Vehicle body unit and vehicle

Abstract

A vehicle body unit (100) and a vehicle, wherein the vehicle body unit (100) comprises a plurality of side members (82), a first connecting portion (85) and a plurality of side sills (86), wherein the first connecting portion (85) is connected between the side members (82) and the corresponding side sills (86), and a dash cross member (81), a second connecting portion (84), a center tunnel (91), and a seat mounting member (1), wherein the dash cross member (81) is connected to a plurality of side members (82), the seat mounting member (1) is connected to a plurality of side sills (86), the center tunnel (91) is connected between the dash cross member (81) and the seat mounting member (1), and the second connecting portion (84) is connected between the center tunnel (91) and the corresponding first connecting portion (85), comprising the dash cross member, the second connecting portion, the center tunnel, and the seat mounting member.

Description

Technical Field

[0001] Cross - reference to Related Applications This invention claims the priority of the Chinese patent application with the patent application number 202311065715.0 filed with the China National Intellectual Property Administration on August 22, 2023, and incorporates the full text thereof herein by reference.

[0002] This invention relates to the technical field of vehicles, and in particular, to a vehicle body unit of a vehicle and a vehicle equipped with the same.

Background Art

[0003] In related technologies, the vehicle body structure has a great impact on the safety performance of the vehicle. When the vehicle undergoes a frontal collision, the vehicle body structure needs to withstand a large collision force to ensure the safety of the driver and passengers. However, the conventional vehicle body structure design is not reasonable. When the vehicle undergoes a frontal collision, the vehicle body structure members in front of the passenger compartment are likely to invade the passenger compartment, resulting in poor safety performance of conventional vehicles.

Summary of the Invention

[0004] This application aims to solve at least one of the technical problems in related technologies to some extent.

[0005] Therefore, this application aims to provide a vehicle body unit of a vehicle that can reduce the probability of passengers being injured and improve the safety performance of the vehicle.

[0006] Furthermore, this application provides a vehicle.

[0007] The vehicle body unit of this application comprises a plurality of side members, a first connecting portion and a plurality of side sills, wherein the first connecting portion is connected between the side member and the side sill corresponding to the side member, and a dash cross member, a second connecting portion, a center tunnel and a seat mounting member, wherein the dash cross member is connected to the plurality of side members, the seat mounting member is connected to the plurality of side sills, the center tunnel is connected between the dash cross member and the seat mounting member, and the second connecting portion is connected between the center tunnel and the first connecting portion corresponding to the center tunnel.

[0008] According to the vehicle body unit of this application, a first connection is provided between the side member and the corresponding side sill, and a second connection is provided between the center tunnel and the corresponding first connection, thereby providing the vehicle body unit with a rational force transmission path. In the event of a frontal collision, the vehicle body unit can reliably receive and transmit the collision energy, reducing the probability of occupant injury and improving the vehicle's safety performance.

[0009] According to the vehicle of this application, the vehicle is equipped with the above-mentioned vehicle body unit.

[0010] Additional aspects and advantages of the present invention are partially shown in the following description, partially become apparent from the following description, or will be understood through the practice of the present invention. [Brief explanation of the drawing]

[0011] [Figure 1] This is a schematic diagram of a vehicle body unit according to an embodiment of the present application. [Figure 2] This is a schematic diagram of the vehicle body unit according to an embodiment of this application, viewed from a different angle. [Figure 3] This is a schematic diagram of a vehicle body unit according to an embodiment of the present application (with some of the dashboard panels omitted). [Figure 4] This is an enlarged view of section A in Figure 3. [Figure 5] This is a schematic diagram of the vehicle body unit according to an embodiment of this application, viewed from a different angle (with some of the dashboard panels omitted). [Figure 6] This is a schematic diagram of the center tunnel according to an embodiment of the present application. [Figure 7] This is a schematic diagram of the center tunnel at a different angle according to an embodiment of this application. [Figure 8] This is a schematic diagram of the center tunnel at a different angle according to an embodiment of this application. [Figure 9] This is a cross-sectional view of BB in Figure 8. [Modes for carrying out the invention]

[0012] The following describes embodiments of the present invention in detail, which are shown in the drawings, where the same or similar reference numerals from beginning to end indicate the same or similar elements, or elements having the same or similar function. The embodiments described below with reference to the drawings are illustrative and intended to illustrate the present invention, and should not be understood as limiting the invention.

[0013] The vehicle body unit 100 according to the embodiment of this application will be described below with reference to Figures 1 to 9.

[0014] As shown in Figures 1 to 9, the vehicle body unit 100 according to the embodiment of this application comprises a plurality of side members 82, a first connecting portion 85, a plurality of side sills 86, a dash cross member 81, a second connecting portion 84, a center tunnel 91, and a seat mounting member 1.

[0015] Here, a first connecting portion 85 is connected between a side member 82 and a corresponding side sill 86. It should be explained that the number of side members 82 may be the same as the number of side sills 86, and in some selectable embodiments of this application, the number of side members 82 may be two, and the number of side sills 86 may be two, with the two side sills 86 corresponding one-to-one with the two side members 82, and the first connecting portion 85 may be connected between the side members 82 and the corresponding side sills 86. For example, the plurality of side members 82 may include a first side member 821 and a second side member 822, and the plurality of side sills 86 may include a first side sill 861 and a second side sill 862, with the first connecting portion 85 connected between the first side member 821 and the first side sill 861, and the first connecting portion 85 connected between the second side member 822 and the second side sill 862. In some selectable embodiments of this application, the number of first connecting portions 85 may be the same as the number of side members 82 and side sills 86. For example, there may be two first connecting portions 85, one of which is connected between the first side member 821 and the first side sill 861, and the other first connecting portion 85 is connected between the second side member 822 and the second side sill 862.

[0016] As some of the selectable embodiments of this application, as shown in Figures 1 to 5, a collision prevention beam 89 may be provided at the end of the side member 82 away from the side sill 86, for example, one end of the collision prevention beam 89 may be connected to the end of the first side member 821 away from the first side sill 861, and the other end of the collision prevention beam 89 may be connected to the end of the second side member 822 away from the second side sill 862.

[0017] The dash cross member 81 is connected to a plurality of side members 82, and the dash cross member 81 may extend in the width direction of the vehicle (i.e., the Y direction shown in Figure 1), and both ends of the dash cross member 81 may be connected to the plurality of side members 82, for example, the plurality of side members 82 may include a first side member 821 and a second side member 822, and both ends of the dash cross member 81 may be connected to the first side member 821 and the second side member 822, respectively.

