Vehicle body assembly and vehicle

Abstract

A vehicle body assembly (100) and a vehicle. The vehicle body assembly (100) comprises: a plurality of longitudinal rails (82); first connecting parts (85) and a plurality of rocker rails (86), wherein one first connecting part (85) is connected between each longitudinal rail (82) and the corresponding rocker rail (86); and a front cross member (81), second connecting parts (84), a tunnel (91) and a seat mounting beam (1), wherein the front cross member (81) is connected to the plurality of longitudinal rails (82), the seat mounting beam (1) is connected to the plurality of rocker rails (86), the tunnel (91) is connected between the front cross member (81) and the seat mounting beam (1), and one second connecting part (84) is connected between the tunnel (91) and the corresponding first connecting part (85).

Description

Vehicle body components and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311065715.0 and application date of August 22, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicles, and in particular to a vehicle body component and a vehicle having the vehicle body component. Background Art

[0004] In the related art, the body structure of a vehicle has a great impact on the safety performance of the vehicle. When the vehicle collides head-on, the body structure of the vehicle needs to be able to withstand a huge collision force to ensure the safety of the driver and passengers. However, the body structure design of existing vehicles is unreasonable. When the vehicle collides head-on, the body structure parts in front of the passenger compartment can easily invade the passenger compartment, resulting in poor safety performance of existing vehicles.

[0005] Application Contents

[0006] The present application aims to solve one of the technical problems in the related art at least to a certain extent.

[0007] To this end, one purpose of the present application is to provide a vehicle body assembly, which can reduce the probability of passenger injury and improve the safety performance of the vehicle.

[0008] The present application further proposes a vehicle.

[0009] According to the present application, the body assembly of the vehicle includes: multiple longitudinal beams; a first connecting portion and multiple door sill beams, the first connecting portion is connected between the longitudinal beams and the corresponding door sill beams; a front center cross beam, a second connecting portion, a center channel and a seat mounting beam, the front center cross beam is connected to the multiple longitudinal beams, the seat mounting beam is connected to the multiple door sill beams, the center channel is connected between the front center cross beam and the seat mounting beam, and the second connecting portion is connected between the center channel and the corresponding first connecting portion.

[0010] According to the body assembly of the vehicle of the present application, by connecting the longitudinal beam and the corresponding rocker beam with a first connecting portion, and connecting the center channel and the corresponding first connecting portion with a second connecting portion, the body assembly can have a reasonable force transmission path. When the vehicle collides head-on, the body assembly can reliably withstand and transmit the collision energy, which can reduce the probability of passenger injury, thereby improving the safety performance of the vehicle.

[0011] The vehicle according to the present application includes the vehicle body assembly described above.

[0012] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] FIG1 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0014] FIG2 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle;

[0015] FIG3 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application (part of the dash panel is omitted);

[0016] FIG4 is an enlarged view of point A in FIG3 ;

[0017] FIG5 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle (part of the dash panel is omitted);

[0018] FIG6 is a schematic diagram of a middle channel according to an embodiment of the present application;

[0019] FIG7 is a schematic diagram of the middle channel according to another angle of the embodiment of the present application;

[0020] FIG8 is a schematic diagram of the middle channel according to another angle of the embodiment of the present application;

[0021] FIG9 is a cross-sectional view taken along line BB in FIG8 .

[0022] The reference numerals in the specification are as follows:

[0023] body assembly 100;

[0024] Seat mounting beam 1;

[0025] Middle channel 91; first channel section 911; connecting flange 9112; second channel section 912; first overlapping flange 9121; second overlapping flange 9122; second slot body 9123; first sub-channel section 9124; second sub-channel section 9125; reinforcement structure 913; first slot structure 914;

[0026] Front center cross member 81; longitudinal member 82; first longitudinal member 821; second longitudinal member 822; front panel 83; second connecting portion 84; first connecting portion 85; door sill beam 86; first door sill beam 861; second door sill beam 862; A-pillar 87; second channel structure 88; anti-collision beam 89. DETAILED DESCRIPTION

[0027] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0028] A vehicle body assembly 100 according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 9 .

[0029] As shown in Figures 1 to 9, the body assembly 100 of the vehicle according to the embodiment of the present application includes: multiple longitudinal beams 82, a first connecting portion 85, multiple door sill beams 86, a front center cross beam 81, a second connecting portion 84, a center channel 91 and a seat mounting beam 1.

[0030] A first connection portion 85 is connected between the longitudinal beams 82 and the corresponding sill beams 86. It should be noted that the number of longitudinal beams 82 can be the same as the number of sill beams 86. In some optional embodiments of the present application, there can be two longitudinal beams 82 and two sill beams 86, and the two sill beams 86 can correspond one to one with the two longitudinal beams 82. Furthermore, a first connection portion 85 is connected between the longitudinal beams 82 and the corresponding sill beams 86. For example, the plurality of longitudinal beams 82 can include a first longitudinal beam 821 and a second longitudinal beam 822, and the plurality of sill beams 86 can include a first sill beam 861 and a second sill beam 862. The first connection portion 85 is connected between the first longitudinal beam 821 and the first sill beam 861, and the first connection portion 85 is connected between the second longitudinal beam 822 and the second sill beam 862. As some optional embodiments of the present application, the number of first connection parts 85 can be the same as the number of longitudinal beams 82 and threshold beams 86. For example, the number of first connection parts 85 can be two, one of the first connection parts 85 is connected between the first longitudinal beam 821 and the first threshold beam 861, and the other first connection part 85 is connected between the second longitudinal beam 822 and the second threshold beam 862.

[0031] As some optional embodiments of the present application, as shown in Figures 1 to 5, an anti-collision beam 89 may be provided at the end of the longitudinal beam 82 away from the door sill beam 86. For example, one end of the anti-collision beam 89 may be connected to the end of the first longitudinal beam 821 away from the first door sill beam 861, and the other end of the anti-collision beam 89 may be connected to the end of the second longitudinal beam 822 away from the second door sill beam 862.

[0032] The front center cross beam 81 is connected to multiple longitudinal beams 82. The front center cross beam 81 can be extended along the width direction of the vehicle (i.e., the Y direction shown in Figure 1). The two ends of the front center cross beam 81 can be respectively connected to multiple longitudinal beams 82. For example, the multiple longitudinal beams 82 can include a first longitudinal beam 821 and a second longitudinal beam 822. The two ends of the front center cross beam 81 can be respectively connected to the first longitudinal beam 821 and the second longitudinal beam 822.

