Vehicle body structure and vehicle

Abstract

The embodiment of the application provides a vehicle body structure and a vehicle, and relates to the technical field of vehicles. The vehicle body structure comprises a front anti-collision beam, a first energy absorption box, a front longitudinal beam assembly, a passenger cabin, a second energy absorption box, a side beam assembly and an A column. The first energy absorption box is fixedly connected with the front anti-collision beam, the front longitudinal beam assembly is fixedly connected with the first energy absorption box, the passenger cabin is fixedly connected with the front longitudinal beam assembly, the second energy absorption box is fixedly connected with the front anti-collision beam, the side beam assembly is fixedly connected with the second energy absorption box, and the A column is fixedly connected with the side beam assembly. The vehicle body structure of the vehicle can form two parallel collision force transmission paths, can reduce the load borne by the passenger cabin alone, and the passenger cabin is not prone to deformation.

Description

Technical Field

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

[0002] The front bumper beam is mounted on the front longitudinal beam assembly of the vehicle and helps to provide protection in the event of a collision in the entire front area of ​​the engine compartment, thereby ensuring the safety of the occupants.

[0003] The related technology provides a vehicle body structure, including a front bumper beam, a front longitudinal beam assembly, an energy-absorbing box, and a passenger compartment. The front bumper beam is connected to the front longitudinal beam assembly through the energy-absorbing box, and the front longitudinal beam assembly is connected to the passenger compartment, which can transfer the collision force to the passenger compartment.

[0004] However, transmitting force through the above-mentioned force transmission path will result in a large load on the crew cabin, making the crew cabin prone to deformation. Utility Model Content

[0005] This application provides a vehicle body structure and vehicle that forms two parallel collision force transmission paths, which can reduce the load borne by the passenger compartment alone and make the passenger compartment less prone to deformation.

[0006] In a first aspect, embodiments of this application provide a vehicle body structure, including a front bumper beam, a first energy-absorbing box, a front longitudinal beam assembly, a passenger compartment, a second energy-absorbing box, a side beam assembly, and an A-pillar. The first energy-absorbing box is fixedly connected to the front bumper beam, the front longitudinal beam assembly is fixedly connected to the first energy-absorbing box, the passenger compartment is fixedly connected to the front longitudinal beam assembly, the second energy-absorbing box is fixedly connected to the front bumper beam, the side beam assembly is fixedly connected to the second energy-absorbing box, and the A-pillar is fixedly connected to the side beam assembly.

[0007] In some possible implementations, the vehicle body structure also includes a first end plate and a second end plate. The first end plate is fixedly connected to the first energy-absorbing box, the second end plate is fixedly connected to the front longitudinal beam assembly, and the first end plate is fixedly connected to the second end plate.

[0008] In some possible implementations, the first end plate is fixedly connected to the second end plate along the length of the vehicle.

[0009] In some possible implementations, the end of the side beam assembly furthest from the A-pillar is inserted into the interior of the second energy-absorbing box.

[0010] In some possible implementations, the second energy-absorbing box is fixedly connected to the side beam assembly located inside the second energy-absorbing box along the height direction of the vehicle.

[0011] In some possible implementations, the side beam assembly has stiffeners, the second energy-absorbing box has clearance notches, and part of the stiffeners are located within the clearance notches.

[0012] In some possible implementations, the passenger compartment includes a front bulkhead assembly and a floor. The front bulkhead assembly is fixedly connected to the front longitudinal beam assembly, and the floor is fixedly connected to the front bulkhead assembly.

[0013] In some possible implementations, the vehicle body structure also includes a water tank support assembly, which comprises a water tank crossbeam and two support members. Each support member is fixedly connected to a corresponding first energy-absorbing box, and the support members extend upwards along the height of the vehicle. The water tank crossbeam is fixedly connected to each support member and is used to connect to the vehicle's water tank.

[0014] In some possible implementations, the water tank support assembly also includes two connectors, each consisting of a first connecting segment and a second connecting segment. The first connecting segment is fixedly connected to the first energy-absorbing box in a one-to-one correspondence, and the second connecting segment is fixedly connected to the support in a one-to-one correspondence. The first connecting segment and the second connecting segment are fixedly connected, and there is an included angle between the first connecting segment and the second connecting segment.