[0018] The seat mounting member 1 is connected to a plurality of side sills 86, and the seat mounting member 1 may also be the front mounting cross member of the vehicle's front seat, and the seat mounting member 1 may extend in the width direction of the vehicle (i.e., the Y direction shown in Figure 1), and both ends of the seat mounting member 1 may be connected to the plurality of side sills 86 respectively, for example the plurality of side sills 86 may include a first side sill 861 and a second side sill 862, and both ends of the seat mounting member 1 may be connected to the first side sill 861 and the second side sill 862 respectively.

[0019] The center tunnel 91 is connected between the dash cross member 81 and the seat mounting member 1. The center tunnel 91 may extend in the longitudinal direction of the vehicle (i.e., the X direction shown in Figure 1), and one end of the center tunnel 91 closer to the dash cross member 81 (i.e., the front end of the center tunnel 91) may be connected to the dash cross member 81, and the other end of the center tunnel 91 closer to the seat mounting member 1 (i.e., the rear end of the center tunnel 91) may be connected to the seat mounting member 1.

[0020] A second connecting portion 84 is connected between the first connecting portion 85 corresponding to the center tunnel 91. In the vehicle width direction (Y direction shown in FIG. 1), the first connecting portion 85 may be located on the side surface of the center tunnel 91, and a second connecting portion 84 may be connected between the first connecting portion 85 corresponding to the center tunnel 91. As some selectable embodiments of the present application, the number of the first connecting portions 85 may be two, the two first connecting portions 85 may be respectively located on both sides of the center tunnel 91, the number of the second connecting portions 84 may be two, and one of the second connecting portions 84 may be connected between the center tunnel 91 and one of the first connecting portions 85, and the other second connecting portion 84 may be connected between the center tunnel 91 and the other first connecting portion 85.

[0021] It should be noted that the vehicle body unit 100 of the present application can form a plurality of force transmission paths. Specifically, the first force transmission path consists of the side member 82, the first connecting portion 85, and the side sill 86 in sequence. In this force transmission path, energy is transmitted to the rear side member of the rear floor of the vehicle through the side member 82, the first connecting portion 85, and the side sill 86. The second force transmission path consists of the dash cross member 81, the second connecting portion 84, the center tunnel 91, and the seat mounting member 1 in sequence. In this force transmission path, energy is mainly transmitted to the seat mounting member 1 through the dash cross member 81.

[0022] Through simulation analysis, the first force transmission path can carry about 90% of the energy. The first force transmission path is the main force transmission path. The second force transmission path can carry about 10% of the energy. The second force transmission path is the auxiliary force transmission path. It should also be noted that the number of side members 82, side sills 86, first connection parts 85, and second connection parts 84 may all be plural. In an embodiment where a plurality of side members 82 include a first side member 821 and a second side member 822, and a plurality of side sills 86 include a first side sill 861 and a second side sill 862, the first force transmission path may be two branch paths. One of the branch paths consists of the first side member 821, one of the first connection parts 85, and the first side sill 861 in sequence. The other branch path consists of the second side member 822, the other first connection part 85, and the second side sill 862 in sequence. Each branch path of the first force transmission path can carry about 45% of the energy. Also, the second force transmission path may be two branch paths. One of the branch paths consists of the dash cross member 81, one of the second connection parts 84, the center tunnel 91, and the seat mounting member 1 in sequence. The other branch path consists of the dash cross member 81, the other second connection part 84, the center tunnel 91, and the seat mounting member 1 in sequence. Each branch path of the second force transmission path can carry about 5% of the energy.

[0023] Furthermore, it is necessary to explain that in the multiple force transmission paths of this application, there are not only forces transmitted in the longitudinal direction but also forces transmitted in the lateral direction, and in the collision process, the energy of the longitudinal force transmitted to the side member 82 is decomposed into forces transmitted laterally by the dash cross member 81 and the second connection part 84. Specifically, the lateral force may be divided into a front lateral force and a rear lateral force, and the dash cross member 81 may be located in front of the second connection part 84 along the longitudinal direction of the vehicle (i.e., the X direction shown in Figure 1), the front lateral force is borne by the dash cross member 81 and transmitted to the seat mounting member 1 via the center tunnel 91, and the rear lateral force is borne by the second connection part 84 and transmitted to the seat mounting member 1 via the center tunnel 91, that is, the lateral force is borne together with the dash cross member 81 and the second connection part 84, and the energy is transmitted to the center tunnel 91, thereby performing the transmission of the auxiliary force transmission path.

[0024] In some selectable embodiments of this application, the first side member 821 and the second side member 822 may both have an inner panel and an outer panel, and the inner panel and the outer panel may be connected by welding to form a closed structure, the first side member 821 and the second side member 822 may both be located behind the collision prevention beam 89, the first side member 821 and the second side member 822 and the collision prevention beam 89 may be connected by screws, the side member 82 may be connected to the first connection part 85 corresponding to it by welding, and the first connection part 85 may be connected to the side sill 86 corresponding to it by welding. The dash cross member 81 may be welded to the side member 82 and the center tunnel 91, the center tunnel 91 and the seat mounting member 1 may be connected by welding, the center tunnel 91 and the second connection part 84 corresponding to it may be connected by welding, and the seat mounting member 1 and the plurality of side sills 86 may all be connected by welding.

[0025] As a result, in this application, a first connecting portion 85 is connected between the side member 82 and the corresponding side sill 86, and a second connecting portion 84 is connected between the center tunnel 91 and the corresponding first connecting portion 85, thereby providing the vehicle body unit 100 with a rational force transmission path. In the event of a frontal collision, the vehicle body unit 100 can reliably receive and transmit the collision energy, reducing the probability of occupant injury and improving the vehicle's safety performance.

[0026] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the vehicle body unit 100 may further include an A-pillar 87, which may be connected to a corresponding side sill 86, or the A-pillar 87 may be connected to a corresponding first connection portion 85. In some selectable embodiments of this application, the number of A-pillars 87 may be multiple, and the number of A-pillars 87 may be the same as the number of side sills 86. For example, there may be two A-pillars 87, and there may be two first connecting parts 85. One of these A-pillars 87 may be connected to either the first side sill 861 or one of the first connecting parts 85, while the other A-pillar 87 may be connected to either the second side sill 862 or the other first connecting part 85. By providing the A-pillars 87, the first force transmission path consists sequentially of the side member 82, the first connecting part 85, the A-pillar 87, and the side sill 86. Since the first force transmission path needs to transmit a large amount of collision force, by installing the A-pillars 87 in the first force transmission path, the collision force can be reliably transmitted along the first force transmission path. This allows the vehicle body unit 100 to reliably receive and transmit collision energy, which is advantageous in improving the safety performance of the vehicle.

