Vehicle body structure and vehicle

Abstract

A vehicle body structure (100). First deformation sections (11) are formed at tail sections of a first bumper beam (10) of the vehicle body structure (100) in a first direction (A); energy absorption boxes (20) are connected to the first bumper beam (10); a first longitudinal beam (30) is connected to each energy absorption box (20); a collision member (40) is connected to each first deformation section (11); the first deformation section (11) can deform when being impacted, so as to drive the collision member (40) to impact on the energy absorption box (20) and / or the first longitudinal beam (30). According to the vehicle body structure (100), when a collision occurs, the first deformation section (11) can deform to drive the collision member (40) to impact the energy absorption box (20) and / or the first longitudinal beam (30), so that the vehicle body structure (100) generates lateral acceleration and slides sideways, thereby offsetting the energy transmitted to the interior of the vehicle body structure (100) when the vehicle body structure (100) is impacted. Also provided is a vehicle (1000) comprising the vehicle body structure (100).

Description

Body structure and vehicle

[0001] This application refers to Chinese Patent Application No. 202311203892.0, filed on September 18, 2023, entitled “Body Structure and Vehicle”, which is incorporated herein by reference in its entirety. Technical Field

[0002] The present application relates to the technical field of vehicle body structures, and in particular provides a vehicle body structure and a vehicle. Background Art

[0003] With the development of vehicle technology, people have put forward higher and higher requirements on vehicle collision safety, ride comfort, structural compactness and other performance.

[0004] During an offset collision, especially a small offset collision, the energy generated by the impact can easily cause the vehicle body to deform, causing the energy to be directly transferred to the passenger compartment, resulting in a higher risk of injury to the occupants in the passenger compartment.

[0005] Application Contents

[0006] The purpose of the embodiments of the present application is to provide a vehicle body structure and a vehicle, aiming to solve the problem of high risk of occupant injury in the event of an offset collision of the vehicle.

[0007] To achieve the above objectives, the technical solutions adopted in the embodiments of the present application are:

[0008] In the first aspect, an embodiment of the present application provides a vehicle body structure, including a first anti-collision beam, an energy absorption box, a first longitudinal beam and a collision member, wherein a first deformation section is formed at the end of the first anti-collision beam in the first direction, the energy absorption box is connected to the first anti-collision beam, the first longitudinal beam is connected to the energy absorption box, and the collision member is connected to the first deformation section; the first deformation section can be deformed when impacted to drive the collision member to impact the energy absorption box and / or the first longitudinal beam.

[0009] Beneficial effects of the embodiments of the present application: When a collision occurs in the vehicle body structure provided by the embodiments of the present application, the energy absorption box can absorb part of the energy generated by the collision, and the first deformation section of the first anti-collision beam can be deformed, so that the collision member connected to the first deformation section is driven to collide with the energy absorption box and / or the first longitudinal beam, so that the collision of the external structure on the vehicle body structure can be converted into the first deformation section driving the collision member to impact the energy absorption box and / or the first longitudinal beam. The energy absorption box and / or the first longitudinal beam will generate lateral acceleration due to the impact force, causing the entire vehicle body structure to slide sideways, thereby offsetting the energy transferred to the interior of the vehicle body structure by the vehicle body structure when it is collided, which can effectively reduce the risk of injury to members inside the vehicle body structure.

[0010] In some embodiments, the vehicle body structure further includes a second anti-collision beam and a second longitudinal beam, the second anti-collision beam is connected to the first anti-collision beam, the energy absorption box is connected to the second anti-collision beam, and the second longitudinal beam is connected to the energy absorption box.

[0011] By adopting the above-mentioned technical solution, the second anti-collision beam and the second longitudinal beam can be used to improve the overall structural strength of the vehicle body. At the same time, the second anti-collision beam and the first anti-collision beam are connected, and the energy generated by the second anti-collision beam in the event of a collision can be transferred to the connected first anti-collision beam, so that the first anti-collision beam and the second anti-collision beam can jointly bear and share the energy, and the energy is jointly absorbed by the energy absorption box part between the second anti-collision beam and the second longitudinal beam and the energy absorption box part between the first anti-collision beam and the first longitudinal beam to reduce the damage caused by the collision to the occupants inside the vehicle body structure.

[0012] In some embodiments, a second deformation section is formed at the end of the second anti-collision beam in the first direction, and the collision member is connected to the second deformation section; the second deformation section can be deformed when impacted, so that the collision member impacts the energy absorption box, and / or, impacts the first longitudinal beam and the second longitudinal beam.

[0013] By adopting the above-mentioned technical solution, when the second anti-collision beam is hit, the second deformation section can be deformed, so that the collision part connected to the second deformation section is driven to collide with the energy absorption box and / or the second longitudinal beam, so that the collision of the external structure on the vehicle body structure can be converted into the second deformation section driving the collision part to impact the energy absorption box and / or the second longitudinal beam; at the same time, the first deformation section of the first anti-collision beam can be driven by the collision part and deformed at the same time, so that the collision part can collide with the first longitudinal beam and the second longitudinal beam at the same time, or collide with the energy absorption box connected to the first longitudinal beam and the energy absorption box connected to the second longitudinal beam at the same time, so that the vehicle will generate lateral acceleration, causing the entire vehicle body structure to slide sideways, thereby offsetting the energy transferred to the interior of the vehicle body structure by the vehicle body structure when it is hit, which can effectively reduce the risk of injury to members inside the vehicle body structure.

[0014] In some embodiments, the vehicle body structure also includes an impact member, and a second deformation section is formed at the end of the second anti-collision beam in the first direction, and the impact member is connected to the second deformation section; the second deformation section can be deformed when impacted, so that the impact member impacts the energy absorption box and / or the second longitudinal beam.

[0015] By adopting the above-mentioned technical solution, when the second anti-collision beam is hit, the second deformation section can be deformed, so that the impact member connected to the second deformation section is driven to collide with the energy absorption box and / or the second longitudinal beam, causing the vehicle to generate lateral acceleration and skid; and, if the first anti-collision beam is hit at the same time, causing the first deformation section to deform, the impact member connected to the first deformation section can be driven to collide with the energy absorption box and / or the first longitudinal beam, thereby, the collision member and the impact member act on the energy absorption box or the corresponding first and second longitudinal beams at the same time, causing the vehicle to skid, which can effectively reduce the damage to the occupants caused by the collision.

[0016] In some embodiments, the collision member includes a collision body, a first connecting portion and a second connecting portion, the first connecting portion and the second connecting portion are both connected to the collision body, the first connecting portion is connected to the first deformation segment, and the second connecting portion is connected to the second deformation segment.

[0017] By adopting the above-mentioned technical solution, in the event of a collision, the first deformable section and the second deformable section can respectively drive the first connecting portion and the second connecting portion to move toward the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, so that the collision body can hit the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, causing the vehicle to skid and offset the energy generated by the collision, thereby reducing the probability of occupant injury.

[0018] In some embodiments, the energy absorbing box includes an energy absorbing connecting portion, and the energy absorbing connecting portion is used to withstand the impact of the collision member.

[0019] By adopting the above technical solution, in the event of a collision, the collision member can be driven to collide with the energy absorbing connection part of the energy absorption box, so that the vehicle generates lateral acceleration and slides sideways, which can offset the energy generated by the collision and reduce the probability of injury to the occupants.

[0020] In some embodiments, the energy absorption box also includes a first box body and a second box body, and the energy absorption connection part is connected to the first box body and the second box body; the first box body is connected to the first anti-collision beam, the first longitudinal beam is connected to the energy absorption connection part, and the first box body is located between the first longitudinal beam and the first anti-collision beam; the second box body is connected to the second anti-collision beam, the second longitudinal beam is connected to the energy absorption connection part, and the second box body is located between the second longitudinal beam and the second anti-collision beam.

[0021] By adopting the above-mentioned technical solution, the first box body is located between the first longitudinal beam and the first anti-collision beam, and the first box body can absorb the energy generated by the collision of the first anti-collision beam. The second box body is located between the second longitudinal beam and the second anti-collision beam, and the second box body can absorb the energy generated by the collision of the second anti-collision beam; at the same time, the energy-absorbing connecting part is connected to the first box body and the second box body. When the energy-absorbing connecting part is hit, the impact force generated by the collision can be transmitted to the first box body and the second box body, so that the vehicle will skid to offset the energy generated by the collision, thereby reducing the damage to the occupants.

[0022] In some embodiments, the first longitudinal beam is connected to a first beam connecting portion, and the energy absorbing connecting portion is connected to the first beam connecting portion; the energy absorbing connecting portion and the first beam connecting portion are used to jointly withstand the impact of the collision component.