[0015] Secondly, embodiments of this application provide a vehicle, including a vehicle body and a body structure of any of the vehicles provided in the first aspect connected to the vehicle body.

[0016] The vehicle body structure and vehicle provided in this application embodiment form two parallel collision force transmission paths by adding a second energy-absorbing box fixedly connected to the front bumper beam and the first energy-absorbing box, the first energy-absorbing box fixedly connected to the front longitudinal beam assembly, and the front longitudinal beam assembly fixedly connected to the passenger compartment.

[0017] Specifically, when a frontal collision occurs, the impact force first acts on the front bumper beam, then is transmitted along the first path through the first energy-absorbing box to the front longitudinal beam assembly and then to the passenger compartment. Simultaneously, it is transmitted along the second path through the second energy-absorbing box to the side beam assembly and then to the A-pillar. Because the impact force is diverted to two independent force transmission paths, the load originally concentrated on the passenger compartment is effectively dispersed. A portion of the load is transferred to the A-pillar via the side beam assembly, thereby reducing the impact energy borne solely by the passenger compartment. Thus, this dual-path force transmission mechanism reduces the load intensity borne by the passenger compartment, effectively preventing deformation due to overload and ensuring the integrity of the survival space inside the vehicle.

[0018] At the same time, the A-pillar, as an important load-bearing structure of the vehicle body, has high strength and rigidity, and can effectively bear the collision load from the diverted flow, giving full play to the overall load-bearing capacity of the vehicle body structure. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of this application;

[0021] Figure 2 A schematic diagram of the vehicle body structure provided in an embodiment of this application;

[0022] Figure 3 A schematic diagram of a structure for connecting the first energy-absorbing box, the first end plate, the second end plate, and the front longitudinal beam assembly provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of a structure for connecting the second energy-absorbing box and the side beam assembly, as provided in an embodiment of this application.

[0024] Explanation of reference numerals in the attached figures:

[0025] 10. Vehicle body; 20. Vehicle body structure;

[0026] 100. Front bumper beam;

[0027] 200. First energy-absorbing box;

[0028] 300. Front longitudinal beam assembly;

[0029] 400. Passenger compartment; 410. Front bulkhead assembly; 420. Floor;

[0030] 500. Second energy-absorbing box; 510. Avoidance gap;

[0031] 600. Edge beam assembly; 610. Reinforcing rib;

[0032] 700, A-pillar;

[0033] 800, First end plate;

[0034] 900, Second end plate;

[0035] 1000, Water tank support assembly; 1010, Support component; 1020, Connector; 1021, First connecting section; 1022, Second connecting section; 1030, Water tank crossbeam.

[0036] To facilitate understanding of the embodiments of this application, the spline curves and arrows used in the reference numerals in the accompanying drawings are explained below: the components indicated by spline curves without arrows can be solid components, that is, components with solid structures; the components indicated by spline curves with arrows can be virtual components, that is, components without solid structures; in some cases, the components indicated by spline curves with arrows can also be assemblies with solid structures or virtual structures.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0039] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of the embodiments of this application, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships (if present), are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of 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 the embodiments of this application. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Where there is no conflict, embodiments of this application and the various features thereof can be combined with each other, all of which are within the scope of protection of this application.

[0040] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0041] like Figure 1As shown, this application embodiment provides a vehicle, including a vehicle body 10 and a body structure 20 connected to the vehicle body 10.

[0042] The vehicle body 10 can support the body structure 20 and also allow the body structure 20 to move. When a collision occurs, the body structure 20 can bear and transmit the collision force, preventing the collision force from acting directly on the vehicle body 10, thereby protecting the safety of the occupants.