[0027] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the connection point between the first connecting portion 85 and the corresponding side sill 86 may be located behind the connection point between the first connecting portion 85 and the corresponding side member 82 along a first direction of the vehicle body unit 100 (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in Figure 1), and the connection point between the first connecting portion 85 and the corresponding side sill 86 may be located outside the connection point between the first connecting portion 85 and the corresponding side member 82 along a second direction of the vehicle body unit 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), where the first direction and the second direction are orthogonal.

[0028] In other words, the connection point between the first connection part 85 and the corresponding side sill 86 may be located outside and rear of the connection point between the first connection part 85 and the corresponding side member 82, or conversely, the connection point between the first connection part 85 and the corresponding side member 82 may be located inside and front of the connection point between the first connection part 85 and the corresponding side sill 86. By installing them in this way, the relative positions of the connection points between the first connection part 85 and the corresponding side member 82 and the connection point between the first connection part 85 and the corresponding side sill 86 can be made rational, a branch structure can be formed, and as a result the vehicle body unit 100 can reliably receive and transmit collision energy.

[0029] In some selectable embodiments of this application, along a first direction of the vehicle body unit 100 (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in Figure 1), the connection point between the first connecting portion 85 and the corresponding A-pillar 87 may be located behind the connection point between the first connecting portion 85 and the corresponding side member 82, and along a second direction of the vehicle body unit 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), the connection point between the first connecting portion 85 and the corresponding A-pillar 87 may be located outside the connection point between the first connecting portion 85 and the corresponding side member 82.

[0030] In other words, the connection point between the first connection part 85 and the corresponding A-pillar 87 may be located outside and behind the connection point between the first connection part 85 and the corresponding side member 82, or conversely, the connection point between the first connection part 85 and the corresponding side member 82 may be located inside and in front of the connection point between the first connection part 85 and the corresponding A-pillar 87. By installing them in this manner, the relative positions of the connection point between the first connection part 85 and the corresponding side member 82 and the connection point between the first connection part 85 and the corresponding A-pillar 87 can be made rational, a branch structure can be formed, and as a result the vehicle body unit 100 can reliably receive and transmit collision energy.

[0031] In some optional embodiments of this application, the first connection portion 85 may be located behind the front fender of the vehicle.

[0032] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, along a first direction of the vehicle body unit 100 (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in Figure 1), the connection point between the second connection point 84 and the corresponding first connection point 85 may be located behind the connection point between the first connection point 85 and the corresponding side member 82, and along a second direction of the vehicle body unit 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), the connection point between the second connection point 84 and the corresponding first connection point 85 may be located inside the connection point between the first connection point 85 and the corresponding side sill 86. By installing it in this manner, the relative positions of the connection point between the second connection part 84 and the corresponding first connection part 85, and the connection point between the first connection part 85 and the corresponding side sill 86 can be made rational, and as a result the vehicle body part 100 can reliably receive and transmit collision energy, which is advantageous in improving the safety performance of the vehicle.

[0033] As some of the selectable embodiments of this application, as shown in Figures 1 to 4, the connection point between the second connection point 84 and the corresponding first connection point 85 may be located inside the connection point between the first connection point 85 and the corresponding A-pillar 87 along the second direction of the vehicle body unit 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1). This arrangement allows for a rational positional relationship between the connection point between the second connection point 84 and the corresponding first connection point 85, and the connection point between the first connection point 85 and the corresponding A-pillar 87, which is advantageous in improving the safety performance of the vehicle.

[0034] In some embodiments of this application, the first connecting portion 85 and the corresponding second connecting portion 84 may be integrally molded. As some of the selectable embodiments of this application, as shown in Figures 1 to 3 and Figure 5, there may be two first connecting portions 85 and two second connecting portions 84, one of which the first connecting portion 85 is connected between the first side member 821 and the first side sill 861, and the other first connecting portion 85 is connected between the second side member 822 and the second side sill 862, in other words, in a second direction of the vehicle body unit 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), one of the first connecting portion 85 is located on the left side of the center tunnel 91, and the other first connecting portion 85 is located on the right side of the center tunnel 91, and one of the second connecting portion 84 may be integrally molded with the first connecting portion 85 located on the left side of the center tunnel 91, and the other second connecting portion 84 may be integrally molded with the first connecting portion 85 located on the right side of the center tunnel 91.

[0035] The structural strength of the integrally molded product is good, and by configuring the first connecting part 85 and the corresponding second connecting part 84 as an integrally molded product, the probability of the first connecting part 85 separating from the corresponding second connecting part 84 can be reduced. Furthermore, by installing them in this manner, the difficulty of production of the first connecting part 85 and the second connecting part 84 can be reduced, and the production efficiency of the first connecting part 85 and the second connecting part 84 can be improved.

[0036] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the second connecting portion 84 may be located behind the dash cross member 81 along a first direction of the vehicle body unit 100 (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in Figure 1), and the second connecting portion 84 may be located below the dash cross member 81 along a third direction of the vehicle body unit 100 (i.e., the height direction of the vehicle, i.e., the Z direction shown in Figure 3), where the first direction and the third direction are orthogonal.

[0037] In other words, the second connection portion 84 may be located behind and below the dash cross member 81, or to put it another way, the dash cross member 81 may be located in front of and above the second connection portion 84. It is necessary to explain that in the multiple force transmission paths of this application, there are not only forces transmitted in the longitudinal direction but also forces transmitted in the lateral direction, and the lateral force may be divided into a front lateral force and a rear lateral force. By positioning the second connection part 84 behind and below the dash cross member 81, the relative position of the second connection part 84 and the dash cross member 81 can be made rational. The front lateral force can be supported by the dash cross member 81 and transmitted to the seat mounting member 1 via the center tunnel 91, and the rear lateral force can be supported by the second connection part 84 and transmitted to the seat mounting member 1 via the center tunnel 91. As a result, the lateral force is reliably supported and the energy is transmitted to the center tunnel 91, enabling transmission in the auxiliary force transmission path, which is advantageous in improving the safety performance of the vehicle.

[0038] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the center tunnel 91 may extend in a first direction (i.e., the longitudinal direction of the vehicle, i.e., the X direction shown in Figure 1) along the longitudinal direction of the center tunnel 91, and the connection point between the second connecting portion 84 and the center tunnel 91 may be located at an intermediate position in the center tunnel 91. By positioning the connection point between the second connecting portion 84 and the center tunnel 91 at an intermediate position in the center tunnel 91, the rear lateral force borne by the second connecting portion 84 can be transmitted to the center tunnel 91 at an intermediate position in the center tunnel 91, which is advantageous in improving the safety performance of the vehicle.