[0033] The seat mounting beam 1 is connected to multiple threshold beams 86. The seat mounting beam 1 can be a front mounting cross beam for the front seat of the vehicle. The seat mounting beam 1 can be extended along the width direction of the vehicle (i.e., the Y direction shown in Figure 1). The two ends of the seat mounting beam 1 can be respectively connected to multiple threshold beams 86. For example, the multiple threshold beams 86 can include a first threshold beam 861 and a second threshold beam 862. The two ends of the seat mounting beam 1 can be respectively connected to the first threshold beam 861 and the second threshold beam 862.

[0034] The middle channel 91 is connected between the front center cross beam 81 and the seat mounting beam 1. The middle channel 91 can be extended along the length direction of the vehicle (i.e., the X direction shown in Figure 1). The end of the middle channel 91 close to the front center cross beam 81 (i.e., the front end of the middle channel 91) can be connected to the front center cross beam 81, and the end of the middle channel 91 close to the seat mounting beam 1 (i.e., the rear end of the middle channel 91) can be connected to the seat mounting beam 1.

[0035] A second connection portion 84 is connected between the central channel 91 and the corresponding first connection portion 85. In the width direction of the vehicle (i.e., the Y direction shown in Figure 1), the first connection portion 85 can be located on the side of the central channel 91, and a second connection portion 84 is connected between the central channel 91 and the corresponding first connection portion 85. As some optional embodiments of the present application, the number of first connection portions 85 can be two, and the two first connection portions 85 can be located on both sides of the central channel 91 respectively. The number of second connection portions 84 can be two, and one of the second connection portions 84 can be connected between the central channel 91 and one of the first connection portions 85, and another second connection portion 84 can be connected between the central channel 91 and another of the first connection portions 85.

[0036] It should be noted that the vehicle body assembly 100 of the present application can form multiple force transmission paths. Specifically, the first force transmission path is composed of the longitudinal beam 82, the first connecting portion 85, and the sill beam 86. In this force transmission path, energy is transferred through the longitudinal beam 82, the first connecting portion 85, and the sill beam 86 to the rear longitudinal beam of the vehicle's rear floor. The second force transmission path is composed of the front center cross beam 81, the second connecting portion 84, the center channel 91, and the seat mounting beam 1. In this force transmission path, energy is primarily transferred through the front center cross beam 81 to the seat mounting beam 1.

[0037] After simulation analysis, the first force transmission path can bear approximately 90% of the energy, making it the primary force transmission path. The second force transmission path can bear approximately 10% of the energy, making it the secondary force transmission path. Furthermore, it should be noted that since the number of longitudinal beams 82, sill beams 86, first connecting portions 85, and second connecting portions 84 can all be multiple, in an embodiment where the multiple longitudinal beams 82 include a first longitudinal beam 821 and a second longitudinal beam 822, and the multiple sill beams 86 include a first sill beam 861 and a second sill beam 862, the first force transmission path can have two branches, one of which is sequentially composed of the first longitudinal beam 821, one of the first connecting portions 85, and the first sill beam 861, and the other is sequentially composed of the second longitudinal beam 822, another of the first connecting portions 85, and the second sill beam 862. Each branch of the first force transmission path can bear approximately 45% of the energy. Moreover, the second force transmission path can be two branches, one of which is composed of the front center cross beam 81, one of the second connecting parts 84, the center channel 91, and the seat mounting beam 1 in sequence, and the other branch is composed of the front center cross beam 81, another second connecting part 84, the center channel 91, and the seat mounting beam 1 in sequence. Each branch of the second force transmission path can bear about 5% of the energy.

[0038] Furthermore, it should be noted that, in the multiple force transmission paths of the present application, there are not only longitudinal transmission forces but also lateral transmission forces. During a collision, the longitudinal force energy received by the longitudinal beam 82 will be decomposed into lateral transmission forces by the front center cross beam 81 and the second connecting portion 84. Specifically, the lateral force can be divided into front lateral force and rear lateral force. Along the length direction of the vehicle (i.e., the X direction shown in FIG1 ), the front center cross beam 81 can be located in front of the second connecting portion 84. The front lateral force is borne by the front center cross beam 81 and transmitted to the seat mounting beam 1 through the central channel 91. The rear lateral force is borne by the second connecting portion 84 and transmitted to the seat mounting beam 1 through the central channel 91. In other words, the lateral force is borne jointly by the front center cross beam 81 and the second connecting portion 84, and the energy is transmitted to the central channel 91 to complete the transmission of the secondary force transmission path.

[0039] As some optional embodiments of the present application, the first longitudinal beam 821 and the second longitudinal beam 822 can each include an inner beam plate and an outer beam plate, which can be connected by welding to form a closed structure. The first longitudinal beam 821 and the second longitudinal beam 822 are both located behind the anti-collision beam 89. The first longitudinal beam 821 and the second longitudinal beam 822 can be connected to the anti-collision beam 89 by screwing. The longitudinal beam 82 and the corresponding first connecting portion 85 can be connected by welding, and the first connecting portion 85 and the corresponding door sill beam 86 can be connected by welding. The front center cross beam 81 can be welded to the longitudinal beam 82 and the center channel 91. The center channel 91 can be welded to the seat mounting beam 1. The center channel 91 can be welded to the corresponding second connecting portion 84. The seat mounting beam 1 and the multiple door sill beams 86 can all be welded.

[0040] Therefore, the present application enables the body assembly 100 to have a reasonable force transmission path by connecting the first connection part 85 between the longitudinal beam 82 and the corresponding rocker beam 86, and connecting the second connection part 84 between the central channel 91 and the corresponding first connection part 85. When the vehicle collides head-on, the body assembly 100 can reliably withstand and transmit the collision energy, thereby reducing the probability of passenger injury and improving the safety performance of the vehicle.