[0043] It should be noted that the embodiments of this application do not limit the type of vehicle. For example, in terms of purpose, the vehicle can be a passenger car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV, sports car, pickup truck, or bus, etc.), or a commercial vehicle, such as a truck or special vehicle (e.g., fire truck, ambulance, etc.). In terms of power type, the vehicle can be a gasoline vehicle, an electric vehicle (e.g., pure electric vehicle, plug-in hybrid electric vehicle, hybrid electric vehicle, or range-extended electric vehicle, etc.), a fuel cell vehicle, etc.

[0044] In some embodiments, the vehicle body 10 may include a power system, a transmission system, a running system, a steering system, and a braking system. The power system may employ an internal combustion engine, an electric motor, or a hybrid power system to provide driving power to the vehicle. The transmission system transmits the power generated by the power system to the wheels, driving the vehicle. The running system includes components such as wheels and suspension, used to support the vehicle and cushion road impacts. The steering system allows the driver to control the vehicle's direction of travel. The braking system is used to reduce vehicle speed or bring the vehicle to a stop. These systems work in conjunction with the vehicle body structure 20 to constitute the complete vehicle.

[0045] In some embodiments, the connection between the vehicle body structure 20 and the vehicle body 10 can be achieved by welding, bolting, riveting, or bonding. Depending on the stress characteristics and functional requirements of different connection points, a suitable connection method can be selected or a combination of multiple connection methods can be used to ensure a reliable connection between the vehicle body structure 20 and the vehicle body 10.

[0046] Currently, the front bumper beam is installed on the front longitudinal beam assembly of the vehicle, which helps to play a protective role in the event of a collision in the entire front area of ​​the engine compartment, so as to ensure the safety of the occupants.

[0047] The related technology provides a vehicle body structure, including a front bumper beam, a front longitudinal beam assembly, an energy-absorbing box, and a passenger compartment. The front bumper beam is connected to the front longitudinal beam assembly via the energy-absorbing box, and the front longitudinal beam assembly is connected to the passenger compartment. When a frontal collision occurs, the impact force first acts on the front bumper beam, then is transferred through the energy-absorbing box to the front longitudinal beam assembly, and finally to the passenger compartment. During this force transmission process, the energy-absorbing box can absorb some of the collision energy through its own deformation, thus playing a certain role in buffering the impact.

[0048] However, because the collision force is primarily transmitted to the passenger compartment through a single path—the front longitudinal beam assembly—the passenger compartment must withstand a significant concentrated load. In high-intensity collisions, this excessive load can easily lead to deformation or even structural failure of the passenger compartment. Once the passenger compartment deforms, it not only reduces the survival space inside the vehicle but can also cause direct injury to the occupants, severely impacting the vehicle's passive safety performance.

[0049] Figure 2 This is a schematic diagram of a vehicle body structure 20 provided in an embodiment of this application.

[0050] like Figure 2 As shown, this application embodiment provides a vehicle body structure 20, including a front bumper beam 100, a first energy-absorbing box 200, a front longitudinal beam assembly 300, a passenger compartment 400, a second energy-absorbing box 500, a side beam assembly 600, and an A-pillar 700. The first energy-absorbing box 200 is fixedly connected to the front bumper beam 100, the front longitudinal beam assembly 300 is fixedly connected to the first energy-absorbing box 200, the passenger compartment 400 is fixedly connected to the front longitudinal beam assembly 300, the second energy-absorbing box 500 is fixedly connected to the front bumper beam 100, the side beam assembly 600 is fixedly connected to the second energy-absorbing box 500, and the A-pillar 700 is fixedly connected to the side beam assembly 600.

[0051] The vehicle body structure 20 provided in this application embodiment, through the fixed connection of the front anti-collision beam 100 to the first energy-absorbing box 200, the fixed connection of the first energy-absorbing box 200 to the front longitudinal beam assembly 300, and the fixed connection of the front longitudinal beam assembly 300 to the passenger compartment 400, adds a second energy-absorbing box 500 fixedly connected to the front anti-collision beam 100, a side beam assembly 600 fixedly connected to the second energy-absorbing box 500, and an A-pillar 700 fixedly connected to the side beam assembly 600, forms two parallel collision force transmission paths.