[0039] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the front end of the center tunnel 91 may be connected to the dash cross member 81 along the first direction of the vehicle body unit 100, and the rear end of the center tunnel 91 may be connected to the seat mounting member 1. The front end of the center tunnel 91 may be the end of the center tunnel 91 closest to the dash cross member 81, and the rear end of the center tunnel 91 may be the end of the center tunnel 91 closest to the seat mounting member 1. By connecting the rear end of the center tunnel 91 to the seat mounting member 1, the length of the center tunnel 91 can be shortened so that the center tunnel 91 does not exist in the rear seats of the passenger compartment, thereby improving the comfort of the rear passengers in the passenger compartment.

[0040] Furthermore, by shortening the length of the center tunnel 91, it is possible to have a larger mounting space for the battery pack, which is advantageous for improving the electrical capacity of the battery pack.

[0041] In some embodiments of this application, as shown in Figures 1, 3, and 6-8, the center tunnel 91 may include a first tunnel segment 911 and a second tunnel segment 912 connected to each other, the end of the first tunnel segment 911 away from the second tunnel segment 912 being connected to the dash cross member 81, and the end of the second tunnel segment 912 away from the first tunnel segment 911 being connected to the seat mounting member 1. The end of the first tunnel segment 911 closer to the second tunnel segment 912 being connected to the end of the second tunnel segment 912 closer to the first tunnel segment 911. By connecting the second tunnel segment 912 to the seat mounting member 1, the length of the center tunnel 91 can be shortened, and the center tunnel 91 can not be present in the rear seats of the passenger compartment, thereby improving the comfort of the rear seat passengers, and by connecting the second tunnel segment 912 to the seat mounting member 1, the collision safety performance of the vehicle can be ensured. In some optional embodiments of this application, the center tunnel 91 is a single-piece molded product, that is, the first tunnel segment 911 and the second tunnel segment 912 are integrally molded, and when installed in this manner, the structural strength of the center tunnel 91 can be improved.

[0042] In the longitudinal direction of the vehicle (i.e., the X direction shown in the figure), the first tunnel segment 911 is located in front of the second tunnel segment 912; in other words, the center tunnel 91 has a structural form that extends along the longitudinal direction of the vehicle, the dash cross member 81 is located in front of the seat mounting member 1, and in the height direction of the vehicle (i.e., the Z direction shown in the figure), the height of the dash cross member 81 is higher than the height of the seat mounting member 1, and one end of the first tunnel segment 911 away from the second tunnel segment 912 is higher than the second tunnel segment 912; that is, the end of the first tunnel segment 911 connected to the dash cross member 81 is higher than the second tunnel segment 912. Furthermore, the first tunnel segment 911 is configured in a downwardly concave arc shape; that is, the first tunnel segment 911 is configured as a downwardly concave arc-shaped segment, or the longitudinal section of the first tunnel segment 911 (i.e., the section along the height direction of the vehicle) may be understood to be arc-shaped.

[0043] It is necessary to explain that by configuring the center tunnel 91 such that one end of the first tunnel segment 911 away from the second tunnel segment 912 is higher than the second tunnel segment 912, the center tunnel 91 can be easily connected between the dash cross member 81 and the seat mounting member 1. Furthermore, by configuring the first tunnel segment 911 as a downwardly recessed arc-shaped segment, the first tunnel segment 911 can be recessed, thereby reducing the space occupied by the center tunnel 91, which is advantageous in reducing the difficulty of arranging vehicle components. In some optional embodiments of this application, the vehicle console can be shielded by the console, that is, the first tunnel segment 911 can provide a mounting location for the vehicle console, and by structuring the first tunnel segment 911 as a downwardly recessed arc-shaped segment, a large mounting space for the vehicle console can be provided.

[0044] In some optional embodiments of this application, the center tunnel 91 and the dash cross member 81, and the center tunnel 91 and the seat mounting member 1 may all be connected by welding.

[0045] In some optional embodiments of this application, the center tunnel 91 may be located inside the passenger compartment, or the center tunnel 91 may be located above the front floor of the vehicle, and in some optional embodiments of this application, the top surface of the vehicle's battery pack may be configured as the front floor of the vehicle. In some optional embodiments of this application, the center tunnel 91 may be centrally located inside the passenger compartment.

[0046] As a result, by connecting the second tunnel segment 912 to the seat mounting member 1, the length of the center tunnel 91 can be shortened, and the center tunnel 91 can be eliminated from the rear seats of the passenger compartment, thereby improving the comfort of the rear passengers. Furthermore, by connecting the second tunnel segment 912 to the seat mounting member 1, the collision safety performance of the vehicle can be ensured. In addition, by configuring the first tunnel segment 911 in a downwardly concave arc shape, the space occupied by the center tunnel 91 can be reduced, which is advantageous in reducing the difficulty of arranging vehicle components.

[0047] Furthermore, shortening the length of the center tunnel 91 in this application is advantageous for reducing the weight of the center tunnel 91, and is beneficial for lightweight vehicle design.

[0048] In some embodiments of this application, as shown in Figures 1, 3, 6, and 8, the width of the first tunnel segment 911 may gradually increase from the first tunnel segment 911 toward the second tunnel segment 912.

[0049] In other words, the width of the first tunnel segment 911 may be gradually increased along the longitudinal direction of the vehicle (i.e., the X direction shown in Figure 1), and here the width of the first tunnel segment 911 may be understood as the width of the first tunnel segment 911 in the width direction of the vehicle (i.e., the Y direction shown in Figure 1). By configuring the width of the first tunnel segment 911 to be gradually increased along the longitudinal direction of the vehicle, the structural strength of the first tunnel segment 911 can be increased, the structural strength of the center tunnel 91 can be increased, the collision safety performance of the vehicle can be ensured, and it is advantageous to improve the safety of the vehicle.

[0050] In some embodiments of this application, as shown in Figure 8, the width of the end of the first tunnel segment 911 away from the second tunnel segment 912 may be N1, and N1 may satisfy the relation 100 mm ≤ N1 ≤ 180 mm. In other words, along the width direction of the vehicle (i.e., the Y direction shown in Figure 1), the width N1 of the end of the first tunnel segment 911 away from the second tunnel segment 912 may be any value between 100 mm and 180 mm, for example, N1 may be 100 mm, 140 mm, 180 mm, etc., but is not limited to these. When installed in this manner, the width dimension of the end of the first tunnel segment 911 away from the second tunnel segment 912 can be made reasonable, which is advantageous in ensuring the structural strength of the first tunnel segment 911.