[0041] In some embodiments of the present application, as shown in FIG. 1-FIG . 3 and FIG. 5 , the vehicle body assembly 100 may further include: an A-pillar 87 , which may be connected to a corresponding rocker beam 86 , and the A-pillar 87 may be connected to a corresponding first connecting portion 85 . As some optional embodiments of the present application, the number of A-pillars 87 can be multiple, and the number of A-pillars 87 can be the same as the number of rocker beams 86. For example, the number of A-pillars 87 can be two, and the number of first connecting parts 85 can be two, one of the A-pillars 87 can be connected to the first rocker beam 861 and one of the first connecting parts 85, and the other A-pillar 87 can be connected to the second rocker beam 862 and the other first connecting part 85. By setting the A-pillars 87, the first force transmission path can be composed of the longitudinal beam 82, the first connecting part 85, the A-pillar 87, and the rocker beam 86 in sequence. Since the first force transmission path needs to transmit more collision force, by setting the A-pillar 87 in the first force transmission path, the collision force can be reliably transmitted along the first force transmission path, so that the body assembly 100 can reliably withstand and transmit collision energy, which is beneficial to improving the safety performance of the vehicle.

[0042] In some embodiments of the present application, as shown in Figures 1 to 3 and 5, along a first direction of the body assembly 100 (i.e., the length direction of the vehicle, i.e., the X direction shown in Figure 1), the connection between the first connection portion 85 and the corresponding rocker beam 86 can be located on the rear side of the connection between the first connection portion 85 and the corresponding longitudinal beam 82, and, along a second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), the connection between the first connection portion 85 and the corresponding rocker beam 86 can be located on the outside of the connection between the first connection portion 85 and the corresponding longitudinal beam 82, wherein the first direction and the second direction are perpendicular.

[0043] In other words, the connection between the first connecting portion 85 and the corresponding rocker beam 86 can be located outside and rearward of the connection between the first connecting portion 85 and the corresponding longitudinal beam 82. In other words, the connection between the first connecting portion 85 and the corresponding longitudinal beam 82 can be located inside and forward of the connection between the first connecting portion 85 and the corresponding rocker beam 86. This arrangement ensures a reasonable positional relationship between the connection between the first connecting portion 85 and the corresponding longitudinal beam 82 and the connection between the first connecting portion 85 and the corresponding rocker beam 86, forming a bifurcated structure, thereby enabling the vehicle body assembly 100 to reliably withstand and transmit collision energy.

[0044] As some optional embodiments of the present application, along the first direction of the body assembly 100 (i.e., the length direction of the vehicle, i.e., the X direction shown in Figure 1), the connection between the first connection portion 85 and the corresponding A-pillar 87 can be located on the rear side of the connection between the first connection portion 85 and the corresponding longitudinal beam 82, and, along the second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), the connection between the first connection portion 85 and the corresponding A-pillar 87 can be located on the outside of the connection between the first connection portion 85 and the corresponding longitudinal beam 82.

[0045] That is, the connection between the first connecting portion 85 and the corresponding A-pillar 87 can be located outside and rearward of the connection between the first connecting portion 85 and the corresponding longitudinal beam 82. In other words, the connection between the first connecting portion 85 and the corresponding longitudinal beam 82 can be located inside and forward of the connection between the first connecting portion 85 and the corresponding A-pillar 87. This arrangement can ensure a reasonable positional relationship between the connection between the first connecting portion 85 and the corresponding longitudinal beam 82 and the connection between the first connecting portion 85 and the corresponding A-pillar 87, forming a bifurcated structure, thereby enabling the body assembly 100 to reliably withstand and transmit collision energy.

[0046] As some optional embodiments of the present application, the first connecting portion 85 may be located behind the front wheel housing of the vehicle.

[0047] In some embodiments of the present application, as shown in Figures 1-3 and 5 , along a first direction of the body assembly 100 (i.e., the length direction of the vehicle, i.e., the X direction as shown in Figure 1 ), the connection between the second connection portion 84 and the corresponding first connection portion 85 can be located behind the connection between the first connection portion 85 and the corresponding longitudinal beam 82. Furthermore, along a second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e., the Y direction as shown in Figure 1 ), the connection between the second connection portion 84 and the corresponding first connection portion 85 can be located inward of the connection between the first connection portion 85 and the corresponding rocker beam 86. This arrangement can ensure a reasonable positional relationship between the connection between the second connection portion 84 and the corresponding first connection portion 85 and the connection between the first connection portion 85 and the corresponding rocker beam 86, and can also ensure a reasonable positional relationship between the connection between the second connection portion 84 and the corresponding first connection portion 85 and the connection between the first connection portion 85 and the corresponding rocker beam 86, thereby enabling the body assembly 100 to reliably withstand and transmit collision energy, thereby improving the safety performance of the vehicle.

[0048] As some optional embodiments of the present application, as shown in Figures 1-4, along the second direction of the vehicle body assembly 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), the connection between the second connecting portion 84 and the corresponding first connecting portion 85 can be located inward of the connection between the first connecting portion 85 and the corresponding A-pillar 87. This arrangement can ensure a reasonable positional relationship between the connection between the second connecting portion 84 and the corresponding first connecting portion 85 and the connection between the first connecting portion 85 and the corresponding A-pillar 87, which is conducive to improving the safety performance of the vehicle.

[0049] In some embodiments of the present application, the first connection portion 85 and the corresponding second connection portion 84 can be integrally formed. As some optional embodiments of the present application, as shown in Figures 1 to 3 and 5, the number of first connection portions 85 can be two, and the number of second connection portions 84 can also be two, one of the first connection portions 85 is connected between the first longitudinal beam 821 and the first sill beam 861, and the other first connection portion 85 is connected between the second longitudinal beam 822 and the second sill beam 862. In other words, in the second direction of the body assembly 100 (i.e., the width direction of the vehicle, i.e., the Y direction shown in Figure 1), one of the first connection portions 85 is located on the left side of the central channel 91, and the other first connection portion 85 is located on the right side of the central channel 91. One of the second connection portions 84 can be integrally formed with the first connection portion 85 located on the left side of the central channel 91, and the other second connection portion 84 can be integrally formed with the first connection portion 85 located on the right side of the central channel 91.

[0050] The one-piece molded part has good structural strength. By constructing the first connecting part 85 and the corresponding second connecting part 84 as an one-piece molded part, the probability of separation of the first connecting part 85 and the corresponding second connecting part 84 can be reduced. In addition, such a setting can also reduce the production difficulty of the first connecting part 85 and the second connecting part 84, and can improve the production efficiency of the first connecting part 85 and the second connecting part 84.

[0051] In some embodiments of the present application, as shown in Figures 1-3 and 5, along the first direction of the body assembly 100 (i.e., the length direction of the vehicle, i.e., the X direction shown in Figure 1), the second connection portion 84 can be located on the rear side of the front center cross beam 81, and along the third direction of the body assembly 100 (i.e., the height direction of the vehicle, i.e., the Z direction shown in Figure 3), the second connection portion 84 can be located below the front center cross beam 81, wherein the first direction and the third direction are perpendicular.