[0023] By adopting the above-mentioned technical solution, the first longitudinal beam can be connected to the energy-absorbing connection part through the first beam connection part, so that the structural strength between the first beam connection part and the energy-absorbing connection part can be improved. When the collision part collides, the first beam connection part and the energy-absorbing connection part can withstand the impact together, so that the risk of deformation, breakage, etc. of the first beam connection part and the energy-absorbing connection part is low, and the vehicle can smoothly form a side slide to offset the energy generated by the collision, thereby reducing the damage to the occupants caused by the collision.

[0024] In some embodiments, the second longitudinal beam is connected to a second beam connecting portion, the second beam connecting portion is connected to the energy absorbing connecting portion, and the energy absorbing connecting portion and the second beam connecting portion are used to jointly withstand the impact of the collision component.

[0025] By adopting the above-mentioned technical solution, the second longitudinal beam can be connected to the energy-absorbing connection part through the second beam connection part, so that the structural strength between the second beam connection part and the energy-absorbing connection part can be improved. When the collision part collides, the second beam connection part and the energy-absorbing connection part can withstand the impact together, so that the risk of deformation, breakage, etc. of the second beam connection part and the energy-absorbing connection part is low, and the vehicle can smoothly form a side slide to offset the energy generated by the collision, thereby reducing the damage to the occupants caused by the collision.

[0026] In some embodiments, the first beam connecting portion and the second beam connecting portion are connected to form an integral body.

[0027] By adopting the above technical solution, the first beam connecting portion and the second beam connecting portion are connected to form a whole. When the first beam connecting portion and the second beam connecting portion are connected to the energy absorbing connecting portion, the structural reinforcement effect of the energy absorbing connecting portion is better. When impacted, the probability of the collision part causing damage to the energy absorbing connecting portion is smaller, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0028] In some embodiments, the vehicle body structure further includes a reinforcement member connected to the first beam connection portion.

[0029] By adopting the above technical solution, the first beam connection portion is structurally reinforced using a reinforcement member. When a collision occurs, the collision member is less likely to cause damage to the energy-absorbing connection portion and the first beam connection portion, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0030] In some embodiments, the reinforcement is further connected to an end of the first longitudinal beam facing away from the first impact beam.

[0031] By adopting the above-mentioned technical solution, one end of the reinforcement is connected to the first beam connection part, and the other end of the reinforcement is connected to the end of the first longitudinal beam facing away from the first anti-collision beam, so that the reinforcement can support the first beam connection part, and the risk of deformation, damage or breakage of the first beam connection part and the connected energy-absorbing connection part when being impacted can be effectively reduced.

[0032] In some embodiments, the vehicle body structure further includes a torsion box, which is disposed at an end of the first longitudinal beam facing away from the first anti-collision beam, and the reinforcement is connected to the torsion box.

[0033] By adopting the above-mentioned technical solution, a torsion box is provided at the end of the first longitudinal beam away from the first anti-collision beam, and the torsion box is used to connect with the reinforcement to achieve relative fixation between the reinforcement and the first longitudinal beam, and ensure the stability of force transmission between the two, thereby optimizing the support effect of the reinforcement on the connection part of the first beam.

[0034] In some embodiments, both opposite ends of the second anti-collision beam in the first direction are connected to second longitudinal beams; the vehicle body structure further includes a second cross beam connected between the two second longitudinal beams.

[0035] By adopting the above technical solution, the two second longitudinal beams are connected by the second cross beam. When a collision occurs, the collision force can be transmitted from the side where the collision occurs to the other side where no collision occurs through the second cross beam, thereby enabling the vehicle to generate a large and continuous lateral collision acceleration, effectively increasing the sideslip speed of the vehicle, and further effectively improving the absorption effect of the energy generated by the collision, which can achieve the purpose of reducing the probability of occupant injury.

[0036] In some embodiments, the second cross beam passes through the second longitudinal beam and is disposed on a side of the second beam connecting portion away from the second anti-collision beam, and the second cross beam is used to support the second beam connecting portion.

[0037] By adopting the above-mentioned technical solution, the second cross beam can be passed through the second longitudinal beam and used to support the second beam connection portion. When impacted, the collision member is less likely to cause bending and deformation of the energy-absorbing connection portion and the second beam connection portion, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0038] In some embodiments, both opposite ends of the first anti-collision beam in the first direction are connected to first longitudinal beams; the vehicle body structure further includes a first cross beam, which is respectively connected between the two first longitudinal beams.

[0039] By adopting the above technical solution, the two first longitudinal beams are connected by the first crossbeam. When a collision occurs, the collision force can be transmitted from the side where the collision occurs to the other side where no collision occurs through the first crossbeam, thereby enabling the vehicle to generate a large and continuous lateral collision acceleration, effectively increasing the sideslip speed of the vehicle, and further effectively improving the absorption effect of the energy generated by the collision, which can achieve the purpose of reducing the probability of occupant injury.

[0040] In some embodiments, the collision body is cylindrical, and the side surface of the collision body is used to impact the energy absorption box and / or to impact the first longitudinal beam and the second longitudinal beam.

[0041] By adopting the above-mentioned technical solution, when a collision occurs, the side surface of the collision body collides with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam. The side surface of the collision body is an arc surface, so when a collision occurs, there is surface-to-surface contact, which can effectively avoid damage to the energy absorption box and / or the first longitudinal beam and the second longitudinal beam caused by point-to-surface contact, thereby reducing the probability of injury to the occupants.

[0042] In some embodiments, the first connection portion and the second connection portion are both straight beam structures, the opposite ends of the first connection portion are respectively connected to the first deformation segment and the collision body, and the opposite ends of the second connection portion are respectively connected to the second deformation segment and the collision body.

[0043] By adopting the above technical solution, the first connecting part and the second connecting part are both straight beam structures. When a collision occurs, the straight beam structure can drive the collision body to directly collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, and the probability of deformation or fracture of the straight beam structure is low, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0044] In some embodiments, the length of the energy absorption box is X, and the length of the first connecting portion is Y, wherein 0.2X≤Y≤X.

[0045] By adopting the above-mentioned technical solution, the length of the first connecting portion is set to be between 0.2 times and 1 times the length of the energy absorption box, so that the first connecting portion can drive the collision body to successfully collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, thereby reducing the probability that the collision body will have difficulty in colliding with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam due to the first connecting portion being too long or too short.

[0046] In some embodiments, the length Y of the first connecting portion is 0.3X≤Y≤0.7X.

[0047] By adopting the above technical solution, setting the length of the first connecting portion to between 0.3 and 0.7 times the length of the energy absorption box can further increase the probability that the first connecting portion can drive the collision body to successfully impact the energy absorption box and / or the first longitudinal beam and the second longitudinal beam.

[0048] In some embodiments, an angle between the length direction of the first connecting portion and the first direction is θ, where 45°≤θ≤85°.

[0049] By adopting the above-mentioned technical solution, the angle between the length direction of the first connecting part and the first direction is set to be greater than or equal to 45° and less than or equal to 85°. This allows the first deformation section to drive the first connecting part to move when a collision occurs, and the first connecting part can drive the collision body to collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0050] In some embodiments, an angle θ between the length direction of the first connecting portion and the first direction is 50°≤θ≤70°.

[0051] By adopting the above-mentioned technical solution, the angle between the length direction of the first connecting part and the first direction is set to be greater than or equal to 50° and less than or equal to 70°, which can further increase the probability that the first connecting part drives the collision body to collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam when the first deformation section drives the first connecting part to move.

[0052] In some embodiments, the length of the energy absorption box is X, and the length of the second connecting portion is Z, wherein 0.2X≤Z≤X.

[0053] By adopting the above-mentioned technical solution, the length of the second connecting portion is set to between 0.2 times and 1 times the length of the energy absorption box, so that the second connecting portion can drive the collision body to successfully collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, thereby reducing the probability that the collision body will have difficulty in colliding with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam due to the second connecting portion being too long or too short.

[0054] In some embodiments, the length Z of the second connecting portion is 0.3X≤Z≤0.7X.

[0055] By adopting the above technical solution, the length of the second connecting portion is set to between 0.3 and 0.7 times the length of the energy absorption box, which can further increase the probability that the second connecting portion drives the collision body to successfully collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam.

[0056] In some embodiments, an angle between the length direction of the second connecting portion and the first direction is β, wherein 45°≤β≤85°.

[0057] By adopting the above-mentioned technical solution, the angle between the length direction of the second connecting part and the first direction is set to be greater than or equal to 45° and less than or equal to 85°. This allows the second deformation section to drive the second connecting part to move when a collision occurs, and the second connecting part can drive the collision body to collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam, so that the vehicle can smoothly slide sideways to absorb the energy generated by the collision.

[0058] In some embodiments, an angle β between the length direction of the second connecting portion and the first direction is 50°≤β≤70°.

[0059] By adopting the above-mentioned technical solution, the angle between the length direction of the second connecting portion and the first direction is set to be greater than or equal to 50° and less than or equal to 70°, and the probability that the second connecting portion drives the collision body to collide with the energy absorption box and / or the first longitudinal beam and the second longitudinal beam can be further improved.