[0051] In some embodiments of this application, the width of the end of the first tunnel segment 911 closest to the second tunnel segment 912 may be N2, and N2 may satisfy the relation 150 mm ≤ N2 ≤ 230 mm. In other words, along the width direction of the vehicle (i.e., the Y direction shown in Figure 1), the width N2 of the end of the first tunnel segment 911 closest to the second tunnel segment 912 may be any value between 150 mm and 230 mm, for example, N2 may be 150 mm, 190 mm, 230 mm, etc., but is not limited to these. When installed in this manner, the width dimension of the end of the first tunnel segment 911 closest to the second tunnel segment 912 can be made rational, which is advantageous in further ensuring the structural strength of the first tunnel segment 911.

[0052] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 3), connecting flanges 9112 may be provided at the lower ends of both the first tunnel segment 911 and the second tunnel segment 912, and the width of the first tunnel segment 911 as described in this application does not include the connecting flanges 9112.

[0053] It is necessary to explain that the side walls of the center tunnel 91 may be configured to gradually approach each other (as shown in Figure 9) along the vehicle's height direction (i.e., the Z direction as shown in Figure 3), and N1 may be understood as the width dimension of any point at the end of the first tunnel segment 911 away from the second tunnel segment 912 along the vehicle's width direction (i.e., the Y direction as shown in Figure 1). For example, N1 may be the width dimension of the top wall at the end of the first tunnel segment 911 away from the second tunnel segment 912, or N1 may be the distance between the lowest ends of the side walls at the end of the first tunnel segment 911 away from the second tunnel segment 912.

[0054] In some embodiments of this application, as shown in Figure 5, the length of the seat mounting member 1 is N3, and N3 and N2 may satisfy the relation 0.07N3 ≤ N2 ≤ 0.15N3. Here, the width of the end of the first tunnel segment 911 closest to the second tunnel segment 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 1) may be N2, and the length of the seat mounting member 1 along the width direction of the vehicle (i.e., the Y direction shown in Figure 1) may be N3. The width N2 of the end of the first tunnel segment 911 closest to the second tunnel segment 912 may be any value between 0.07N3 and 0.15N3, for example, N2 may be 0.07N3, 0.107N3, 0.15N3, etc., but is not limited to these. In some selectable embodiments of this application, the width of the end of the first tunnel segment 911 closest to the second tunnel segment 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 1) may be 190 mm, and the length of the seat mounting member 1 may be 1770 mm. This installation allows for a rational ratio between the length of the seat mounting member 1 and the width of the end of the first tunnel segment 911 closest to the second tunnel segment 912, which is advantageous in improving the overall structural strength of the vehicle body.

[0055] In some embodiments of this application, as shown in Figures 1, 3, and 6-8, the end of the second tunnel segment 912 away from the first tunnel segment 911 may have a first overlap flange 9121 to which the top wall of the sheet mounting member 1 is connected. In some optional embodiments of this application, the first overlap flange 9121 may be welded to the top wall of the sheet mounting member 1. As shown in Figure 8, the length of the first overlap flange 9121 along the longitudinal direction of the center tunnel 91 (i.e., the X direction shown in Figure 1) may be N4, and the width of the sheet mounting member 1 may be N5, as shown in Figure 5, and N4 and N5 may satisfy the relation 0.3N5 ≤ N4 ≤ 0.5N5. That is, N4 may be 0.3N5, ​​0.4N5, 0.5N5, etc., but is not limited to these. By installing it in this manner, the ratio between the length of the first overlapping flange 9121 and the width of the seat mounting member 1 can be made rational, which is advantageous in ensuring the connection strength between the first overlapping flange 9121 and the seat mounting member 1, and the probability of the first overlapping flange 9121 and the seat mounting member 1 separating can be reduced.

[0056] In some optional embodiments of this application, as shown in Figures 7 and 8, the end of the second tunnel segment 912 away from the first tunnel segment 911 may have a second overlap flange 9122, the number of which may be multiple, for example, there may be two second overlap flanges 9122, the two second overlap flanges 9122 may be located on both sides of the second tunnel segment 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 1), and the second overlap flanges 9122 are connected to the front wall of the seat mounting member 1. In some optional embodiments of this application, the second overlap flanges 9122 may be welded to the front wall of the seat mounting member 1. This configuration increases the connection strength between the center tunnel 91 and the seat mounting member 1 and reduces the probability of the center tunnel 91 and the seat mounting member 1 separating.

[0057] In some embodiments of this application, as shown in Figure 9, the height of the second tunnel segment 912 along the vehicle's height direction (i.e., the Z direction shown in Figure 3) may be N6, and N6 may satisfy the relationship 40mm ≤ N6 ≤ 120mm. In other words, the height N6 of the second tunnel segment 912 may be any value between 40mm and 120mm, for example, N6 may be 40mm, 80mm, 120mm, etc., but is not limited to these. What needs to be explained is that the height of any point on the second tunnel segment 912 along the vehicle's height direction (i.e., the Z direction shown in Figure 3) may be N6. Installing it in this way makes it possible to rationalize the height dimension of the second tunnel segment 912, which is advantageous in ensuring the structural strength of the second tunnel segment 912.

[0058] In some embodiments of this application, as shown in Figures 1 to 8, the width of the second tunnel segment 912 may be constant from the first tunnel segment 911 toward the second tunnel segment 912. That is, the width of the second duct segment 912 in the vehicle width direction may be constant along the longitudinal direction of the vehicle (the X direction shown in Figure 1). In some selectable embodiments of this application, the width of the end of the first tunnel segment 911 closest to the second tunnel segment 912 may be N2, and the width of the second tunnel segment 912 may be N2, where N2 satisfies the relation 150 mm ≤ N2 ≤ 230 mm. That is, the width of the second tunnel segment 912 may be any value between 150 mm and 230 mm.

[0059] In other words, the width of the second tunnel segment 912 may be constant along the longitudinal direction of the vehicle (i.e., the X direction shown in Figure 1), and the width of the second tunnel segment 912 may be the same as the width of the end of the first tunnel segment 911 that is close to the second tunnel segment 912. In some selectable embodiments of this application, the width of the second tunnel segment 912 may be 190 mm. Installing it in this way allows for a rational structural form of the second tunnel segment 912, which is advantageous in ensuring the structural strength of the second tunnel segment 912, and also reduces the difficulty of production of the center tunnel 919 by giving the second tunnel segment 912 a structural form with a constant width.

[0060] It should be explained that, along the vehicle's height direction (i.e., the Z direction shown in Figure 3), connecting flanges 9112 may be provided at the lower ends of both the first tunnel segment 911 and the second tunnel segment 912, and the width of the second tunnel segment 912 as described in this application does not include the connecting flanges 9112.