[0052] Specifically, when a frontal collision occurs, the impact force first acts on the front bumper beam 100, then is transmitted along the first path via the first energy-absorbing box 200 to the front longitudinal beam assembly 300 and then to the passenger compartment 400. Simultaneously, it is transmitted along the second path via the second energy-absorbing box 500 to the side beam assembly 600 and then to the A-pillar 700. Because the impact force is diverted to two independent force transmission paths, the load originally concentrated on the passenger compartment 400 is effectively dispersed. A portion of the load is transferred to the A-pillar 700 via the side beam assembly 600, thereby reducing the impact energy borne solely by the passenger compartment 400. Thus, this dual-path force transmission mechanism reduces the load intensity borne by the passenger compartment 400, effectively preventing the passenger compartment 400 from deforming due to overload and ensuring the integrity of the survival space inside the vehicle.

[0053] At the same time, the A-pillar 700, as an important load-bearing structure of the body, has high strength and rigidity, and can effectively bear the collision load from the diversion, giving full play to the overall load-bearing capacity of the body structure 20.

[0054] In addition, both the first energy-absorbing box 200 and the second energy-absorbing box 500 can absorb part of the collision energy through their own deformation during the collision, further improving the overall energy absorption effect.

[0055] In some embodiments, the first energy-absorbing box 200 and the front anti-collision beam 100 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0056] In some embodiments, the second energy-absorbing box 500 and the front anti-collision beam 100 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0057] In some embodiments, the front longitudinal beam assembly 300 and the first energy-absorbing box 200 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0058] In some embodiments, the side beam assembly 600 and the second energy-absorbing box 500 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0059] In some embodiments, the A-pillar 700 and the side beam assembly 600 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0060] In some embodiments, the front longitudinal beam assembly 300 and the passenger compartment 400 may be fixedly connected by bolts, welding, riveting or snap-fitting.

[0061] In some embodiments, the side beam assembly 600 can be configured as a straight structure, or it can be configured as a structure with bends or curves according to the vehicle body styling requirements, in order to adapt to different spatial layout requirements.

[0062] Figure 3 This is a schematic diagram illustrating a connection between the first energy-absorbing box 200, the first end plate 800, the second end plate 900, and the front longitudinal beam assembly 300, as provided in an embodiment of this application. In each figure, the X-axis is defined as the length direction of the vehicle, the Y-axis as the width direction of the vehicle, and the Z-axis as the height direction of the vehicle.

[0063] In some possible implementations, the vehicle body structure 20 also includes a first end plate 800 and a second end plate 900. The first end plate 800 is fixedly connected to the first energy-absorbing box 200, the second end plate 900 is fixedly connected to the front longitudinal beam assembly 300, and the first end plate 800 and the second end plate 900 are fixedly connected.

[0064] Since both the first end plate 800 and the second end plate 900 are plate-shaped structures with large surface areas, the connection area between them is also large, resulting in high connection strength. With this configuration, when a vehicle collision occurs, the first energy-absorbing box 200 can stably transfer the collision force to the front longitudinal beam assembly 300 through the first end plate 800 and the second end plate 900, preventing connection failure due to insufficient strength. This ensures that the collision force can be reliably transferred to the passenger compartment 400 through the front longitudinal beam assembly 300.

[0065] Of course, in addition to being fixedly connected to the first energy-absorbing box 200, in some other possible implementations, the first end plate 800 can be integrally formed with the first energy-absorbing box 200.

[0066] Of course, in addition to being fixedly connected to the front longitudinal beam assembly 300, in some other possible implementations, the second end plate 900 can be integrally formed with the front longitudinal beam assembly 300.

[0067] In some embodiments, the first end plate 800 and the first energy-absorbing box 200 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0068] In some embodiments, the second end plate 900 and the front longitudinal beam assembly 300 can be fixedly connected by bolts, welding, riveting or snap-fitting.

[0069] In some embodiments, the first end plate 800 and the second end plate 900 may be fixedly connected by bolts, welding, riveting or snap-fitting.

[0070] In some embodiments, the first end plate 800 can be a flat plate structure or a plate-like structure with reinforcing ribs. When the first end plate 800 is a plate-like structure with reinforcing ribs, the reinforcing ribs can improve the stiffness and strength of the first end plate 800, making the first end plate 800 less prone to deformation when subjected to impact force, thereby better ensuring the transmission effect of impact force.