[0060] In a second aspect, an embodiment of the present application provides a vehicle comprising the vehicle body structure as described above.

[0061] Beneficial effects of the embodiments of the present application: The vehicle provided in the embodiments of the present application includes the above-mentioned body structure. On the basis that the above-mentioned body structure can generate lateral acceleration and form sideslip in the event of a collision, the vehicle can also generate lateral acceleration and form sideslip in the event of a collision to absorb the energy generated by the collision, which can effectively reduce the damage caused to the occupants by the collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0063] FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0064] FIG2 is a schematic structural diagram of a vehicle body structure provided in an embodiment of the present application;

[0065] FIG3 is a schematic structural diagram of an energy absorption box provided in an embodiment of the present application;

[0066] FIG4 is a top view of a vehicle body structure provided in an embodiment of the present application;

[0067] FIG5 is a bottom view of the vehicle body structure provided in an embodiment of the present application.

[0068] Among them, the figure marks in the figure are: 1000, vehicle; 100, vehicle body structure; 10, first anti-collision beam; 11, first deformation section; 20, energy absorption box; 21, energy absorption connection part; 22, first box body; 23, second box body; 30, first longitudinal beam; 31, first beam connection part; 32, torsion box; 40, collision part; 41, collision body; 42, first connection part; 43, second connection part; 50, second anti-collision beam; 51, second deformation section; 60, second longitudinal beam; 61, second beam connection part; 70, reinforcement; 80, second cross beam; 90, first cross beam; A, first direction. DETAILED DESCRIPTION

[0069] 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.

[0070] In the description of this application, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0071] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0072] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components or interactions between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0073] During vehicle movement, there is a risk of collision with an obstacle, which could result in injury or even worse risks to the vehicle's occupants. This is especially true in the event of an offset collision, as the vehicle's width overlaps less with the obstacle. A smaller overlap indicates a smaller force area where the vehicle contacts the obstacle, making the impact more likely to cause deformation of the passenger compartment. Consequently, the potential for damage to the vehicle and occupants is higher. For example, a small offset collision occurs when the vehicle's width overlaps the obstacle by less than 30%. Since the overlap is smaller in a small offset collision, the energy generated by the collision is more likely to be transferred to the passenger compartment, causing deformation, increasing the risk of injury to the occupants.

[0074] Based on the above considerations, in order to solve the problem of high risk of occupant injury in the event of an offset collision, a body structure is designed. By arranging a collision member on the first deformation section of the first anti-collision beam, when a collision occurs and the first deformation section is deformed, the collision member can be driven and collided with the energy absorption box and / or the first longitudinal beam, so that the body structure forms a lateral acceleration and produces sideslip, thereby absorbing the energy generated by the collision, thereby reducing the energy transmitted to the passenger compartment, thereby reducing the probability of deformation of the passenger compartment and reducing the risk of injury to the occupants.

[0075] Please refer to Figure 1, which is a schematic diagram of the structure of a vehicle 1000 provided in an embodiment of the present application. The vehicle 1000 disclosed in the embodiment of the present application can be a fuel vehicle, a gas vehicle, or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle.

[0076] Please refer to Figures 1 and 2. Figure 2 is a schematic diagram of a vehicle body structure 100 provided in some embodiments of the present application. The present application provides a vehicle body structure 100 comprising a first anti-collision beam 10, an energy absorption box 20, a first longitudinal beam 30, and a collision member 40. The first anti-collision beam 10 has a first deformable section 11 formed at its distal end in a first direction A. The energy absorption box 20 is connected to the first anti-collision beam 10, the first longitudinal beam 30 is connected to the energy absorption box 20, and the collision member 40 is connected to the first deformable section 11. The first deformable section 11 is capable of deforming upon impact to drive the collision member 40 to impact the energy absorption box 20 and / or the first longitudinal beam 30.

[0077] The first anti-collision beam 10 is a beam structure designed to withstand collisions, while the first longitudinal beam 30 is a beam structure designed to carry loads. The energy absorption box 20 is connected to both the first anti-collision beam 10 and the first longitudinal beam 30. The energy absorption box 20 absorbs the impact force generated by the first anti-collision beam 10 during an impact, thereby reducing the impact force transmitted to the first longitudinal beam 30 and providing protection for the first longitudinal beam 30.

[0078] It is understandable that the first anti-collision beam 10 may be located at the head of the vehicle body structure 100 and used to withstand collisions, wherein the head of the vehicle body structure 100 refers to the portion located in the front in the traveling direction of the vehicle 1000 during its travel.

[0079] The first deformation section 11 refers to the end section of the first anti-collision beam 10 in the first direction A; it can be understood that the first deformation section 11 is formed at one end of the first anti-collision beam 10 in the first direction A, or the first deformation section 11 is formed at both opposite ends of the first anti-collision beam 10 in the first direction A.

[0080] It can be understood that the above-mentioned first direction A can be any direction, for example, it can be any direction in the horizontal direction, and the first anti-collision beam 10 can form a first deformation section 11 in the first direction A; for example, in some embodiments, the first direction A can be roughly the same as the width direction of the vehicle body structure 100, and the length direction of the first anti-collision beam 10 is arranged along the first direction A. It can be understood that the energy absorption box 20 and the first longitudinal beam 30 can be arranged in sequence along the length direction of the vehicle body structure 100, that is, the energy absorption box 20 and the first longitudinal beam 30 can be arranged in sequence along the direction roughly perpendicular to the first direction A.

[0081] Optionally, the first deformation section 11 can be formed by the first anti-collision beam 10 at the connection with the energy absorption box 20 to the end of the first anti-collision beam 10 in the first direction A; it can be understood that in the event of an offset collision, especially a small offset collision, the first deformation section 11 can withstand the impact of an obstacle and cause deformation, causing bending deformation at any point on the first deformation section 11, causing part or all of the first deformation section 11 to bend in the direction of the impact; in the event of a small offset collision, the first deformation section 11 will bend toward the first longitudinal beam 30.

[0082] The collision member 40 is a structural member designed to collide with the crash box 20 and / or the first longitudinal beam 30 when the first deformable section 11 deforms. Optionally, the collision member 40 may be an external structure fixedly connected to the first deformable section 11 by welding, screwing, bonding, or other means; alternatively, the collision member 40 may be integrally formed with the first deformable section 11 and formed by bending, recessing, or protruding. The collision member 40 may be, but is not limited to, a beam structure, a block structure, a plate structure, a rod structure, or the like.

[0083] It is understood that the number of the collision member 40 can be one, that is, only one collision member 40 is connected to the first deformable section 11; or the number of the collision member 40 can be multiple, and multiple collision members 40 can be distributed on the first deformable section 11. When the first anti-collision beam 10 has first deformable sections 11 formed at both opposite ends in the first direction A, the collision member 40 can be connected to the first deformable sections 11 at both ends.

[0084] When the first deformation section 11 is deformed by an impact, the collision member 40 may impact the energy absorption box 20, or the collision member 40 may impact the first longitudinal beam 30, or the collision member 40 may also impact the connection between the energy absorption box 20 and the first longitudinal beam 30; through the collision of the collision member 40 on the first longitudinal beam 30 or the energy absorption box 20, or on both at the same time, the collision member 40 can apply force to the first longitudinal beam 30 or the energy absorption box 20, causing the vehicle body structure 100 to generate lateral acceleration and sideslip, thereby reducing the damage to the vehicle body structure 100 caused by the energy generated by the impact.

[0085] Optionally, in some specific embodiments, after the first deformation section 11 is deformed and the collision member 40 hits the connection between the first longitudinal beam 30 and the energy absorption box 20, the first deformation section 11 and the collision member 40 can act on the connection between the first longitudinal beam 30 and the energy absorption box 20 and form a stable triangular structure. The impact force generated by the collision can continuously act on the first longitudinal beam 30 and the energy absorption box 20 through the first deformation section 11 and the collision member 40, so that the vehicle body structure 100 generates continuous lateral collision acceleration, so that the vehicle 1000 can skid to cushion the collision.

[0086] In the event of a collision, the vehicle body structure 100 provided in the embodiment of the present application can have the energy absorption box 20 absorb part of the energy generated by the collision, and the first deformation section 11 of the first anti-collision beam 10 can be deformed, so that the collision member 40 connected to the first deformation section 11 is driven to collide with the energy absorption box 20 and / or the first longitudinal beam 30, so that the collision of the external structure on the vehicle body structure 100 can be converted into the first deformation section 11 driving the collision member 40 to impact the energy absorption box 20 and / or the first longitudinal beam 30. The energy absorption box 20 and / or the first longitudinal beam 30 will generate lateral acceleration due to the impact force, causing the entire vehicle body structure 100 to slide sideways, thereby offsetting the energy transferred to the interior of the vehicle body structure 100 by the vehicle body structure 100 in the event of a collision, which can effectively reduce the risk of injury to members inside the vehicle body structure 100.

