the connecting plate 11, in this embodiment, the connecting plate 11 is set at the rear end of the floor longitudinal beam 2 and forms a blockage of the rear end of the cavity 2a. The top of the connecting plate 11 has an upwardly extending connecting portion 1101, which is connected to the rear crossbeam 9 of the floor.

[0077] In practice, the portion of the connecting plate 11 that connects to the floor longitudinal beam 2 can be covered over the end of the floor longitudinal beam 2. Then, the connecting plate 11 and the floor longitudinal beam 2 are welded together. Next, the connecting portion 1101 is connected to the floor rear crossbeam 9 using threaded connections, such as bolts. Of course, it can be understood that, in addition to the above connection method, other methods can also be used to connect the floor rear crossbeam 9 to the floor longitudinal beam 2.

[0078] 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 16As shown, it may include, for example, sill beams 1 arranged opposite each other on the left and right, floor longitudinal beams 2 located on the side of each sill beam 1 closest to the vehicle interior, and a central passage 3 located between the two floor longitudinal beams 2. At least two seat crossbeams 4 are provided at intervals between each sill beam 1 and the central passage 3, and a reinforcing crossbeam 5 is provided across the central passage 3 between the two floor longitudinal beams 2, with the reinforcing crossbeam 5 located between two adjacent seat crossbeams 4.

[0079] Among them, at least one of the seat beams 4 is provided with a seat reinforcement plate 6. One end of the seat reinforcement plate 6 is connected to the central channel 3, and the other end is provided with a preset distance d between it and the sill beam 1.

[0080] Furthermore, both seat beams 4 are equipped with seat reinforcement plates 6, and the front seat reinforcement plate 6 has an upwardly protruding boss 601 at one end near the sill beam 1; the rear seat reinforcement plate 6 has a collapsible groove 602 on its side. At the same time, both sill beams 1 are equipped with reinforcing beams 8, which extend along the length of the sill beam 1 and are made of extruded aluminum.

[0081] In the preferred embodiment of the above vehicle body structure, the specific setting and arrangement of the reinforcing crossbeam 5, seat reinforcing plate 6, reinforcing beam 8, etc. can still be referred to the description in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the reinforcing crossbeam 5, seat reinforcing plate 6, and reinforcing beam 8, etc., can also be referred to the description in the above exemplary embodiments.

[0082] The vehicle body structure of this embodiment adopts the design described above. By setting a reinforcing crossbeam 5 between the two floor longitudinal beams 2, and making the reinforcing crossbeam 5 span the central channel 3, the two floor longitudinal beams 2, the central channel 3, and the reinforcing crossbeam 5 can form an integral load-bearing frame, which helps to improve the structural strength of the vehicle body. At the same time, when the sill beam 1 and the seat crossbeam 4 absorb energy and collapse, compressing the floor longitudinal beams 2, the reinforcing crossbeam 5 can form a force transmission channel between the two floor longitudinal beams 2 and the central channel 3, transferring the impact force to the entire vehicle body structure. This helps to reduce the deformation of the floor longitudinal beams 2 on the collision side, thereby helping to reduce the amount of intrusion into the vehicle body structure and improving vehicle safety.

[0083] An embodiment of the second aspect of this application provides a vehicle having a body structure as described in the first aspect embodiment.

[0084] The vehicle in this embodiment, by having a body structure as described in the first aspect, can effectively reduce the intrusion of the body structure in the event of a side pole impact, thereby helping to improve vehicle safety.

[0085] 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 sill beams (1) arranged opposite each other on the left and right, floor longitudinal beams (2) located on the side of each sill beam (1) closer to the vehicle interior, and a central passage (3) located between the floor longitudinal beams (2) on both sides. At least two seat beams (4) are provided at intervals between the threshold beams (1) on each side and the central passage (3). A reinforcing beam (5) is provided across the central passage (3) between the floor longitudinal beams (2) on both sides, and the reinforcing beam (5) is located between two adjacent seat beams (4).

2. The vehicle body structure according to claim 1, characterized in that: At least one of the seat beams (4) is provided with a seat reinforcement plate (6), one end of which is connected to the central channel (3), and the other end is provided with a preset distance (d) between it and the sill beam (1).

3. The vehicle body structure according to claim 2, characterized in that: Both of the seat beams (4) are provided with seat reinforcement plates (6), and the front seat reinforcement plate (6) is provided with an upward protruding boss (601) at one end near the sill beam (1); The side of the rear seat reinforcement plate (6) is provided with a crumple groove (602).

4. The vehicle body structure according to claim 1, characterized in that: Corresponding to at least one of the seat crossbeams (4), a channel reinforcement plate (7) is provided in the central channel (3), and the channel reinforcement plate (7) is connected between the left and right sides of the central channel (3); In the left-right direction (y) of the vehicle, the channel reinforcement plate (7) and the corresponding seat crossbeam (4) are at least partially overlapped, and / or, in the up-down direction (z) of the vehicle, the channel reinforcement plate (7) and the corresponding seat crossbeam (4) are partially overlapped.

5. The vehicle body structure according to claim 1, characterized in that: The middle part of the central channel (3) protrudes upward in the width direction, and the central channel (3) forms a groove (301) with a bottom opening; The reinforcing beam (5) has an upwardly protruding part (501) in the middle of its length direction. The protruding part (501) is located in the groove (301) and is connected to the central channel (3) and forms a cavity (c).

6. The vehicle body structure according to claim 1, characterized in that: At least one of the threshold beams (1) is provided with a reinforcing beam (8), the reinforcing beam (8) extends along the length direction of the threshold beam (1), and the reinforcing beam (8) is made of extruded aluminum.

7. The vehicle body structure according to claim 6, characterized in that: The reinforcing beam (8) includes an outer portion (801) near the outside of the vehicle and an inner portion (802) located on the inside of the vehicle. The projection of the outer portion (801) in the left-right direction (y) of the whole vehicle is located within the projection of the inner portion (802), and / or, the cross-section of the outer portion (801) is a trapezoid with a height that gradually increases from the outside of the vehicle to the inside of the vehicle, and the cross-section of the inner portion (802) is rectangular.

8. The vehicle body structure according to claim 1, characterized in that: A floor rear crossbeam (9) is connected between the two side threshold beams (1), and the floor rear crossbeam (9) and the floor longitudinal beam (2) are located on the upper and lower sides of the vehicle body floor (10), respectively. The floor longitudinal beam (2) and the floor rear cross beam (9) are connected by a connecting plate (11).

9. The vehicle body structure according to any one of claims 1 to 8, characterized in that: A cavity (2a) is formed inside the floor longitudinal beam (2), the cavity (2a) is disposed through the floor longitudinal beam (2) along the length direction, and a first support box (201) and / or a second support box (202) are provided inside the cavity (2a); Viewed in the vertical direction (z) of the vehicle, the first support box (201) at least partially overlaps with the front seat crossbeam (4), and the second support box (202) is arranged adjacent to the seat crossbeam (4) and located behind the rear seat crossbeam (4).

10. A vehicle, characterized in that: The vehicle is provided with the body structure as described in any one of claims 1 to 9.

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