[0052] That is, the second connecting portion 84 can be located at the rear side and below the front center cross beam 81. In other words, the front center cross beam 81 can be located at the front side and above the second connecting portion 84. It should be explained that in the multiple force transmission paths of the present application, there are not only longitudinal transmission forces but also lateral transmission forces. The lateral forces can be divided into front lateral forces and rear lateral forces. By locating the second connecting portion 84 at the rear side and below the front center cross beam 81, the relative positions of the second connecting portion 84 and the front center cross beam 81 can be made reasonable. The front lateral force can be borne by the front center cross beam 81 and transmitted to the seat mounting beam 1 through the central channel 91. The rear lateral force can be borne by the second connecting portion 84 and transmitted to the seat mounting beam 1 through the central channel 91. In this way, the lateral force can be reliably borne and the energy can be transmitted to the central channel 91 to complete the transmission of the secondary force transmission path, which is beneficial to improving the safety performance of the vehicle.

[0053] In some embodiments of the present application, as shown in Figures 1 to 3 and 5, along the length direction of the central channel 91, the central channel 91 may extend along a first direction (i.e., the length direction of the vehicle, i.e., the X direction shown in Figure 1), and the connection point between the second connecting portion 84 and the central channel 91 may be located in the middle of the central channel 91. By locating the connection point between the second connecting portion 84 and the central channel 91 in the middle of the central channel 91, the second connecting portion 84 can transfer the rear lateral force it bears from the middle of the central channel 91 to the central channel 91, which is beneficial to improving the safety performance of the vehicle.

[0054] In some embodiments of the present application, as shown in Figures 1-3 and 5, along a first direction of the vehicle body assembly 100, the front end of the central tunnel 91 can be connected to the center cross member 81 of the dash, and the rear end of the central tunnel 91 can be connected to the seat mounting beam 1. The front end of the central tunnel 91 can be the end of the central tunnel 91 near the center cross member 81 of the dash, and the rear end of the central tunnel 91 can be the end of the central tunnel 91 near the seat mounting beam 1. By connecting the rear end of the central tunnel 91 to the seat mounting beam 1, the length of the central tunnel 91 can be shortened so that the central tunnel 91 does not exist in the rear passenger compartment, thereby improving the comfort of rear-seat passengers in the passenger compartment.

[0055] Furthermore, since the length of the middle channel 91 is shortened, the battery pack can have a larger installation space, which is beneficial to increasing the capacity of the battery pack.

[0056] In some embodiments of the present application, as shown in Figures 1, 3, and 6-8, the central tunnel 91 may include a first tunnel section 911 and a second tunnel section 912, each connected to the front center cross member 81. The end of the first tunnel section 911 distal to the second tunnel section 912 is connected to the front center cross member 81, while the end of the second tunnel section 912 distal to the first tunnel section 911 is connected to the seat mounting beam 1. The end of the first tunnel section 911 proximal to the second tunnel section 912 is connected to the end of the second tunnel section 912 proximal to the first tunnel section 911. By connecting the second tunnel section 912 to the seat mounting beam 1, the length of the central tunnel 91 can be shortened, eliminating the central tunnel 91 in the rear passenger compartment, thereby improving rear passenger comfort. Furthermore, by connecting the second tunnel section 912 to the seat mounting beam 1, the vehicle's collision safety performance can be ensured. In some optional embodiments of the present application, the central tunnel 91 is a one-piece component, that is, the first and second tunnel sections 911, 912 are integrally formed. This arrangement can improve the structural strength of the central tunnel 91.

[0057] In the vehicle's longitudinal direction (i.e., the X direction shown in the figure), the first channel section 911 is located in front of the second channel section 912. In other words, the central channel 91 is a structure extending along the vehicle's longitudinal direction. The dash center cross member 81 is located in front of the seat mounting beam 1. In the vehicle's height direction (i.e., the Z direction shown in the figure), the dash center cross member 81 is higher than the seat mounting beam 1. The end of the first channel section 911 away from the second channel section 912 is higher than the second channel section 912. In other words, the end of the first channel section 911 connected to the dash center cross member 81 is higher than the second channel section 912. Furthermore, the first channel section 911 is constructed in a downwardly concave arc shape. In other words, the first channel section 911 is constructed in a downwardly concave arc shape. Alternatively, it can be understood that the longitudinal cross section of the first channel section 911 (i.e., the cross section along the vehicle's height direction) is arc-shaped.

[0058] It should be explained that by constructing the middle channel 91 into a structural form in which the end of the first channel section 911 away from the second channel section 912 is higher than the second channel section 912, the middle channel 91 can be easily connected between the front center cross beam 81 and the seat mounting beam 1. In addition, by constructing the first channel section 911 as a downwardly concave arc section, the first channel section 911 can be concave, thereby reducing the space occupied by the middle channel 91, which helps to reduce the difficulty of arranging vehicle parts. As some optional embodiments of the present application, the vehicle's auxiliary instrument can be obscured by the auxiliary instrument. That is, the first channel section 911 can provide a mounting point for the vehicle's auxiliary instrument. By constructing the first channel section 911 as a downwardly concave arc section, a larger mounting space can be provided for the vehicle's auxiliary instrument.

[0059] As some optional embodiments of the present application, the middle channel 91 and the front center cross beam 81, as well as the middle channel 91 and the seat mounting beam 1 can be connected by welding.

[0060] In some optional embodiments of the present application, the central channel 91 may be located inside the passenger compartment. Furthermore, the central channel 91 may be located above the front floor of the vehicle. In some optional embodiments of the present application, the upper surface of the vehicle's battery pack may serve as the vehicle's front floor. In some optional embodiments of the present application, the central channel 91 may be centrally located inside the passenger compartment.

[0061] Therefore, by connecting the second channel section 912 to the seat mounting beam 1, the length of the middle channel 91 can be shortened so that the middle channel 91 does not exist in the rear row of the passenger compartment, thereby improving the comfort of the rear passengers in the passenger compartment. Moreover, by connecting the second channel section 912 to the seat mounting beam 1, the collision safety performance of the vehicle can be ensured. In addition, by constructing the first channel section 911 as a downwardly concave arc, the space occupied by the middle channel 91 can be reduced, which is conducive to reducing the difficulty of arranging vehicle components.