[0087] 1 to 3 , the vehicle body structure 100 further includes a second anti-collision beam 50 and a second longitudinal beam 60 . The second anti-collision beam 50 is connected to the first anti-collision beam 10 . The energy absorption box 20 is connected to the second anti-collision beam 50 . The second longitudinal beam 60 is connected to the energy absorption box 20 .

[0088] The second anti-collision beam 50 is a beam structure used to withstand collisions. The second anti-collision beam 50 is connected to the first anti-collision beam 10. It is understood that the second anti-collision beam 50 can withstand the collision together with the first anti-collision beam 10, or the first anti-collision beam 10 and the second anti-collision beam 50 can transfer the impact force generated by the collision to each other to share the impact force.

[0089] In some specific embodiments, the first anti-collision beam 10 and the second anti-collision beam 50 can be roughly flush in the direction of travel of the vehicle 1000, and the first anti-collision beam 10 and the second anti-collision beam 50 are distributed up and down in the height direction during the travel of the vehicle 1000, so that the first anti-collision beam 10 and the second anti-collision beam 50 can withstand the impact of obstacles of various heights.

[0090] The second longitudinal beam 60 refers to a beam structure used to carry loads. The function of the second longitudinal beam 60 is basically the same as that of the first longitudinal beam 30. Therefore, the distribution of the second longitudinal beam 60 and the first longitudinal beam 30 is also roughly the same. The second longitudinal beam 60 and the first longitudinal beam 30 can be arranged along the length direction of the vehicle body structure 100, and the first longitudinal beam 30 and the second longitudinal beam 60 are distributed up and down in the height direction during the movement of the vehicle 1000, that is, they are divided corresponding to the height of the first anti-collision beam 10 and the second anti-collision beam 50.

[0091] Among them, the first anti-collision beam 10 and the second anti-collision beam 50 are connected, and the connection between the two can be achieved by using structural parts such as connecting plates, connecting rods, connecting beams, etc. through screw connection, welding, etc.; or, the connection between the first anti-collision beam 10 and the second anti-collision beam 50 can also be achieved by connecting the collision part 40 with the second anti-collision beam 50.

[0092] With such an arrangement, the second anti-collision beam 50 and the second longitudinal beam 60 can be used to improve the overall structural strength of the vehicle body. At the same time, the second anti-collision beam 50 and the first anti-collision beam 10 are connected, and the energy generated by the second anti-collision beam 50 in the event of a collision can be transmitted to the connected first anti-collision beam 10, so that the first anti-collision beam 10 and the second anti-collision beam 50 can jointly bear and share the energy, and the energy is jointly absorbed by the energy absorption box 20 part between the second anti-collision beam 50 and the second longitudinal beam 60 and the energy absorption box 20 part between the first anti-collision beam 10 and the first longitudinal beam 30 to reduce the damage caused by the collision to the occupants inside the vehicle body structure 100.

[0093] Please refer to Figures 2 and 3. In some embodiments, a second deformation section 51 is formed at the end of the second anti-collision beam 50 in the first direction A, and the collision member 40 is connected to the second deformation section 51; the second deformation section 51 can be deformed when impacted, so that the collision member 40 impacts the energy absorption box 20, and / or, impacts the first longitudinal beam 30 and the second longitudinal beam 60.

[0094] The second deformation section 51 refers to the end section of the second anti-collision beam 50 in the first direction A; it can be understood that the second deformation section 51 is formed at one end of the second anti-collision beam 50 in the first direction A, or the second deformation section 51 is formed at both opposite ends of the second anti-collision beam 50 in the first direction A.

[0095] Optionally, the second deformation section 51 can be formed by the second anti-collision beam 50 from the connection with the energy absorption box 20 to the end of the second anti-collision beam 50 in the first direction A; it can be understood that in the event of an offset collision, especially a small offset collision, the second deformation section 51 can withstand the impact of an obstacle and cause deformation, causing bending and deformation at any point on the second deformation section 51, causing part or all of the second deformation section 51 to bend in the direction of the impact; in the event of a small offset collision, the second deformation section 51 will bend toward the second longitudinal beam 60.

[0096] Among them, the energy absorption box 20 can be an integral structure, the energy absorption box 20 can be connected to the first anti-collision beam 10 and the second anti-collision beam 50 at the same time, and the first longitudinal beam 30 and the second longitudinal beam 60 are both connected to the energy absorption box 20 and are respectively arranged opposite to the first anti-collision beam 10 and the second anti-collision beam 50; or, the energy absorption box 20 can be formed by a combination of multiple parts. For example, the energy absorption box 20 may include a first part connected between the first anti-collision beam 10 and the first longitudinal beam 30, and a second part connected between the second anti-collision beam 50 and the second longitudinal beam 60. Optionally, the first part and the second part can also be connected to form a whole through a connecting structure (such as an end plate, a connecting rod, a connecting block, etc.).

[0097] The collision member 40 is connected to the second deformation section 51. Optionally, the collision member 40 can be an external structure fixedly connected to the second deformation section 51 by welding, screwing, bonding, etc. The collision member 40 can be, but is not limited to, a beam structure, a block structure, a plate structure, a rod structure, etc.

[0098] It can be understood that the collision member 40 is connected to the first deformation section 11 and the second deformation section 51. When an offset collision occurs to the vehicle body structure 100, especially a small offset collision, the first deformation section 11 and the second deformation section 51 are both deformed. The first deformation section 11 and the second deformation section 51 can act on the collision member 40 at the same time, and drive the collision member 40 to impact the energy absorption box 20 or the first longitudinal beam 30 and the second longitudinal beam 60, or the connection between the energy absorption box 20 and the first longitudinal beam 30 and the second longitudinal beam 60, so that the first anti-collision beam 10 and the second anti-collision beam 50 can both impact the energy absorption box 20 or the first longitudinal beam 30 and the second longitudinal beam 60 through the collision member 40, which can generate a large lateral acceleration and then form lateral sliding, so as to achieve the purpose of absorbing the energy generated by the collision and reduce the damage to the occupants.

[0099] In some embodiments, the vehicle body structure 100 further includes an impact member (not shown in the figure), and a second deformation section 51 is formed at the end section of the second anti-collision beam 50 in the first direction A, and the impact member is connected to the second deformation section 51; the second deformation section 51 can be deformed when impacted, so that the impact member impacts the energy absorption box 20 and / or the second longitudinal beam 60.

[0100] This embodiment also includes an impact member, wherein the first deformation section 11 is connected to the impact member 40, and the second deformation section 51 is connected to the impact member; the impact member 40 can impact the corresponding part of the energy absorption box 20, or impact the first longitudinal beam 30, and the impact member can impact the corresponding part of the energy absorption box 20, or impact the second longitudinal beam 60; that is, when a collision occurs, the first deformation section 11 and the second deformation section 51 are deformed, and the impact member 40 and the impact member can independently impact the corresponding parts respectively, so that only when the first anti-collision beam 10 or the second anti-collision beam 50 collides, the first deformation section 11 or the second deformation section 51 can independently drive the corresponding collision member 40 or the impact member to collide to form a side slide, which effectively improves the success rate of the side slide, and thereby can reduce the probability of occupant injury.

[0101] The impact member can be an external structure fixedly connected to the second deformable section 51 by welding, screwing, bonding, or the like. Alternatively, the impact member can be a portion integrally formed with the second deformable section 51 and formed by bending, recessing, or protruding. The impact member can be, but is not limited to, a beam structure, a block structure, a plate structure, a rod structure, or the like.

[0102] It is understood that the number of impact members can be one, that is, only one impact member 40 is connected to the second deformable section 51; or the number of impact members can be multiple, and multiple impact members can be distributed on the second deformable section 51. When the second anti-collision beam 50 is formed with second deformable sections 51 at both opposite ends in the first direction A, an impact member can be connected to the second deformable sections 51 at both ends.

[0103] Please refer to Figures 2 and 3. In some embodiments, the collision member 40 includes a collision body 41, a first connecting portion 42 and a second connecting portion 43. The first connecting portion 42 and the second connecting portion 43 are both connected to the collision body 41. The first connecting portion 42 is connected to the first deformation segment 11, and the second connecting portion 43 is connected to the second deformation segment 51.

[0104] The collision body 41 refers to a structure used to directly contact and collide with the energy absorption box 20 or the first longitudinal beam 30 and the second longitudinal beam 60; the collision body 41 can be, but is not limited to, a columnar structure, a block structure, a spherical structure, a plate structure, a rod structure, etc.

[0105] The first connecting portion 42 is used to connect the collision body 41 and the first deformable section 11. Optionally, the first connecting portion 42 can be integrally formed on the collision body 41. For example, the first connecting portion 42 is formed by a protrusion of the collision body 41, or is formed by a bend of the collision body 41. Alternatively, the first connecting portion 42 can be fixed to the collision body 41 by screwing, welding, clamping, or bonding. At the same time, the first connecting portion 42 and the first deformable section 11 can be fixed by screwing, welding, clamping, or bonding. The first connecting portion 42 can be, but is not limited to, a connecting beam, a connecting block, a connecting rod, a connecting plate, or other structures.