[0061] It is necessary to explain that, along the vehicle's height direction (i.e., the Z direction shown in Figure 3), the side walls of the center tunnel 91 may be configured to gradually approach each other (as shown in Figure 8), and N2 may be understood as the width dimension of any point in the second tunnel segment 912 in the vehicle's width direction (i.e., the Y direction shown in Figure 1). For example, N2 may be the width dimension of the top wall of the second tunnel segment 912, or N2 may be the distance between the lowest ends of the side walls of the second tunnel segment 912.

[0062] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the vehicle body unit 100 may further include a dash panel 83, the center tunnel 91 may be located on one side of the dash panel 83 and connected to the dash panel 83, at least a portion of the first connection portion 85, the dash cross member 81 and the second connection portion 84 may all be located on the other side of the dash panel 83, and the first connection portion 85, the dash cross member 81 and the second connection portion 84 may all be connected to the dash panel 83.

[0063] In some optional embodiments of this application, the center tunnel 91 may be located on one side of the dash panel 83 facing the passenger compartment and connected to the dash panel 83, and at least a portion of the first connection 85, the dash cross member 81 and the second connection 84 may all be located on one side of the dash panel 83 away from the passenger compartment and all may be connected to the dash panel 83.

[0064] As some of the selectable embodiments of this application, as shown in Figures 6 to 8, connecting flanges 9112 may be provided at the lower ends of both the first tunnel segment 911 and the second tunnel segment 912, and the center tunnel 91 may be connected to the dash panel 83 via the connecting flanges 9112.

[0065] It is important to explain that although the center tunnel 91 and the dash cross member 81 are located on either side of the dash panel 83, a direct connection can be established between the center tunnel 91 and the dash cross member 81 by spot welding to the dash panel 83. Similarly, although the center tunnel 91 and the second connection part 84 are located on either side of the dash panel 83, a direct connection can be established between the center tunnel 91 and the second connection part 84 by spot welding or other welding methods to the dash panel 83.

[0066] At least a portion of the first connection portion 85, the dash cross member 81, and the second connection portion 84 may all be positioned on the other side of the dash panel 83, while the center tunnel 91 may be positioned on one side of the dash panel 83 and connected to the dash panel 83. This allows for a rational arrangement of the installation positions of the first connection portion 85, the center tunnel 91, the dash cross member 81, and the second connection portion 84, avoiding the first connection portion 85, the dash cross member 81, and the second connection portion 84 occupying space in the passenger compartment, which is advantageous for increasing passenger compartment space and improving the passenger experience.

[0067] In some embodiments of this application, the orthographic projection of the center tunnel 91 and the orthographic projection of the dash cross member 81 may have an overlapping region along the thickness direction of the dash panel 83. Specifically, the portion of the dash panel 83 connected to the dash cross member 81 is designated as the first portion, and the orthographic projection of the center tunnel 91 and the orthographic projection of the dash cross member 81 may have an overlapping region along the thickness direction of the first portion of the dash panel 83. In other words, the center tunnel 91, the first portion of the dash panel 83, and the dash cross member 81 may be provided sequentially along the thickness direction of the first portion of the dash panel 83. This arrangement allows for a rational relative positional relationship between the center tunnel 91 and the dash cross member 81, and also allows the dash cross member 81 to bear the front lateral force and transmit it to the center tunnel 91, thereby reliably bearing the front lateral force and transmitting energy to the center tunnel 91, which is advantageous in improving the safety performance of the vehicle.

[0068] In some embodiments of this application, the orthographic projection of the second connection portion 84 and the orthographic projection of the center tunnel 91 may overlap along the thickness direction of the dash panel 83. The portion of the dash panel 83 connected to the second connection portion 84 is designated as the second portion, and the orthographic projection of the second connection portion 84 and the orthographic projection of the center tunnel 91 may overlap along the thickness direction of the second portion of the dash panel 83. In other words, the center tunnel 91, the second portion of the dash panel 83, and the second connection portion 84 may be provided sequentially along the thickness direction of the second portion of the dash panel 83. This arrangement allows for a rational relative positional relationship between the center tunnel 91 and the second connection portion 84, and also allows the second connection portion 84 to bear the rear lateral force and transmit it to the center tunnel 91, thereby reliably bearing the rear lateral force and transmitting energy to the center tunnel 91, which is advantageous in improving the safety performance of the vehicle.

[0069] In some embodiments of this application, as shown in Figures 1 to 4, the center tunnel 91 may have a first groove structure 914 formed in a direction recessed away from the dash panel 83, that is, the first groove structure 914 may be open to the dash panel 83, and the dash panel 83 may shield at least a portion of the open end of the first groove structure 914. In some optional embodiments of this application, as shown in Figures 6 to 8, connecting flanges 9112 may be provided at the lower ends of both the first tunnel segment 911 and the second tunnel segment 912 of the center tunnel 91, and the center tunnel 91 may be connected to the dash panel 83 via the connecting flanges 9112. At least a portion of the open end of the first groove structure 914 may be shielded by the dash panel 83, that is, the dash panel 83 can shield at least a portion of the open end of the first groove structure 914.

[0070] As some of the selectable embodiments of this application, as shown in Figure 9, the first tunnel segment 911 may define an open first groove, and the second tunnel segment 912 may define an open second groove 9123, the first groove and the second groove 9123 may be adjacent, and the first groove and the second groove 9123 may be in communication, and together they may constitute a first groove structure 914. Both the first groove and the second groove 9123 may be open toward the vehicle's dashboard panel 83.

[0071] At least a portion of the open end of the first groove and / or at least a portion of the open end of the second groove 9123 is shielded by the dash panel 83. That is, the dash panel 83 can shield at least a portion of the open end of the first groove, or the dash panel 83 can shield at least a portion of the open end of the second groove 9123, or the dash panel 83 can shield at least a portion of the open end of the second groove 9123 and at least a portion of the open end of the first groove. In some optional embodiments of the present application, the connecting flanges 9112 of the first tunnel segment 911 of the center tunnel 91 and the connecting flanges 9112 of some of the second tunnel segments 912 may be connected to the dash panel 83 of the vehicle.

[0072] When installed in this manner, a box-like structure can be formed between the center tunnel 91 and the dash panel 83, improving the impact resistance of the front of the vehicle and ensuring the vehicle's collision safety performance.