[0071] In some embodiments, the second end plate 900 can be a flat plate structure or a plate-like structure with reinforcing ribs. When the second end plate 900 is a plate-like structure with reinforcing ribs, the reinforcing ribs can improve the stiffness and strength of the second end plate 900, making the second end plate 900 less prone to deformation when subjected to impact force, thereby better ensuring the transmission effect of impact force.

[0072] In some possible implementations, the first end plate 800 is along the length direction of the vehicle (e.g., Figure 3 (in the X direction) is fixedly connected to the second end plate 900.

[0073] Since the front longitudinal beam assembly 300 extends along the length of the vehicle, there is a large spatial distance between it and the front anti-collision beam 100 in the length of the vehicle, thus providing sufficient working space for the connection operation of the first end plate 800 and the second end plate 900.

[0074] Specifically, during the assembly process, the operator can connect and fix the first end plate 800 and the second end plate 900 along the length direction from the front of the vehicle. Throughout the operation, there is sufficient space for tools and hands to move, and the operator has a wide field of vision, making it easy to observe the connection position and connection status.

[0075] In contrast, if the connection is made from the height of the vehicle, the operator needs to work from above or below the vehicle. In this case, components such as the front longitudinal beam assembly 300 and the first energy-absorbing box 200 will restrict the operating space, making it difficult to insert tools and observe the connection position, thereby increasing the assembly difficulty and assembly time.

[0076] Therefore, by fixing the first end plate 800 and the second end plate 900 together along the length of the vehicle, the space advantage between the front longitudinal beam assembly 300 and the front anti-collision beam 100 can be fully utilized, making the connection operation more convenient and efficient, reducing assembly difficulty, and improving production efficiency.

[0077] In some embodiments, the first end plate 800 and the second end plate 900 can be fixedly connected by means of bolting, welding or riveting.

[0078] In some embodiments, the first end plate 800 and the second end plate 900 may be provided with a positioning structure at the connection point, such as a positioning hole or a positioning protrusion, so as to achieve rapid alignment during assembly and further improve assembly efficiency.

[0079] In some embodiments, the connection surfaces of the first end plate 800 and the second end plate 900 can be configured as a planar connection or a stepped connection.

[0080] Figure 4 This is a schematic diagram of a structure for connecting the second energy-absorbing box 500 and the side beam assembly 600, as provided in an embodiment of this application.

[0081] In some possible implementations, such as Figure 4 As shown, the end of the side beam assembly 600 away from the A-pillar 700 is inserted into the interior of the second energy-absorbing box 500.

[0082] In this embodiment, a nested structure is formed between the side beam assembly 600 and the second energy-absorbing box 500, making the connection between the two more stable and reliable. Specifically, when the end of the side beam assembly 600 is inserted into the second energy-absorbing box 500, the wall of the second energy-absorbing box 500 can wrap and constrain the end of the side beam assembly 600 from multiple directions, thereby effectively limiting the displacement and rotation of the side beam assembly 600 during a collision, and preventing relative slippage or separation between the side beam assembly 600 and the second energy-absorbing box 500. Therefore, this plug-in connection method ensures that the collision force is stably transmitted from the front anti-collision beam 100 through the second energy-absorbing box 500 to the side beam assembly 600, and then to the A-pillar 700, thus guaranteeing the force transmission efficiency and reliability of the second force transmission path.

[0083] In addition, this plug-in connection method simplifies the assembly process. During production, the end of the side beam assembly 600 is simply aligned with the opening of the second energy-absorbing box 500 and inserted to achieve initial positioning. It is then fixed by welding or bolting, thereby improving assembly efficiency and reducing manufacturing costs.

[0084] In some embodiments, the opening shape of the second energy-absorbing box 500 can match the end cross-sectional shape of the side beam assembly 600. For example, when the side beam assembly 600 has a rectangular cross-section, the opening of the second energy-absorbing box 500 is also set to be rectangular, thereby achieving precise fit and improving connection stability.