[0106] The second connecting portion 43 is used to connect the collision body 41 and the second deformable section 51. Optionally, the second connecting portion 43 can be integrally formed on the collision body 41. For example, the second connecting portion 43 is formed by a protrusion of the collision body 41, or is formed by a bend of the collision body 41. Alternatively, the second connecting portion 43 can be fixed to the collision body 41 by screwing, welding, clamping, or bonding. Furthermore, the second connecting portion 43 and the second deformable section 51 can be fixed by screwing, welding, clamping, or bonding. The second connecting portion 43 can be, but is not limited to, a connecting beam, a connecting block, a connecting rod, a connecting plate, or other structures.

[0107] For example, in some specific embodiments, the collision body 41 can be a collision cylinder, the first connecting part 42 and the second connecting part 43 are both connecting beams, and the first connecting part 42 and the second connecting part 43 are respectively fixedly connected to the side of the collision cylinder along the axial direction of the collision cylinder; during assembly, the first connecting part 42 can be fixedly connected to the first deformation segment 11, and the second connecting part 43 can be connected to the second deformation segment 51 to realize the assembly of the collision body 41 relative to the first deformation segment 11 and the second deformation segment 51; optionally, the projections of the first connecting part 42 and the second connecting part 43 in the axial direction of the collision cylinder can overlap, so that the first deformation part and the second deformation part can drive the first connection part 42 and the second connection part 43 and drive the collision cylinder in the same direction to collide, which can effectively increase the probability of the vehicle body structure 100 skidding.

[0108] In this arrangement, the first connecting portion 42 is connected to the first deformable portion and the collision body 41, and the second connecting portion 43 is connected to the second deformable portion and the collision body 41. When an offset collision occurs, especially a small offset collision, the first deformable portion and the second deformable portion will bend and deform due to the collision, and the first deformable portion and the second deformation will drive the first connecting portion 42 and the second connecting portion 43 to move, causing the collision body 41 to collide with the energy absorbing box 20 or the first longitudinal beam 30 and the second longitudinal beam 60, thereby causing the first deformable portion and the second deformable portion to be bent, and the first connecting portion 42 and the second deformable portion connected to the first deformable portion and the second deformable portion to bend. 2 and the second connecting portion 43. When the collision body 41 collides with the crash box 20 or the first longitudinal beam 30 and the second longitudinal beam 60, the first deformable portion, the first connecting portion 42, the second deformable portion, and the second connecting portion 43 can form a double-layer triangular structure. That is, a double-path triangular structure is formed in a small offset collision to apply a lateral impact force to the crash box 20 and the first longitudinal beam 30 and the second longitudinal beam 60, thereby generating lateral acceleration and sideslip, effectively increasing the sideslip speed of the vehicle body structure 100 and the vehicle 1000, thereby effectively improving the efficiency of absorbing the energy generated by the collision, and further effectively reducing the risk of injury to the occupants.

[0109] 2 and 3 , in some embodiments, the energy absorbing box 20 includes an energy absorbing connecting portion 21 , and the energy absorbing connecting portion 21 is used to withstand the impact of the collision member 40 .

[0110] Among them, the energy-absorbing connection part 21 is used to withstand the impact of the collision part 40, so that in the event of a collision, the collision part 40 can hit the energy-absorbing connection part 21. The energy-absorbing connection part 21 withstands the impact and supports the collision part 40, which can effectively form side sliding and reduce the probability of the collision part 40 sliding on the energy absorption box 20 or the first longitudinal beam 30 and the second longitudinal beam 60 and affecting the side sliding speed.

[0111] Alternatively, the energy-absorbing connection portion 21 may be a protrusion integrally formed on the energy-absorbing box 20; or, the energy-absorbing connection portion 21 may be an external structure fixed to the energy-absorbing box 20, such as an end plate, block, bracket, etc. The energy-absorbing connection portion 21 may be provided on the body of the energy-absorbing box 20, or at the end of the energy-absorbing box 20 facing the first longitudinal beam 30 and the second longitudinal beam 60.

[0112] Please refer to Figures 2 and 3. In some embodiments, the energy absorption box 20 also includes a first box body 22 and a second box body 23, and the energy absorption connection part 21 is connected to the first box body 22 and the second box body 23; the first box body 22 is connected to the first anti-collision beam 10, the first longitudinal beam 30 is connected to the energy absorption connection part 21, and the first box body 22 is located between the first longitudinal beam 30 and the first anti-collision beam 10; the second box body 23 is connected to the second anti-collision beam 50, the second longitudinal beam 60 is connected to the energy absorption connection part 21, and the second box body 23 is located between the second longitudinal beam 60 and the second anti-collision beam 50.

[0113] The first box body 22 is located between the first anti-collision beam 10 and the first longitudinal beam 30, and is connected to the first longitudinal beam 30 and the first anti-collision beam 10 respectively. The first box body 22 is used to absorb the energy generated by the impact when the first anti-collision beam 10 is hit, thereby protecting the first longitudinal beam 30. The first box body 22 can be fixedly connected to the first anti-collision beam 10 by welding, screwing, clamping, etc.

[0114] The second box body 23 is located between the second anti-collision beam 50 and the second longitudinal beam 60, and the second box body 23 is respectively connected to the second longitudinal beam 60 and the second anti-collision beam 50. The second box body 23 is used to absorb the energy generated by the impact when the second anti-collision beam 50 is hit, so as to protect the second longitudinal beam 60.

[0115] The energy-absorbing connection portion 21 is connected to the first box body 22 and the second box body 23. Optionally, the energy-absorbing connection portion 21 can be connected to the body of the first box body 22 and the body of the second box body 23; or, the energy-absorbing connection portion 21 can be connected to the end of the first box body 22 and the end of the second box body 23. For example, in some specific embodiments, the energy-absorbing connection portion 21 is respectively connected to the end of the first box body 22 facing the first longitudinal beam 30 and the end of the second box body 23 facing the second longitudinal beam 60; the first longitudinal beam 30 and the second longitudinal beam 60 can be connected to the energy-absorbing portion, or the first longitudinal beam 30 and the second longitudinal beam 60 can be connected to the energy-absorbing connection portion 21 via a connecting structure.

[0116] In this arrangement, the first box body 22 is located between the first longitudinal beam 30 and the first anti-collision beam 10, and the first box body 22 can absorb the energy generated by the collision of the first anti-collision beam 10. The second box body 23 is located between the second longitudinal beam 60 and the second anti-collision beam 50, and the second box body 23 can absorb the energy generated by the collision of the second anti-collision beam 50. At the same time, the energy-absorbing connection part 21 is connected to the first box body 22 and the second box body 23. When the energy-absorbing connection part 21 is hit, the impact force generated by the collision can be transmitted to the first box body 22 and the second box body 23, so that the vehicle 1000 will skid to offset the energy generated by the collision, thereby reducing the damage to the occupants.

[0117] 2 to 5 , in some embodiments, the first longitudinal beam 30 is connected to a first beam connection portion 31 , and the energy absorbing connection portion 21 and the first beam connection portion 31 are connected; the energy absorbing connection portion 21 and the first beam connection portion 31 are used to jointly withstand the impact of the collision member 40 .

[0118] The first beam connection portion 31 is used to connect to the energy absorbing connection portion 21, thereby connecting the first longitudinal beam 30 and the first box body 22. The first beam connection portion 31 may be, but is not limited to, a connection plate, a connection block, a connection column, or other structures. The first beam connection portion 31 may be integrally formed at the end of the first longitudinal beam 30 facing the first energy absorbing box 20. Alternatively, the first connection portion 42 may be fixed to the end of the first longitudinal beam 30 facing the first energy absorbing box 20 by welding, screwing, or other means.

[0119] The first beam connection portion 31 and the energy absorbing connection portion 21 can be connected by welding, screwing, etc. For example, in some specific embodiments, the energy absorbing connection portion 21 is an end plate structure fixedly connected to the first energy absorbing box 20 and the second energy absorbing box 20, and the first beam connection portion 31 is an end plate structure fixedly connected to the end of the first longitudinal beam 30. The first beam connection portion 31 and the energy absorbing connection portion 21 are in surface contact with each other and are fixedly connected using fasteners (such as bolts, screws, etc.) so that the first longitudinal beam 30 and the first box body 22 are arranged relative to each other.

[0120] It can be understood that when a collision occurs, especially in the case of a small offset collision, the collision member 40 can hit the energy absorbing connection part 21. Since the energy absorbing connection part 21 is connected to the first beam connection part 31, the structural strength of the energy absorbing connection part 21 is improved, that is, the probability of the collision member 40 causing damage to the energy absorbing connection part 21 is lower, so that the vehicle body structure 100 can more smoothly form a side slide to reduce the damage caused to the occupants by the collision.