[0062] Furthermore, the middle channel 91 of the present application is short in length, which is beneficial to reducing the weight of the middle channel 91 and facilitating the lightweight design of the vehicle.

[0063] In some embodiments of the present application, as shown in FIG. 1 , FIG. 3 , FIG. 6 , and FIG. 8 , the width of the first channel segment 911 may gradually increase from the first channel segment 911 to the second channel segment 912 .

[0064] That is, the width of the first channel section 911 can gradually increase along the length of the vehicle (i.e., the X direction as shown in FIG1 ), wherein the width of the first channel section 911 can be understood as the width of the first channel section 911 along the width direction of the vehicle (i.e., the Y direction as shown in FIG1 ). By configuring the width of the first channel section 911 to gradually increase along the length of the vehicle, the structural strength of the first channel section 911 and the structural strength of the central channel 91 can be increased, thereby ensuring the collision safety performance of the vehicle and improving the safety of the vehicle.

[0065] In some embodiments of the present application, as shown in FIG8 , the width of the end of the first channel section 911 away from the second channel section 912 can be N1, and N1 can satisfy the relationship: 100 mm ≤ N1 ≤ 180 mm. In other words, along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ), the width N1 of the end of the first channel section 911 away from the second channel section 912 can be any value between 100 mm and 180 mm. For example, N1 can be, but is not limited to, 100 mm, 140 mm, 180 mm, etc. This configuration can ensure a reasonable width of the end of the first channel section 911 away from the second channel section 912, which is conducive to ensuring the structural strength of the first channel section 911.

[0066] In some embodiments of the present application, the width of the end of the first channel section 911 near the second channel section 912 can be N2, and N2 can satisfy the relationship: 150mm≤N2≤230mm. 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 channel section 911 near the second channel section 912 can be any value between 150mm and 230mm. For example, N2 can be, but is not limited to, 150mm, 190mm, 230mm, etc. This configuration can ensure that the width of the end of the first channel section 911 near the second channel section 912 is of a reasonable size, which is conducive to further ensuring the structural strength of the first channel section 911.

[0067] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 3), the lower ends of the first channel section 911 and the second channel section 912 can be provided with connecting flanges 9112, and the width of the first channel section 911 described in this application does not include the connecting flange 9112.

[0068] It should be noted that, along the height direction of the vehicle (i.e., the Z direction shown in FIG3 ), the two side walls of the central channel 91 can be constructed in a gradually approaching structure (as shown in FIG9 ), and N1 can be understood as the width dimension of the first channel section 911 at any point away from the end of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ). For example, N1 can be the width dimension of the top wall of the first channel section 911 away from the end of the second channel section 912, or N1 can be the distance between the bottom ends of the two side walls of the first channel section 911 away from the end of the second channel section 912.

[0069] In some embodiments of the present application, as shown in FIG5 , the length of the seat mounting beam 1 is N3, and N3 and N2 may satisfy the relationship: 0.07N3 ≤ N2 ≤ 0.15N3. The width of the first channel section 911 at the end adjacent to the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ) may be N2, and the length of the seat mounting beam 1 along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ) may be N3. The width N2 at the end adjacent to the second channel section 912 of the first channel section 911 may be any value between 0.07N3 and 0.15N3, for example, N2 may be, but is not limited to, 0.07N3, 0.107N3, 0.15N3, etc. As some alternative embodiments of the present application, the width of the first channel section 911 at the end adjacent to the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ) may be 190 mm, and the length of the seat mounting beam 1 may be 1770 mm. Such an arrangement can make the ratio between the length of the seat mounting beam 1 and the width of the end of the first channel section 911 close to the second channel section 912 reasonable, which is beneficial to improving the overall structural strength of the vehicle body.

[0070] In some embodiments of the present application, as shown in Figures 1, 3, and 6-8, the end of the second channel section 912 away from the first channel section 911 may have a first overlapping flange 9121. The first overlapping flange 9121 is suitable for connecting to the top wall of the seat mounting beam 1. In some optional embodiments of the present application, the first overlapping flange 9121 may be welded to the top wall of the seat mounting beam 1. As shown in Figure 8, along the length direction of the middle channel 91 (i.e., the X direction shown in Figure 1), the length of the first overlapping flange 9121 may be N4. As shown in Figure 5, the width of the seat mounting beam 1 may be N5. N4 and N5 may satisfy the relationship: 0.3N5 ≤ N4 ≤ 0.5N5. In other words, N4 may be, but is not limited to, 0.3N5, ​​0.4N5, 0.5N5, etc. Such a setting can make the ratio between the length of the first overlapping flange 9121 and the width of the seat mounting beam 1 reasonable, which is conducive to ensuring the connection strength between the first overlapping flange 9121 and the seat mounting beam 1, thereby reducing the probability of separation of the first overlapping flange 9121 and the seat mounting beam 1.

[0071] As some optional embodiments of the present application, as shown in Figures 7 and 8, the end of the second channel section 912 away from the first channel section 911 may have a second overlapping flange 9122, and the number of the second overlapping flanges 9122 may be multiple. For example, the number of the second overlapping flanges 9122 may be two, and the two second overlapping flanges 9122 may be located on both sides of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 1), and the second overlapping flanges 9122 are suitable for connection with the front side wall of the seat mounting beam 1. As some optional embodiments of the present application, the second overlapping flange 9122 may be welded to the front side wall of the seat mounting beam 1. This arrangement can improve the connection strength between the middle channel 91 and the seat mounting beam 1, and can reduce the probability of separation between the middle channel 91 and the seat mounting beam 1.

[0072] In some embodiments of the present application, as shown in Figure 9, along the height direction of the vehicle (i.e., the Z direction shown in Figure 3), the height of the second channel section 912 can be N6, and N6 can satisfy the relationship: 40mm≤N6≤120mm. In other words, the height N6 of the second channel section 912 can be any value between 40mm and 120mm, for example, N6 can be but not limited to 40mm, 80mm, 120mm, etc. It should be noted that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 3), the height of any point of the second channel section 912 can be N6. Such an arrangement can make the height dimension of the second channel section 912 reasonable, which is conducive to ensuring the structural strength of the second channel section 912.