[0085] In some embodiments, the end of the side beam assembly 600 that is inserted into the second energy-absorbing box 500 may be provided with a chamfer or guide structure to facilitate the insertion operation during assembly, reduce assembly difficulty, and avoid damage to the second energy-absorbing box 500 or the side beam assembly 600 during the insertion process.

[0086] In some embodiments, the inner wall of the second energy-absorbing box 500 may be provided with positioning protrusions or positioning grooves, which cooperate with the corresponding structures at the end of the side beam assembly 600, thereby achieving precise positioning after insertion and preventing the side beam assembly 600 from rotating or shifting inside the second energy-absorbing box 500.

[0087] In some embodiments, the side beam assembly 600 and the second energy-absorbing box 500 can be fixedly connected by means of bolts, welding or riveting.

[0088] In some possible implementations, such as Figure 4 As shown, the second energy-absorbing box 500 is along the height direction of the vehicle (e.g., Figure 4 (in the Z direction) is fixedly connected to the side beam assembly 600 located inside the second energy-absorbing box 500.

[0089] Because the space between the side beam assembly 600 and the front bumper beam 100 along the length of the vehicle is small, if the side beam assembly 600 and the second energy-absorbing box 500 are fixedly connected along the length of the vehicle, it will be difficult for the assembly tools and the operator's hands to enter the narrow space to operate. The limited operating space will increase the assembly difficulty, reduce the assembly efficiency, and may even affect the connection quality due to the inconvenience of operation.

[0090] By fixing the second energy-absorbing box 500 to the side beam assembly 600 along the height of the vehicle, the assembly tool can easily approach the connection position from above or below, and the operator can perform the assembly operation in a more comfortable posture, thereby improving the ease of assembly, shortening the assembly time, and reducing the assembly cost.

[0091] In some possible implementations, such as Figure 4 As shown, the side beam assembly 600 has a reinforcing rib 610, and the second energy-absorbing box 500 has a clearance notch 510, with some of the reinforcing ribs 610 located within the clearance notch 510.

[0092] Since the end of the side beam assembly 600 away from the A-pillar 700 is inserted into the interior of the second energy-absorbing box 500, and the reinforcing rib 610 provided on the side beam assembly 600 can improve the structural strength of the side beam assembly 600, the side beam assembly 600 has better resistance to deformation when subjected to impact force, thereby ensuring that the impact force can be effectively transmitted to the A-pillar 700 through the side beam assembly 600.

[0093] When the side beam assembly 600 is inserted into the second energy-absorbing box 500, if the reinforcing rib 610 interferes with the inner wall of the second energy-absorbing box 500, the side beam assembly 600 may not be able to be inserted smoothly or may not be inserted deep enough, thus affecting the connection strength between the side beam assembly 600 and the second energy-absorbing box 500. By providing an avoidance notch 510 on the second energy-absorbing box 500 and placing part of the reinforcing rib 610 within the avoidance notch 510, the interference problem between the reinforcing rib 610 and the inner wall of the second energy-absorbing box 500 can be effectively avoided, thereby ensuring that the side beam assembly 600 can be fully inserted into the second energy-absorbing box 500, achieving a reliable connection between the side beam assembly 600 and the second energy-absorbing box 500. This design ensures both the structural strength of the side beam assembly 600 itself and the assembly performance between the side beam assembly 600 and the second energy-absorbing box 500, enabling the force transmission path to stably disperse the collision force.

[0094] In some embodiments, the stiffener 610 may be provided along the extension direction of the side beam assembly 600.

[0095] In some embodiments, the clearance notch 510 can be a strip notch, a rectangular notch, a circular notch, or an elliptical notch, etc.

[0096] In some embodiments, one or more clearance notches 510 may be provided on the second energy-absorbing box 500 to accommodate the number of reinforcing ribs 610 provided on the side beam assembly 600.

[0097] In some possible implementations, such as Figure 2 As shown, the passenger compartment 400 includes a front bulkhead assembly 410 and a floor 420. The front bulkhead assembly 410 is fixedly connected to the front longitudinal beam assembly 300, and the floor 420 is fixedly connected to the front bulkhead assembly 410.