[0073] In some embodiments of this application, as shown in Figure 3, the second tunnel segment 912 may have a first sub-tunnel segment 9124 and a second sub-tunnel segment 9125, the first sub-tunnel segment 9124 may be connected between the first tunnel segment 911 and the second sub-tunnel segment 9125, the first tunnel segment 911 and the first sub-tunnel segment 9124 are connected to the dash panel 83, and the second sub-tunnel segment 9125 is connected to the seat mounting member 1. In other words, the first tunnel segment 911 may define an open first groove, the first sub-tunnel segment 9124 may define an open first sub-groove, and the second sub-tunnel segment 9125 may define an open second sub-groove, and together with the first and second sub-grooves, they constitute a second groove 9123, and the first tunnel segment 911 and the first sub-tunnel segment 9124 are connected to the dash panel 83, and the open end of the first groove of the first tunnel segment 911 facing the dash panel 83 is shielded by the dash panel 83, and the open end of the first sub-groove of the first sub-tunnel facing the dash panel 83 is shielded by the dash panel 83.

[0074] The reason for this explanation is that the first tunnel segment 911 and the first sub-tunnel segment 9124 are subjected to large forces, and the open end of the first groove body facing the dash panel 83 is shielded by the dash panel 83, and the open end of the first sub-groove body facing the dash panel 83 is also shielded by the dash panel 83. As a result, the impact resistance of the first tunnel segment 911 and the first sub-tunnel segment 9124 can be improved, the impact resistance of the front of the vehicle can be improved, and the collision safety performance of the vehicle can be ensured.

[0075] As some of the selectable embodiments of this application, as shown in Figure 6, the center tunnel 91 may include a reinforcing structure 913, which may protrude away from the dash panel 83. There may be multiple reinforcing structures 913; for example, as shown in the drawing, there may be two reinforcing structures 913.

[0076] In some embodiments of this application, as shown in Figure 4, a second groove structure 88 recessed toward away from the dash panel 83 may be formed in at least one of the first connection portion 85, the dash cross member 81, and the second connection portion 84. That is, the second groove structure 88 may be formed in any one or any two of the first connection portion 85, the dash cross member 81, and the second connection portion 84, or the second groove structure 88 may be formed in all of the first connection portion 85, the dash cross member 81, and the second connection portion 84. The second groove structure 88 may be open toward the dash panel 83, and the dash panel 83 may shield at least a portion of the open end of the second groove structure 88.

[0077] In some optional embodiments of this application, at least one of the first connector 85, the dash cross member 81, and the second connector 84 may be welded to the dash panel 83 via a flange structure. By shielding at least a portion of the open end of the second groove structure 88 with the dash panel 83, a box-like structure can be formed between the first connector 85, the dash cross member 81, and the second connector 84 and the dash panel 83, thereby improving the impact resistance of the front of the vehicle and ensuring the collision safety performance of the vehicle.

[0078] Furthermore, by positioning the center tunnel 91 on one side of the dash panel 83 and connecting it to the dash panel 83, at least a portion of the first connection portion 85, the dash cross member 81, and the second connection portion 84 are all positioned on the other side of the dash panel 83, and at least a portion of the open end of the first groove structure 914 and at least a portion of the open end of the second groove structure 88 are shielded by the dash panel 83, thereby enabling multiple box-like structures to be arranged on both sides of the dash panel 83, allowing the vehicle body unit 100 to effectively transmit energy during a collision and ensuring the collision safety performance of the vehicle.

[0079] In some embodiments of this application, as shown in Figures 1 to 3 and Figure 5, the ends of the dash cross member 81 may be connected to the corresponding first connection portion 85. Here, the dash cross member 81 may extend in the width direction of the vehicle (i.e., the Y direction of the vehicle), there may be two first connection portions 85, the two first connection portions 85 may be provided on both sides of the dash cross member 81 along the width direction of the vehicle, and both ends of the dash cross member 81 may be connected to adjacent first connection portions 85. This configuration is advantageous in improving the overall structural strength of the vehicle body unit 100, improving the collision resistance of the vehicle body unit 100, and making the force transmission path of the vehicle body unit 100 smoother.

[0080] In some embodiments of this application, as shown in Figures 1 to 5, the plurality of side members 82 may include a first side member 821 and a second side member 822, the plurality of side sills 86 may include a first side sill 861 and a second side sill 862, the first side member 821 and the second side member 822 may be positioned opposite and spaced apart along a second direction of the vehicle body unit 100 (i.e., the Y direction shown in Figure 1), the dash cross member 81 may be connected between the first side member 821 and the second side member 822, the first side sill 861 and the second side sill 862 may be positioned opposite and spaced apart along a second direction (i.e., the Y direction shown in Figure 1), the first side member 821 may be provided corresponding to the first side sill 861, and the second side member 822 may be provided corresponding to the second side sill 862.

[0081] Specifically, a first connecting portion 85 is connected between the first side member 821 and the first side sill 861, and a first connecting portion 85 is connected between the second side member 822 and the second side sill 862. With this configuration, a rational force transmission path can be formed by the side members 82, the first connecting portions 85, and the side sills 86. Furthermore, there may be two A-pillars 87 and two first connecting portions 85, one of which may be connected to the first side sill 861 and one of its first connecting portions 85, and the other A-pillar 87 may be connected to the second side sill 862 and the other first connecting portion 85. By providing A-pillars 87, a rational force transmission path can be formed by the side members 82, the first connecting portions 85, the A-pillars 87, and the side sills 86, which is advantageous in improving the safety performance of the vehicle.

[0082] According to the embodiment of the present application, the vehicle body unit 100 includes a first connecting portion 85 connected between the side member 82 and the corresponding side sill 86, and a second connecting portion 84 connected between the center tunnel 91 and the corresponding first connecting portion 85. This allows the vehicle body unit 100 to have a rational force transmission path, and in the event of a frontal collision, the vehicle body unit 100 can reliably receive and transmit the collision energy, thereby reducing the probability of occupant injury and improving the safety performance of the vehicle.

[0083] In the description of this application, directions or positional relationships indicated by terms such as "center," "vertical," "horizontal," "length," "width," "thickness," "top," "bottom," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inside," "outside," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" are directions or positional relationships shown based on the drawings and are solely for the purpose of facilitating and simplifying the description of this application. They do not indicate or imply that the referred devices or elements have a particular orientation, are configured in a particular orientation, or must be operated in a particular orientation, and therefore should not be understood as limiting the present invention.

[0084] In the description of this application, “first feature” and “second feature” may include one or more such features.

[0085] In the description of this application, "multiple" means two or more.

[0086] In the description of this application, the fact that the first feature is "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact via another feature between them.

[0087] In the description of this application, the presence of the first feature "above," "above," and "upper side" of the second feature includes the presence of the first feature directly above and diagonally above the second feature, or simply indicates that the height of the first feature is greater than the height of the second feature.

[0088] In this specification, any reference to terms such as “one embodiment,” “several embodiments,” “exemplary embodiment,” “example,” “specific example,” or “several examples” means that the specific features, structures, materials, or properties described with reference to that embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or properties described may be combined in an appropriate manner in any one or more embodiments or examples.