[0121] In this arrangement, the first longitudinal beam 30 can be connected to the energy-absorbing connection part 21 through the first beam connection part 31, so that the structural strength between the first beam connection part 31 and the energy-absorbing connection part 21 can be improved. When the collision part 40 collides, the first beam connection part 31 and the energy-absorbing connection part 21 can withstand the impact together, so that the risk of deformation, breakage, etc. of the first beam connection part 31 and the energy-absorbing connection part 21 is low, and the vehicle 1000 can smoothly form a side slide to offset the energy generated by the collision, thereby reducing the damage to the occupants caused by the collision.

[0122] 2 to 5 , in some embodiments, the second longitudinal beam 60 is connected to a second beam connection portion 61 , which is connected to the energy absorbing connection portion 21 . The energy absorbing connection portion 21 and the second beam connection portion 61 are used to jointly withstand the impact of the collision member 40 .

[0123] The second beam connection portion 61 is used to connect to the energy absorbing connection portion 21, thereby connecting the second longitudinal beam 60 to the second box body 23. The second beam connection portion 61 may be, but is not limited to, a connection plate, a connection block, a connection column, or other structures. The second beam connection portion 61 may be integrally formed at the end of the second longitudinal beam 60 facing the second energy absorbing box 20. Alternatively, the second connection portion 43 may be fixed to the end of the second longitudinal beam 60 facing the second energy absorbing box 20 by welding, screwing, or other means.

[0124] The second beam connection portion 61 and the energy absorbing connection portion 21 can be connected by welding, screwing, etc. For example, in some specific embodiments, the energy absorbing connection portion 21 is an end plate structure fixedly connected to the first energy absorbing box 20 and the second energy absorbing box 20, and the second beam connection portion 61 is an end plate structure fixedly connected to the end of the second longitudinal beam 60. The second beam connection portion 61 and the energy absorbing connection portion 21 are in surface contact with each other and are fixedly connected using fasteners (such as bolts, screws, etc.), so that the second longitudinal beam 60 and the second box body 23 are arranged relative to each other.

[0125] It can be understood that when a collision occurs, especially in the case of a small offset collision, the collision member 40 can hit the energy absorbing connection part 21. Since the energy absorbing connection part 21 is connected to the second beam connection part 61, the structural strength of the energy absorbing connection part 21 is improved, that is, the probability of the collision member 40 causing damage to the energy absorbing connection part 21 is lower, so that the vehicle body structure 100 can more smoothly form a side slide to reduce the damage caused to the occupants by the collision.

[0126] In this way, the second longitudinal beam 60 can be connected to the energy-absorbing connection part 21 through the second beam connection part 61, so that the structural strength between the second beam connection part 61 and the energy-absorbing connection part 21 can be improved. When the collision part 40 collides, the second beam connection part 61 and the energy-absorbing connection part 21 can withstand the impact together, so that the risk of deformation, breakage, etc. of the second beam connection part 61 and the energy-absorbing connection part 21 is low, and the vehicle 1000 can smoothly form a side slide to offset the energy generated by the collision, thereby reducing the damage to the occupants caused by the collision.

[0127] In some embodiments, the first beam connection portion 31 and the second beam connection portion 61 are connected to form an integral body.

[0128] In this embodiment, the first beam connection part 31 and the second beam connection part 61 are connected to form an integral body; for example, in some specific implementation methods, the first beam connection part 31 and the second beam connection part 61 are both plate structures, and the first beam connection part 31 and the second beam connection part 61 together form an integral end plate structure. At the same time, the energy absorbing connection part 21 can also be an end plate structure, thereby, the energy absorbing connection part 21 can be in surface contact with the integrated first connection part 42 and the second connection part 43, and fixedly connected by fasteners (such as bolts, screws, etc.).

[0129] In this arrangement, the first beam connection portion 31 and the second beam connection portion 61 are connected to form a whole. When the first beam connection portion 31 and the second beam connection portion 61 are connected to the energy absorbing connection portion 21, the structural reinforcement effect of the energy absorbing connection portion 21 is better. When impacted, the collision member 40 is less likely to damage the energy absorbing connection portion 21, so that the vehicle 1000 can smoothly slide sideways to absorb the energy generated by the collision.

[0130] 1 and 2 , in some embodiments, the vehicle body structure 100 further includes a reinforcement member 70 , and the reinforcement member 70 is connected to the first beam connection portion 31 .

[0131] Among them, the reinforcement 70 can be an external structural member arranged on the first longitudinal beam 30 by welding, screwing, etc., for example, a reinforcement block is fixed to the first longitudinal beam 30 by bolts, and the reinforcement block is connected to the first beam connection part 31 to realize the reinforcement structure; or, the reinforcement 70 can be a structural member of the vehicle body structure 100 itself. For example, the beam structure, rod structure, block structure, etc. of the vehicle body structure 100 itself can be connected to the first beam connection part 31, for example, as shown in Figure 2, the reinforcement 70 is used to fix the shock absorbing structure of the vehicle body structure 100, and the reinforcement 70 is connected to the first beam connection part 31 to realize structural reinforcement of the first beam connection part 31 and the connected energy absorption connection part 21.

[0132] In this configuration, the first beam connection portion 31 is structurally reinforced by the reinforcement member 70. When impacted, the collision member 40 is less likely to damage the energy-absorbing connection portion 21 and the first beam connection portion 31, so that the vehicle 1000 can smoothly slide sideways to absorb the energy generated by the collision.

[0133] 2 to 5 , in some embodiments, the reinforcement member 70 is further connected to an end of the first longitudinal beam 30 that is away from the first anti-collision beam 10 .

[0134] It can be understood that one end of the reinforcement 70 is connected to the first beam connection portion 31, and the other end of the reinforcement 70 is connected to the end of the first longitudinal beam 30 that is away from the first anti-collision beam 10, that is, the reinforcement 70 is not connected to the body of the first longitudinal beam 30, which can reduce the impact on the crush energy absorption of the first longitudinal beam 30, thereby reducing the risk of injury to the occupants.

[0135] 2 and 3 , in some embodiments, the vehicle body structure 100 further includes a torsion box 32 . The torsion box 32 is disposed at an end of the first longitudinal beam 30 away from the first anti-collision beam 10 , and the reinforcement 70 is connected to the torsion box 32 .

[0136] The torque box 32 is used to reduce the probability of discontinuous force transmission between different beam structures. The torque box 32 can be bolted to the end of the first longitudinal beam 30 facing away from the first anti-collision beam 10, and the reinforcement 70 is then fixed to the torque box 32 by bolting.

[0137] In this way, a torsion box 32 is provided at one end of the first longitudinal beam 30 that is away from the first anti-collision beam 10, and is connected to the reinforcement 70 through the torsion box 32, thereby achieving relative fixation between the reinforcement 70 and the first longitudinal beam 30 and ensuring the stability of force transmission between the two, thereby optimizing the support effect of the reinforcement 70 on the first beam connection part 31.

[0138] 2 , 3 and 5 , opposite ends of the second anti-collision beam 50 in the first direction A are connected to second longitudinal beams 60 ; the vehicle body structure 100 further includes a second cross beam 80 connected between the two second longitudinal beams 60 .

[0139] The second cross beam 80 is used to connect the two second longitudinal beams 60. The second cross beam 80 can improve the stability between the two second longitudinal beams 60. At the same time, the second cross beam 80 can also be used to transfer force between the two second longitudinal beams 60. That is, the second longitudinal beam 60 on the side where the collision occurs can transfer force to the second longitudinal beam 60 on the side where the collision does not occur through the second cross beam 80 to achieve force sharing. The probability of deformation of the second longitudinal beam 60 causing harm to the internal occupants is lower.

[0140] It can be understood that the length direction of the second cross beam 80 is approximately perpendicular to the length direction of the second longitudinal beam 60; for example, in some embodiments, the length direction of the second longitudinal beam 60 is arranged along the travel direction of the vehicle 1000, that is, the length direction of the second longitudinal beam 60 is approximately the same as the length direction of the vehicle body, and the length direction of the second cross beam 80 is arranged perpendicular to the travel direction of the vehicle 1000, that is, the length direction of the second cross beam 80 is approximately the same as the width direction of the vehicle body.

[0141] The second cross beam 80 and the second longitudinal beam 60 may be fixed to each other by bolt connection.

[0142] With such a configuration, the two second longitudinal beams 60 are connected by the second cross beam 80. When a collision occurs, the collision force can be transmitted from the side where the collision occurs to the other side where no collision occurs through the second cross beam 80, thereby enabling the vehicle 1000 to generate a large and continuous lateral collision acceleration, effectively increasing the sideslip speed of the vehicle 1000, and further effectively improving the absorption effect of the energy generated by the collision, which can achieve the purpose of reducing the probability of injury to the occupants.