[0098] In this embodiment, the passenger compartment 400 includes a front bulkhead assembly 410 and a floor 420, wherein the front bulkhead assembly 410 is fixedly connected to the front longitudinal beam assembly 300, and the floor 420 is fixedly connected to the front bulkhead assembly 410. Through the fixed connection between the front bulkhead assembly 410 and the front longitudinal beam assembly 300, the collision force can be effectively transferred from the front longitudinal beam assembly 300 to the passenger compartment 400. Therefore, the front bulkhead assembly 410 can serve as the front load-bearing structure of the passenger compartment 400, directly bearing the collision load from the front longitudinal beam assembly 300.

[0099] Meanwhile, the fixed connection between the floor 420 and the front bulkhead assembly 410 allows the impact force borne by the front bulkhead assembly 410 to be further dispersed to the floor 420, thereby dispersing and absorbing the impact energy over a larger area of ​​the passenger compartment 400. This structural design prevents the impact force from concentrating on a specific local area of ​​the passenger compartment 400. Instead, through the synergistic effect of the front bulkhead assembly 410 and the floor 420, the impact energy is dispersed to the front and bottom structures of the passenger compartment 400, effectively reducing the stress concentration in local areas of the passenger compartment 400. Therefore, this structure reduces the possibility of local deformation in the passenger compartment 400, improves the overall impact resistance of the passenger compartment 400, and thus better protects the safety of the occupants.

[0100] In some embodiments, floor 420 may include a front floor and a rear floor, with the front floor fixedly connected to the front bulkhead assembly 410 and the rear floor fixedly connected to the front floor. Such a segmented floor 420 structure facilitates vehicle assembly and also promotes the stepwise transfer and absorption of collision energy.

[0101] In some possible implementations, such as Figure 2 As shown, the vehicle body structure 20 also includes a water tank support assembly 1000, which includes a water tank crossbeam 1030 and two support members 1010. The support members 1010 are fixedly connected to the first energy-absorbing box 200 in a one-to-one correspondence, and the support members 1010 are positioned along the height direction of the vehicle (e.g., along the vehicle's height). Figure 2 Extending upwards in the Z direction, the water tank crossbeam 1030 is fixedly connected to each support member 1010. The water tank crossbeam 1030 is used to connect to the vehicle's water tank.

[0102] By fixing the support member 1010 to the first energy-absorbing box 200, the support member 1010 can establish a connection with the front bumper beam 100 through the first energy-absorbing box 200. Thus, when a vehicle collision occurs, the collision force can be transmitted through the front bumper beam 100 to the first energy-absorbing box 200, and then through the support member 1010 to the water tank crossbeam 1030, and then distributed to the entire water tank support assembly 1000.

[0103] Therefore, it can be seen that the water tank support assembly 1000 can form an additional force transmission path, dispersing some of the collision energy to the water tank support assembly 1000, thereby further reducing the collision load transmitted to the passenger compartment 400 and A-pillar 700, and improving the vehicle's collision safety performance.

[0104] Furthermore, the upward extension of the support member 1010 along the height of the vehicle effectively utilizes the longitudinal space at the front of the vehicle, allowing the water tank beam 1030 to be positioned at a suitable height for water tank installation, while not occupying excessive space in the length direction of the vehicle, thus optimizing the spatial layout at the front of the vehicle.

[0105] In some embodiments, the support member 1010 may be plate-shaped, column-shaped, tubular, etc.

[0106] In some embodiments, the support member 1010 and the first energy-absorbing box 200 can be fixedly connected by means of bolts, welding or riveting.

[0107] In some embodiments, the water tank beam 1030 and the support member 1010 can be fixedly connected by means of bolts, welding or riveting.

[0108] In some possible implementations, such as Figure 2 As shown, the water tank support assembly 1000 also includes two connectors 1020. Each connector 1020 includes a first connecting section 1021 and a second connecting section 1022. The first connecting section 1021 is fixedly connected to the first energy-absorbing box 200 in a one-to-one correspondence. The second connecting section 1022 is fixedly connected to the support member 1010 in a one-to-one correspondence. The first connecting section 1021 and the second connecting section 1022 are fixedly connected, and there is an included angle between the first connecting section 1021 and the second connecting section 1022.