[0089] While examples and descriptions of embodiments of this application have been provided, various modifications, alterations, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of this application, as will be understood by those skilled in the art. The scope of the present invention is limited by the claims and their equivalents. [Explanation of Symbols]

[0090] 100 vehicle units 1. Seat mounting member 91 Center Tunnel 911 First Tunnel Segment 9112 Connection flange 912 Second Tunnel Segment 9121 First overlapping flange 9122 Second overlapping flange 9123 Second groove body 9124 First Sub-Tunnel Segment 9125 Second Sub-Tunnel Segment 913 Reinforcement structure 914 First groove structure 81 Dash Cross Member 82 Side Member 821 First Side Member 822 Second side member 83 Dash Panel 84 Second connection section 85 First connection section 86 side sill 861 First side sill 862 Second side sill 87 A-pillar 88 Second groove structure 89 Collision prevention beam

Claims

1. Multiple side members, A first connecting portion and a plurality of side sills, wherein the first connecting portion is connected between the side member and the side sill corresponding to the side member, A vehicle body unit comprising a dash cross member, a second connecting portion, a center tunnel, and a seat mounting member, wherein the dash cross member is connected to a plurality of the side members, the seat mounting member is connected to a plurality of the side sills, the center tunnel is connected between the dash cross member and the seat mounting member, and the second connecting portion is connected between the center tunnel and the corresponding first connecting portion.

2. The vehicle body unit according to claim 1, further comprising an A-pillar connected to a corresponding side sill and a corresponding first connection portion, respectively.

3. A vehicle body unit according to claim 1 or 2, wherein, along a first direction of the vehicle body unit, the connection point between the first connection portion and the side sill corresponding to it is located behind the connection point between the first connection portion and the side member corresponding to it, and, along a second direction of the vehicle body unit, the connection point between the first connection portion and the side sill corresponding to it is located outside the connection point between the first connection portion and the side member corresponding to it, and the first direction and the second direction are orthogonal.

4. The vehicle body unit according to claim 3, wherein, along the first direction, the connection point between the second connection point and the corresponding first connection point is located behind the connection point between the first connection point and the corresponding side member, and along the second direction, the connection point between the second connection point and the corresponding first connection point is located inside the connection point between the first connection point and the corresponding side sill.

5. The vehicle body unit according to any one of claims 1 to 4, wherein the first connecting portion and the corresponding second connecting portion are integrally molded.

6. A vehicle body unit according to any one of claims 1 to 5, wherein the second connecting portion is located behind the dash cross member along a first direction of the vehicle body unit, and the second connecting portion is located below the dash cross member along a third direction of the vehicle body unit, and the first direction and the third direction are perpendicular to each other.

7. A vehicle body unit according to any one of claims 1 to 6, wherein the connection point between the second connection part and the center tunnel is located at an intermediate position in the center tunnel along the longitudinal direction of the center tunnel.

8. A vehicle body unit according to any one of claims 1 to 7, wherein the front end of the center tunnel is connected to the dash cross member and the rear end of the center tunnel is connected to the seat mounting member along a first direction of the vehicle body unit.

9. The vehicle body unit of a vehicle according to any one of claims 1 to 8, wherein the center tunnel includes a first tunnel segment and a second tunnel segment connected to each other, the end of the first tunnel segment away from the second tunnel segment connected to the dash cross member, the end of the second tunnel segment away from the first tunnel segment connected to the seat mounting member, and along a third direction of the vehicle body unit, one end of the first tunnel segment away from the second tunnel segment is higher than the second tunnel segment, and the first tunnel segment is configured in a downwardly concave arc shape.

10. The vehicle body unit according to claim 9, wherein the width of the first tunnel segment gradually increases from the first tunnel segment toward the second tunnel segment.

11. The vehicle body unit according to claim 9 or 10, wherein the width of the end of the first tunnel segment away from the second tunnel segment is N1, and the relation 100 mm ≤ N1 ≤ 180 mm is satisfied.

12. The vehicle body unit according to any one of claims 9 to 11, wherein the width of the end of the first tunnel segment closest to the second tunnel segment is N2, and the relation 150 mm ≤ N2 ≤ 230 mm is satisfied.

13. The vehicle body unit according to claim 12, wherein the length of the seat mounting member is N3 along the second direction of the vehicle body unit, satisfying the relation 0.07N3 ≤ N2 ≤ 0.15N3, and the second direction and the third direction are orthogonal.

14. A vehicle body unit according to any one of claims 9 to 13, wherein, along the third direction, the height of the second tunnel segment is N6, and the relation 40 mm ≤ N6 ≤ 120 mm is satisfied.

15. A vehicle body unit according to any one of claims 9 to 14, wherein the width of the second tunnel segment is constant from the first tunnel segment toward the second tunnel segment.

16. A vehicle body unit according to any one of claims 1 to 15, further comprising a dash panel, wherein the center tunnel is located on one side of the dash panel and connected to the dash panel, at least a portion of the first connection, the dash cross member and the second connection are all located on the other side of the dash panel, and the first connection, the dash cross member and the second connection are all connected to the dash panel.

17. The vehicle body unit according to claim 16, wherein the orthographic projection of the center tunnel and the orthographic projection of the dash cross member have an overlapping region along the thickness direction of the dash panel.

18. The vehicle body unit according to claim 16 or 17, wherein the orthographic projection of the second connection portion and the orthographic projection of the center tunnel have an overlapping region along the thickness direction of the dash panel.

19. The vehicle body unit according to any one of claims 16 to 18, wherein the center tunnel has a first groove structure formed in a direction recessed away from the dash panel, and the dash panel shields at least a portion of the open end of the first groove structure.

20. A vehicle body unit according to any one of claims 16 to 19, wherein at least one of the first connecting portion, the dash cross member, and the second connecting portion has a second groove structure that is recessed in a direction away from the dash panel, and the dash panel shields at least a portion of the open end of the second groove structure.

21. The vehicle body unit according to any one of claims 1 to 20, wherein the end of the dash cross member is connected to the corresponding first connection portion.

22. A vehicle body unit according to any one of claims 1 to 21, wherein the plurality of side members include a first side member and a second side member, the plurality of side sills include a first side sill and a second side sill, the first side members and the second side members face each other and are spaced apart along a second direction of the vehicle body unit, the dash cross member is connected between the first side members and the second side members, the first side sill and the second side sill face each other and are spaced apart along the second direction, and the first side members and the second side members correspond to the first side sill and the second side sill, respectively.

23. A vehicle comprising a vehicle body unit according to any one of claims 1 to 22.

Images