[0143] 2 , 3 and 5 , in some embodiments, the second cross beam 80 passes through the second longitudinal beam 60 and is disposed on a side of the second beam connection portion 61 away from the second anti-collision beam 50 , and the second cross beam 80 is used to support the second beam connection portion 61 .

[0144] After the second crossbeam 80 is inserted through the second longitudinal beam 60, the second crossbeam 80 can be positioned against the side of the second beam connection portion 61 facing away from the second anti-collision beam 50; alternatively, after the second crossbeam 80 is inserted through the second longitudinal beam 60, a gap can be formed between the second crossbeam 80 and the side of the second beam connection portion 61 facing away from the second anti-collision beam 50. When the collision member 40 strikes the energy-absorbing connection portion 21, if the energy-absorbing connection portion 21 and the connected second beam connection portion 61 tend to deform, the second crossbeam 80 can support the second beam connection portion 61, preventing the energy-absorbing connection portion 21 and the second beam connection portion 61 from further deformation, thereby ensuring that the collision member 40 successfully strikes the energy-absorbing connection portion 21, thereby generating lateral acceleration and successfully forming a sideslip.

[0145] With such a configuration, the second cross beam 80 can pass through the second longitudinal beam 60 and be used to support the second beam connection portion 61. When impacted, the collision member 40 is less likely to cause bending and deformation of the energy-absorbing connection portion 21 and the second beam connection portion 61, so that the vehicle 1000 can smoothly slide sideways to absorb the energy generated by the collision.

[0146] 2 to 4 , in some embodiments, the first anti-collision beam 10 is connected to first longitudinal beams 30 at both opposite ends in the first direction A; the vehicle body structure 100 further includes a first cross beam 90 , which is respectively connected between the two first longitudinal beams 30 .

[0147] The first cross beam 90 is used to connect the two first longitudinal beams 30. The first cross beam 90 can improve the stability between the two first longitudinal beams 30. At the same time, the first cross beam 90 can also be used to transfer force between the two first longitudinal beams 30. That is, the first longitudinal beam 30 on the side where the collision occurs can transfer force to the first longitudinal beam 30 on the side where the collision does not occur through the first cross beam 90 to achieve force distribution. The probability of deformation of the first longitudinal beam 30 causing harm to the internal occupants is lower.

[0148] It can be understood that the length direction of the first cross beam 90 is approximately perpendicular to the length direction of the first longitudinal beam 30; for example, in some embodiments, the length direction of the first longitudinal beam 30 is arranged along the travel direction of the vehicle 1000, that is, the length direction of the first longitudinal beam 30 is approximately the same as the length direction of the vehicle body, and the length direction of the first cross beam 90 is arranged perpendicular to the travel direction of the vehicle 1000, that is, the length direction of the first cross beam 90 is approximately the same as the width direction of the vehicle body.

[0149] The first transverse beam 90 and the first longitudinal beam 30 may be fixed to each other by bolt connection.

[0150] With such a configuration, the two first longitudinal beams 30 are connected by the first cross beam 90. When a collision occurs, the collision force can be transmitted from the side where the collision occurs to the other side where no collision occurs through the first cross beam 90, thereby enabling the vehicle 1000 to generate a large and continuous lateral collision acceleration, effectively increasing the sideslip speed of the vehicle 1000, and further effectively improving the absorption effect of the energy generated by the collision, which can achieve the purpose of reducing the probability of injury to the occupants.

[0151] 2 and 3 , in some embodiments, the collision body 41 is cylindrical, and the side surface of the collision body 41 is used to impact the energy absorption box 20 and / or to impact the first longitudinal beam 30 and the second longitudinal beam 60 .

[0152] The side of the collision body 41 can hit the energy absorption box 20, for example, hit the first box body 22 and the second box body 23 of the energy absorption box 20; or, the side of the collision body 41 can hit the first longitudinal beam 30 and the second longitudinal beam 60; or, the side of the collision body 41 can also hit the connection between the energy absorption box 20 and the first longitudinal beam 30 and the second longitudinal beam 60, for example, hit the energy absorption connection part 21.

[0153] With such arrangement, when a collision occurs, the side of the collision body 41 collides with the energy absorption box 20, the first longitudinal beam 30, the second longitudinal beam 60 or the energy absorption connection part 21. The side of the collision body 41 is an arc surface, so when a collision occurs, there is surface-to-surface contact, which can effectively avoid damage to the energy absorption box 20, the first longitudinal beam 30, the second longitudinal beam 60 or the energy absorption connection part 21 caused by point-to-surface contact, thereby reducing the probability of injury to the occupants.

[0154] 2 and 3 , in some embodiments, the first connection portion 42 and the second connection portion 43 are both straight beam structures, with opposite ends of the first connection portion 42 respectively connected to the first deformation segment 11 and the collision body 41 , and opposite ends of the second connection portion 43 respectively connected to the second deformation segment 51 and the collision body 41 .

[0155] It can be understood that the first connecting part 42 and the second connecting part 43 are both straight beam structures. In the event of a collision, the straight beam structure can drive the collision body 41 to directly collide with the energy absorption box 20, the first longitudinal beam 30, the second longitudinal beam 60 or the energy absorption connecting part 21. The straight beam structure has no bent or curved parts, that is, the angle between the impact force generated by the collision and the straight beam structure is small or zero. The straight beam structure will not form a corner that deviates significantly from the direction of the impact force. Therefore, the probability of deformation or fracture is low, so that the vehicle 1000 can smoothly slide to absorb the energy generated by the collision.

[0156] 2 to 5 , in some embodiments, the length of the energy absorbing box 20 is X, and the length of the first connecting portion 42 is Y, wherein 0.2X≤Y≤X.

[0157] It can be understood that in this embodiment, the length of the energy absorption box 20 refers to the length between the point where the energy absorption box 20 is connected to the first anti-collision beam 10 and the point where the energy absorption box 20 is connected to the first longitudinal beam 30; for example, when the energy absorption box 20 includes an energy absorption connection portion 21 and a first box body 22, the length of the energy absorption box 20 refers to the length from one end of the first box body 22 connected to the energy absorption connection portion 21 to one end of the first box body 22 connected to the first anti-collision beam 10.

[0158] It is understandable that the length Y of the first connecting portion 42 can be any value between 0.2 times and 1 times the length of the energy absorbing box 20, for example, it can be 0.2X, 0.3X, 0.5X, 0.6X, 0.8X, 0.9X or X, etc.

[0159] In this way, the length of the first connecting portion 42 is set to between 0.2 times and 1 times the length of the energy absorption box 20, so that the first connecting portion 42 can drive the collision body 41 to successfully collide with the energy absorption box 20 and / or the first longitudinal beam 30, the second longitudinal beam 60, reducing the probability that the collision body 41 will have difficulty in colliding with the energy absorption box 20 and / or the first longitudinal beam 30, the second longitudinal beam 60 due to the first connecting portion 42 being too long or too short.

[0160] 2 to 5 , in some embodiments, the length Y of the first connection portion 42 is 0.3X≤Y≤0.7X.

[0161] It can be understood that setting the length of the first connecting portion 42 to between 0.3 times and 0.7 times the length of the energy absorption box 20 can further increase the probability that the first connecting portion 42 drives the collision body 41 to successfully collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60.

[0162] 2 to 5 , in some embodiments, an angle θ is formed between the length direction of the first connection portion 42 and the first direction A, wherein 45°≤θ≤85°.

[0163] It can be understood that, based on the straight beam structure, the length direction of the first connecting portion 42 is the direction in which the collision body 41 extends outward relative to the first deformation section 11 .

[0164] The angle θ between the length direction of the first connection portion 42 and the first direction A can be any value greater than or equal to 45° and less than or equal to 85°, for example, 45°, 50°, 55°, 60°, 70°, 85°, etc.

[0165] In this way, the angle between the length direction of the first connecting part 42 and the first direction A is set to be greater than or equal to 45° and less than or equal to 85°, so that when a collision occurs, when the first deformation section 11 drives the first connecting part 42 to move, the first connecting part 42 can drive the collision body 41 to collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60, so that the vehicle 1000 can smoothly slide sideways to absorb the energy generated by the collision.

[0166] 2 to 5 , in some embodiments, an angle θ between the length direction of the first connection portion 42 and the first direction A is 50°≤θ≤70°.

[0167] In this way, the angle θ between the length direction of the first connecting portion 42 and the first direction A is set to be greater than or equal to 50° and less than or equal to 70°, which can further increase the probability that when the first deformation section 11 drives the first connecting portion 42 to move, the first connecting portion 42 drives the collision body 41 to collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60.