[0109] Since there is an angle between the first connecting segment 1021 and the second connecting segment 1022, the connector 1020 can adapt to the spatial position and angular relationship between the first energy-absorbing box 200 and the support 1010, thereby making the connection between the first energy-absorbing box 200 and the support 1010 more reasonable and avoiding connection difficulties or structural interference problems caused by spatial mismatch.

[0110] In some embodiments, the included angle between the first connecting segment 1021 and the second connecting segment 1022 can be 60° to 120°, for example, 60°, 90° or 120°.

[0111] In some embodiments, the connector 1020 can be manufactured using a stamping process, forming a first connecting segment 1021 and a second connecting segment 1022 with an included angle in a single stamping process, thereby simplifying the manufacturing process and reducing production costs.

[0112] Alternatively, in other embodiments, the connector 1020 may be manufactured using a bending process, which involves bending the sheet metal to form a first connecting segment 1021 and a second connecting segment 1022 with an included angle, thereby improving manufacturing flexibility.

[0113] Alternatively, in other embodiments, the first connecting segment 1021 and the second connecting segment 1022 can be fixedly connected by means of bolting, welding or riveting.

[0114] It should be understood that the embodiments of this application are not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle body structure, characterized in that, include: Front bumper beam; The first energy-absorbing box is fixedly connected to the front anti-collision beam; A front longitudinal beam assembly, which is fixedly connected to the first energy-absorbing box; The passenger compartment is fixedly connected to the front longitudinal beam assembly; The second energy-absorbing box is fixedly connected to the front anti-collision beam; A side beam assembly, which is fixedly connected to the second energy-absorbing box; Column A, which is fixedly connected to the side beam assembly.

2. The vehicle body structure according to claim 1, characterized in that, Also includes: The first end plate is fixedly connected to the first energy-absorbing box. The second end plate is fixedly connected to the front longitudinal beam assembly, and the first end plate is fixedly connected to the second end plate.

3. The vehicle body structure according to claim 2, characterized in that, The first end plate is fixedly connected to the second end plate along the length of the vehicle.

4. The vehicle body structure according to claim 1, characterized in that, The end of the side beam assembly furthest from the A-pillar is inserted into the interior of the second energy-absorbing box.

5. The vehicle body structure according to claim 4, characterized in that, The second energy-absorbing box is fixedly connected to the side beam assembly located inside the second energy-absorbing box along the height direction of the vehicle.

6. The vehicle body structure according to claim 4, characterized in that, The side beam assembly has reinforcing ribs, and the second energy-absorbing box has clearance notches, with some of the reinforcing ribs located within the clearance notches.

7. The vehicle body structure according to any one of claims 1-6, characterized in that, The crew compartment includes: A front bulkhead assembly, which is fixedly connected to the front longitudinal beam assembly; The floor is fixedly connected to the front bulkhead assembly.

8. The vehicle body structure according to any one of claims 1-6, characterized in that, It also includes the water tank support assembly, which includes: Two support members are fixedly connected to the first energy-absorbing box in a one-to-one correspondence, and the support members extend upward along the height direction of the vehicle; A water tank crossbeam is fixedly connected to each of the aforementioned support members, and the water tank crossbeam is used to connect to the vehicle's water tank.

9. The vehicle body structure according to claim 8, characterized in that, The water tank support assembly also includes: Two connectors, each connector including a first connecting segment and a second connecting segment, wherein the first connecting segment is fixedly connected to the first energy-absorbing box in a one-to-one correspondence, and the second connecting segment is fixedly connected to the support member in a one-to-one correspondence, wherein the first connecting segment and the second connecting segment are fixedly connected, and there is an included angle between the first connecting segment and the second connecting segment.

10. A vehicle, characterized in that, Includes the vehicle body and the vehicle body structure as described in any one of claims 1-9 connected to the vehicle body.

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