[0073] In some embodiments of the present application, as shown in Figures 1 to 8, the width of the second channel section 912 may remain unchanged from the first channel section 911 to the second channel section 912. That is, along the length direction of the vehicle (i.e., the X direction shown in Figure 1), the width of the second channel section 912 in the vehicle width direction may remain unchanged. As some optional embodiments of the present application, the width of the end of the first channel section 911 close to the second channel section 912 may be N2, and the width of the second channel section 912 may be N2, and N2 may satisfy the relationship: 150mm≤N2≤230mm. That is, the width of the second channel section 912 may be any value between 150mm and 230mm.

[0074] That is, along the length direction of the vehicle (i.e., the X direction shown in FIG1 ), the width of the second channel section 912 can be constant, and the width of the second channel section 912 is the same as the width of the end of the first channel section 911 near the second channel section 912. As some optional embodiments of the present application, the width of the second channel section 912 can be 190 mm. This arrangement can make the structure of the second channel section 912 reasonable, which is conducive to ensuring the structural strength of the second channel section 912. Moreover, by setting the second channel section 912 to a structure with a constant width, it is conducive to reducing the difficulty of producing the middle channel 919.

[0075] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 3), the lower ends of the first channel section 911 and the second channel section 912 can be provided with connecting flanges 9112, and the width of the second channel section 912 described in this application does not include the connecting flange 9112.

[0076] It should be noted that along the height direction of the vehicle (i.e., the Z direction shown in FIG3 ), the two side walls of the middle channel 91 can be constructed in a gradually approaching structure (as shown in FIG8 ), and N2 can be understood as the width dimension of any point of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ). For example, N2 can be the width dimension of the top wall of the second channel section 912, or N2 can be the distance between the bottom ends of the two side walls of the second channel section 912.

[0077] In some embodiments of the present application, as shown in Figures 1-3 and 5, the body assembly 100 of the vehicle may further include: a front panel 83, the center channel 91 may be located on one side of the front panel 83 and may be connected to the front panel 83, at least a portion of the first connection portion 85, the front panel center cross beam 81 and the second connection portion 84 may all be located on the other side of the front panel 83, and the first connection portion 85, the front panel center cross beam 81 and the second connection portion 84 may all be connected to the front panel 83.

[0078] As some optional embodiments of the present application, the middle channel 91 can be located on the side of the front panel 83 facing the passenger compartment and can be connected to the front panel 83, and at least part of the first connecting portion 85, the front panel center cross beam 81 and the second connecting portion 84 can all be located on the side of the front panel 83 away from the passenger compartment and can all be connected to the front panel 83.

[0079] As some optional embodiments of the present application, as shown in Figures 6-8, the lower ends of the first channel section 911 and the second channel section 912 can be provided with connecting flanges 9112, and the middle channel 91 can be connected to the front panel 83 through the connecting flanges 9112.

[0080] It should be noted that although the central channel 91 and the dash center cross member 81 are located on either side of the dash panel 83, they can be directly connected by spot welding the central channel 91, dash center cross member 81, and dash panel 83. Similarly, although the central channel 91 and the second connecting portion 84 are located on either side of the dash panel 83, they can be directly connected by spot welding or other welding methods.

[0081] By locating at least a portion of the first connection portion 85, the front center cross beam 81, and the second connection portion 84 on the other side of the front panel 83, and locating the center channel 91 on one side of the front panel 83 and being connectable to the front panel 83, the first connection portion 85, the center channel 91, the front center cross beam 81, and the second connection portion 84 can be reasonably positioned, and at least a portion of the first connection portion 85, the front center cross beam 81, and the second connection portion 84 can be avoided from occupying the space in the passenger compartment, which is beneficial to increasing the space in the passenger compartment and improving the riding experience of the passengers.

[0082] In some embodiments of the present application, along the thickness direction of the dash panel 83, the orthographic projection of the central channel 91 and the orthographic projection of the dash center cross beam 81 may overlap. Specifically, assuming that the portion of the dash panel 83 connected to the dash center cross beam 81 is the first portion, along the thickness direction of the first portion of the dash panel 83, the orthographic projection of the central channel 91 and the orthographic projection of the dash center cross beam 81 may overlap. In other words, along the thickness direction of the first portion of the dash panel 83, the central channel 91, the first portion of the dash panel 83, and the dash center cross beam 81 may be arranged in sequence. This arrangement ensures a reasonable relative positional relationship between the central channel 91 and the dash center cross beam 81. Furthermore, this arrangement allows the dash center cross beam 81 to bear and transfer front lateral forces to the central channel 91, thereby reliably bearing the front lateral forces and transferring energy to the central channel 91, thereby improving vehicle safety.

[0083] In some embodiments of the present application, along the thickness direction of the dash panel 83, the orthographic projection of the second connecting portion 84 and the orthographic projection of the central channel 91 may overlap. Assuming that the portion of the dash panel 83 connected to the second connecting portion 84 is the second portion, along the thickness direction of the second portion of the dash panel 83, the orthographic projection of the second connecting portion 84 and the orthographic projection of the central channel 91 may overlap. In other words, along the thickness direction of the second portion of the dash panel 83, the central channel 91, the second portion of the dash panel 83, and the second connecting portion 84 may be arranged in sequence. This arrangement ensures a reasonable relative positional relationship between the central channel 91 and the second connecting portion 84. Furthermore, this arrangement allows the second connecting portion 84 to bear and transfer rear lateral forces to the central channel 91, thereby reliably bearing rear lateral forces and transferring energy to the central channel 91, thereby improving vehicle safety.

[0084] In some embodiments of the present application, as shown in Figures 1-4 , the central channel 91 may be formed with a first slot structure 914 that is recessed away from the dash panel 83. In other words, the first slot structure 914 may be open toward the dash panel 83, and the dash panel 83 may obscure at least a portion of the open end of the first slot structure 914. As some optional embodiments of the present application, as shown in Figures 6-8 , the lower ends of the first channel section 911 and the second channel section 912 of the central channel 91 may be provided with connecting flanges 9112, and the central channel 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 slot structure 914 may be obstructed by the dash panel 83, that is, the dash panel 83 may obscure at least a portion of the open end of the first slot structure 914.

[0085] As some optional embodiments of the present application, as shown in FIG9 , the first channel section 911 may define an open first trough body, the second channel section 912 may define an open second trough body 9123, the first trough body and the second trough body 9123 may be adjacent to each other, and the first trough body and the second trough body 9123 may communicate with each other, and the first trough body and the second trough body 9123 may together constitute a first trough structure 914. Both the first trough body and the second trough body 9123 may be open toward the front panel 83 of the vehicle.

[0086] At least a portion of the open end of the first channel body and / or at least a portion of the open end of the second channel body 9123 is obscured by the dash panel 83. In other words, the dash panel 83 can obstruct at least a portion of the open end of the first channel body, or the dash panel 83 can obstruct at least a portion of the open end of the second channel body 9123, or the dash panel 83 can obstruct at least a portion of the open end of the second channel body 9123 and at least a portion of the open end of the first channel body. In some optional embodiments of the present application, the connecting flange 9112 of the first channel section 911 and a portion of the connecting flange 9112 of the second channel section 912 of the central channel 91 can be connected to the dash panel 83 of the vehicle.

[0087] Such an arrangement can form a box-like structure between the central channel 91 and the front panel 83, which is beneficial to improving the impact resistance of the front of the vehicle, thereby ensuring the collision safety performance of the vehicle.

[0088] In some embodiments of the present application, as shown in Figure 3, the second channel section 912 may have a first sub-channel section 9124 and a second sub-channel section 9125, the first sub-channel section 9124 may be connected between the first channel section 911 and the second sub-channel section 9125, the first channel section 911 and the first sub-channel section 9124 are suitable for connection to the front panel 83, and the second sub-channel section 9125 is suitable for connection to the seat mounting beam 1. That is to say, the first channel section 911 can define an open first trough body, the first sub-channel section 9124 can define an open first sub-trough body, and the second sub-channel section 9125 can define an open second sub-trough body. The first sub-trough body and the second sub-trough body together constitute the second trough body 9123. The first channel section 911 and the first sub-channel section 9124 are suitable for connection with the front panel 83, and the open end of the first trough body of the first channel section 911 facing the front panel 83 is blocked by the front panel 83, and the open end of the first sub-trough body of the first sub-channel facing the front panel 83 is blocked by the front panel 83.

[0089] It should be noted that the first channel section 911 and the first sub-channel section 9124 are subjected to great force. By making the open end of the first trough body toward the front panel 83 blocked by the front panel 83, and making the open end of the first sub-trough body toward the front panel 83 blocked by the front panel 83, the impact resistance of the first channel section 911 and the first sub-channel section 9124 can be improved, which is beneficial to improving the impact resistance of the front part of the vehicle and ensuring the collision safety performance of the vehicle.

[0090] As some optional embodiments of the present application, as shown in Figure 6, the central channel 91 may have a reinforcement structure 913, which may protrude in a direction away from the front panel 83. There may be multiple reinforcement structures 913, for example, as shown in the figure, there may be two reinforcement structures 913.

[0091] In some embodiments of the present application, as shown in Figure 4, at least one of the first connecting portion 85, the front center cross beam 81 and the second connecting portion 84 can be formed with a second groove structure 88 that is recessed toward a direction away from the front panel 83, that is, any one or any two of the first connecting portion 85, the front center cross beam 81 and the second connecting portion 84 can be formed with a second groove structure 88, or the first connecting portion 85, the front center cross beam 81 and the second connecting portion 84 can all be formed with a second groove structure 88, the second groove structure 88 can be open toward the front panel 83, and the front panel 83 can cover at least part of the open end of the second groove structure 88.

[0092] As some optional embodiments of the present application, at least one of the first connecting portion 85, the center cross member 81, and the second connecting portion 84 can be welded to the dash panel 83 via a flange structure. By having the dash panel 83 cover at least a portion of the open end of the second slot structure 88, a box-like structure can be formed between the first connecting portion 85, the center cross member 81, and the second connecting portion 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.

[0093] Furthermore, by locating the middle channel 91 on one side of the front panel 83 and connecting it to the front panel 83, at least a portion of the first connecting portion 85, the front panel middle cross beam 81 and the second connecting portion 84 are all located on the other side of the front panel 83, and the front panel 83 blocks at least a portion of the open end of the first slot structure 914 and blocks at least a portion of the open end of the second slot structure 88, a plurality of box-like structures can be arranged on both sides of the front panel 83, so that the body assembly 100 can effectively transfer energy during a collision, thereby ensuring the collision safety performance of the vehicle.

[0094] In some embodiments of the present application, as shown in Figures 1-3 and 5, the ends of the dash center cross member 81 can be connected to corresponding first connecting portions 85. The dash center cross member 81 can extend along the width direction of the vehicle (i.e., the Y direction of the vehicle), and there can be two first connecting portions 85. The two first connecting portions 85 can be respectively disposed on either side of the dash center cross member 81 along the width direction of the vehicle, and the two ends of the dash center cross member 81 can be respectively connected to adjacent first connecting portions 85. This arrangement helps to improve the overall structural strength of the body assembly 100, thereby enhancing the collision resistance of the body assembly 100, and can also make the force transmission path of the body assembly 100 smoother.

[0095] In some embodiments of the present application, as shown in Figures 1 to 5, the plurality of longitudinal beams 82 may include a first longitudinal beam 821 and a second longitudinal beam 822, the plurality of sill beams 86 may include a first sill beam 861 and a second sill beam 862, the first longitudinal beam 821 and the second longitudinal beam 822 may be arranged opposite to and spaced apart from each other along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 1), the front center cross beam 81 may be connected between the first longitudinal beam 821 and the second longitudinal beam 822, the first sill beam 861 and the second sill beam 862 may be arranged opposite to and spaced apart from each other along the second direction (i.e., the Y direction shown in Figure 1), the first longitudinal beam 821 may be arranged corresponding to the first sill beam 861, and the second longitudinal beam 822 may be arranged corresponding to the second sill beam 862.

[0096] Specifically, a first connecting portion 85 connects the first longitudinal beam 821 and the first sill beam 861, and a first connecting portion 85 connects the second longitudinal beam 822 and the second sill beam 862. This arrangement allows the longitudinal beam 82, the first connecting portion 85, and the sill beam 86 to form a reasonable force transmission path. Furthermore, there can be two A-pillars 87 and two first connecting portions 85, one of which can be connected to both the first sill beam 861 and one of the first connecting portions 85, and the other A-pillar 87 can be connected to both the second sill beam 862 and the other first connecting portion 85. By providing the A-pillars 87, the longitudinal beam 82, the first connecting portion 85, the A-pillars 87, and the sill beam 86 can form a reasonable force transmission path, which helps improve the safety performance of the vehicle.

[0097] According to the vehicle of the embodiment of the present application, including the body assembly 100 of the above-mentioned vehicle, a first connection portion 85 is connected between the longitudinal beam 82 and the corresponding rocker beam 86, and a second connection portion 84 is connected between the central channel 91 and the corresponding first connection portion 85. This enables the body assembly 100 to have a reasonable force transmission path. When the vehicle collides head-on, the body assembly 100 can reliably withstand and transmit the collision energy, thereby reducing the probability of passenger injury and improving the safety performance of the vehicle.

[0098] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0099] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0100] In the description of this application, “plurality” means two or more.

[0101] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0102] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0103] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0104] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle body component, wherein: include: multiple stringers; a first connecting portion and a plurality of sill beams, wherein the first connecting portion is connected between the longitudinal beam and the corresponding sill beam; A front enclosure middle cross beam, a second connecting portion, a middle channel and a seat mounting beam, wherein the front enclosure middle cross beam is connected to the plurality of longitudinal beams, the seat mounting beam is connected to the plurality of threshold beams, the middle channel is connected between the front enclosure middle cross beam and the seat mounting beam, and the second connecting portion is connected between the middle channel and the corresponding first connecting portion.

2. The vehicle body component according to claim 1, wherein: Also includes: An A-pillar is connected to the corresponding door sill beam and the corresponding first connecting portion.

3. The vehicle body component according to claim 1 or 2, wherein: Along a first direction of the vehicle body component, a connection between the first connection portion and the corresponding rocker beam is located at a rear side of a connection between the first connection portion and the corresponding longitudinal beam, and along a second direction of the vehicle body component, a connection between the first connection portion and the corresponding rocker beam is located at an outer side of a connection between the first connection portion and the corresponding longitudinal beam, wherein the first direction is perpendicular to the second direction.

4. The vehicle body component according to claim 3, wherein: Along the first direction, the connection between the second connection portion and the corresponding first connection portion is located at the rear side of the connection between the first connection portion and the corresponding longitudinal beam, and along the second direction, the connection between the second connection portion and the corresponding first connection portion is located at the inner side of the connection between the first connection portion and the corresponding said rocker beam.

5. The vehicle body component according to any one of claims 1 to 4, wherein: The first connection portion and the corresponding second connection portion are integrally formed.

6. The vehicle body component according to any one of claims 1 to 5, wherein: Along the first direction of the body assembly, the second connection portion is located at the rear side of the front center cross beam, and along the third direction of the body assembly, the second connection portion is located below the front center cross beam, wherein the first direction is perpendicular to the third direction.

7. The vehicle body component according to any one of claims 1 to 6, wherein: Along the length direction of the middle channel, the connection between the second connecting portion and the middle channel is located in the middle of the middle channel.

8. The vehicle body assembly according to any one of claims 1 to 7, wherein: Along the first direction of the vehicle body assembly, the front end of the central channel is connected to the front enclosure middle cross beam, and the rear end of the central channel is connected to the seat mounting beam.

9. The vehicle body component according to any one of claims 1 to 8, wherein: The middle channel includes: a first channel section and a second channel section connected to each other, the end of the first channel section away from the second channel section is connected to the front center cross beam, the end of the second channel section away from the first channel section is connected to the seat mounting beam, along the third direction of the vehicle body assembly, one end of the first channel section away from the second channel section is higher than the second channel section, and the first channel section is constructed as a downwardly concave arc.

10. The vehicle body component according to claim 9, wherein: From the first channel section to the second channel section, the width of the first channel section gradually increases.

11. A vehicle body component according to claim 9 or 10, wherein: The width of the end of the first channel section away from the second channel section is N1, which satisfies the relationship: 100mm≤N1≤180mm.

12. A vehicle body assembly according to any one of claims 9 to 11, wherein: The width of the end of the first channel section close to the second channel section is N2, satisfying the relationship: 150mm≤N2≤230mm.

13. The vehicle body component according to claim 12, wherein: Along the second direction of the vehicle body assembly, the length of the seat mounting beam is N3, satisfying the relationship: 0.07N3≤N2≤0.15N3, wherein the second direction is perpendicular to the third direction.

14. A vehicle body component according to any one of claims 9 to 13, wherein: Along the third direction, the height of the second channel section is N6, satisfying the relationship: 40mm≤N6≤120mm.

15. A vehicle body component according to any one of claims 9 to 14, wherein: From the first channel section to the second channel section, the width of the second channel section remains unchanged.

16. A vehicle body component according to any one of claims 1 to 15, wherein: Also includes: A front panel, the middle channel is located on one side of the front panel and connected to the front panel, at least part of the first connecting portion, the front panel middle cross beam and the second connecting portion are all located on the other side of the front panel, and the first connecting portion, the front panel middle cross beam and the second connecting portion are all connected to the front panel.

17. The vehicle body component of claim 16, wherein: Along the thickness direction of the front wall panel, the orthographic projection of the middle channel and the orthographic projection of the front wall middle cross beam have an overlapping area.

18. A vehicle body component according to claim 16 or 17, wherein: Along the thickness direction of the front panel, the orthographic projection of the second connecting portion and the orthographic projection of the central channel have an overlapping area.

19. A vehicle body component according to any one of claims 16 to 18, wherein: The middle channel is formed with a first groove structure that is recessed in a direction away from the front panel, and the front panel covers at least a portion of an open end of the first groove structure.

20. A vehicle body component according to any one of claims 16 to 19, wherein: At least one of the first connection portion, the dash middle cross beam and the second connection portion is formed with a second groove structure that is recessed in a direction away from the dash panel, and the dash panel covers at least a portion of an open end of the second groove structure.

21. A vehicle body component according to any one of claims 1 to 20, wherein: The ends of the front center cross beam are connected to the corresponding first connecting portions.

22. A vehicle body assembly according to any one of claims 1 to 21, wherein: The plurality of longitudinal beams include a first longitudinal beam and a second longitudinal beam, the plurality of sill beams include a first sill beam and a second sill beam, the first longitudinal beam and the second longitudinal beam are opposite and spaced apart along a second direction of the vehicle body component, the front center cross beam is connected between the first longitudinal beam and the second longitudinal beam, the first sill beam and the second sill beam are opposite and spaced apart along the second direction, and the first longitudinal beam and the second longitudinal beam correspond to the first sill beam and the second sill beam, respectively.

23. A vehicle, wherein: A body assembly for a vehicle comprising the method according to any one of claims 1-22.

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