[0168] It should be understood that the length Y of the first connection portion 42 can be limited to 0.2X≤Y≤X, and the angle θ between the length direction of the first connection portion 42 and the first direction A can be limited to 45°≤θ≤85°, so that the first connection portion 42 can drive the collision body 41 to collide with the energy absorbing connection portion 21, and the first connection portion 42 and the bent first deformation section 11 can form a stable structure that is roughly triangular, so as to facilitate the transmission of impact force to the energy absorbing connection portion 21 through the first connection portion 42 and the collision body 41, so that the body structure 100 forms a lateral acceleration and causes the vehicle 1000 to skid.

[0169] 2 to 5 , in some embodiments, the length of the energy absorbing box 20 is X, and the length of the second connecting portion 43 is Z, wherein 0.2X≤Z≤X.

[0170] It can be understood that in this embodiment, the length of the energy absorption box 20 refers to the length between the point where the energy absorption box 20 is connected to the second anti-collision beam 50 and the point where the energy absorption box 20 is connected to the second longitudinal beam 60; for example, when the energy absorption box 20 includes an energy absorption connection portion 21 and a second box body 23, the length of the energy absorption box 20 refers to the length from one end of the second box body 23 connected to the energy absorption connection portion 21 to one end of the second box body 23 connected to the second anti-collision beam 50.

[0171] It is understandable that the length Z of the second connecting portion 43 can be any value between 0.2 times and 1 times the length of the energy absorbing box 20, for example, it can be 0.2X, 0.3X, 0.5X, 0.6X, 0.8X, 0.9X or X, etc.

[0172] In this way, the length of the second connecting portion 43 is set to between 0.2 times and 1 times the length of the energy absorption box 20, so that the second connecting portion 43 can drive the collision body 41 to successfully collide with the energy absorption box 20 and / or the first longitudinal beam 30, the second longitudinal beam 60, reducing the probability that the collision body 41 will have difficulty in colliding with the energy absorption box 20 and / or the first longitudinal beam 30, the second longitudinal beam 60 due to the second connecting portion 43 being too long or too short.

[0173] 2 to 5 , in some embodiments, the length of the second connection portion 43 is Z, wherein 0.3X≤Z≤0.7X.

[0174] In this way, the length of the second connecting portion 43 is set to between 0.3 times and 0.7 times the length of the energy absorption box 20, which can further increase the probability that the second connecting portion 43 drives the collision body 51 to successfully collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60.

[0175] 2 to 5 , in some embodiments, an angle β is formed between the length direction of the second connection portion 43 and the first direction A, wherein 45°≤β≤85°.

[0176] It can be understood that, based on the straight beam structure, the length direction of the second connecting portion 43 is the direction in which the collision body 41 extends outward relative to the second deformation section 51 .

[0177] The angle between the length direction of the second connection portion 43 and the first direction A can be any value greater than or equal to 45° and less than or equal to 85°, for example, it can be 45°, 50°, 55°, 60°, 70°, 85°, etc.

[0178] In this way, the angle β between the length direction of the second connecting portion 43 and the first direction A is set to be greater than or equal to 45° and less than or equal to 85°, so that when a collision occurs, when the second deformation section 51 drives the second connecting portion 43 to move, the second connecting portion 43 can drive the collision body 41 to collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60, so that the vehicle 1000 can smoothly slide sideways to absorb the energy generated by the collision.

[0179] 2 to 5 , in some embodiments, the included angle β between the length direction of the second connection portion 43 and the first direction A is 50°≤β≤70°.

[0180] In this way, the angle β between the length direction of the second connecting portion 43 and the first direction A is set to be greater than or equal to 50° and less than or equal to 70°, and the probability that the second connecting portion 43 drives the collision body 41 to collide with the energy absorption box 20 and / or the first longitudinal beam 30 and the second longitudinal beam 60 can be further improved.

[0181] It should be understood that the length Z of the second connection portion 43 can be limited to 0.2Z≤Y≤Z, and the angle θ between the length direction of the second connection portion 43 and the first direction A can be limited to 45°≤θ≤85°, so that the second connection portion 43 can drive the collision body 41 to collide with the energy absorbing connection portion 21, and the second connection portion 43 and the bent second deformation section 51 can form a stable structure that is roughly triangular, so as to facilitate the transmission of impact force to the energy absorbing connection portion 21 through the second connection portion 43 and the collision body 41, so that the body structure 100 forms a lateral acceleration and causes the vehicle 1000 to skid.

[0182] For example, in some specific embodiments, the vehicle body structure 100 includes a first anti-collision beam 10, a second anti-collision beam 50, an energy absorption box 20, a first longitudinal beam 30, a second longitudinal beam 60 and a collision member 40; the first anti-collision beam 10 and the second anti-collision beam 50 are both arranged at the head of the vehicle body structure 100, and in the height direction during the travel process, the first anti-collision beam 10 and the second anti-collision beam 50 are respectively arranged at different heights and are roughly flush in the direction of travel.

[0183] The energy absorption box 20 includes a first box body 22, a second box body 23 and an energy absorption connection part 21. One end of the first box body 22 is fixedly connected to the first anti-collision beam 10, one end of the second box body 23 is fixedly connected to the second anti-collision beam 50, and the energy absorption connection part 21 is respectively connected to the other end of the first box body 22 and the other end of the second box body 23, and the energy absorption connection part 21 is an end plate structure.

[0184] The first longitudinal beam 30 is fixedly connected with a first beam connection portion 31, and the second longitudinal beam 60 is fixedly connected with a second beam connection portion 61. Both the first beam connection portion 31 and the second beam connection portion 61 are end plate structures. The first beam connection portion 31 and the second beam connection portion 61 are respectively abutted against the energy absorbing connection portion 21 in a surface-to-surface contact manner, and then the first beam connection portion 31 and the energy absorbing connection portion 21 are fixed with bolts, and at the same time, the energy absorbing connection portion 21 and the second beam connection portion 61 are fixed, so that the first beam connection portion 31 corresponds to the first box body 22, and the second beam connection portion 61 corresponds to the second box body 23.

[0185] The collision member 40 includes a cylindrical collision body 41, and a first connecting portion 42 and a second connecting portion 43 in a straight beam structure. The first connecting portion 42 and the second connecting portion 43 are respectively arranged at the height positions of the collision body 41 corresponding to the first anti-collision beam 10 and the second anti-collision beam 50; the first connecting portion 42 is fixedly connected to the first deformation section 11, and the second connecting portion 43 is fixedly connected to the second deformation section 51.

[0186] When an offset collision occurs, especially a small offset collision, the obstacle will collide with the first deformable segment 11 and the second deformable segment 51, causing the first deformable segment 11 and the second deformable segment 51 to deform and bend, further causing the first connecting portion 42 and the second connecting portion 43 to drive the collision body 41 to collide with the energy-absorbing connecting portion 21, so that the impact force generated by the collision forms a lateral acceleration through the collision of the collision body 41 on the energy-absorbing connecting portion 21, so that the vehicle body structure 100 slides laterally as a whole, thereby absorbing the energy generated by the collision, which can effectively reduce the damage to the occupants inside the vehicle body structure 100.

[0187] In a second aspect, an embodiment of the present application provides a vehicle 1000 , comprising the vehicle body structure 100 as described above.

[0188] The vehicle 1000 provided in the embodiment of the present application includes the above-mentioned body structure 100. On the basis that the above-mentioned body structure 100 can generate lateral acceleration and form sideslip in the event of a collision, the vehicle 1000 can also generate lateral acceleration and form sideslip in the event of a collision to absorb the energy generated by the collision, thereby effectively reducing the damage caused to the occupants by the collision.

[0189] The above are only preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle body structure, characterized in that: include: A first anti-collision beam, wherein a first deformation section is formed at the end of the first anti-collision beam in the first direction; An energy absorption box, the energy absorption box being connected to the first anti-collision beam; a first longitudinal beam connected to the energy absorption box; as well as A collision member connected to the first deformation section; The first deformation section can be deformed when impacted, so as to drive the collision member to impact the energy absorption box and / or the first longitudinal beam.

2. The vehicle body structure according to claim 1, characterized in that: Also includes: A second anti-collision beam, wherein the second anti-collision beam is connected to the first anti-collision beam, and the energy absorption box is connected to the second anti-collision beam; as well as A second longitudinal beam is connected to the energy absorption box.

3. The vehicle body structure according to claim 2, characterized in that: A second deformation section is formed at the end of the second anti-collision beam in the first direction, and the collision member is connected to the second deformation section; The second deformation section can be deformed when impacted, so that the collision member impacts the energy absorption box and / or the first longitudinal beam and the second longitudinal beam.

4. The vehicle body structure according to claim 2, characterized in that: The vehicle body structure further includes an impact member, a second deformation section is formed at the end of the second anti-collision beam in the first direction, and the impact member is connected to the second deformation section; The second deformation section can be deformed when impacted, so that the impact member impacts the energy absorption box and / or the second longitudinal beam.

5. The vehicle body structure according to claim 3, characterized in that: The collision member includes a collision body, a first connecting portion and a second connecting portion, wherein the first connecting portion and the second connecting portion are both connected to the collision body, the first connecting portion is connected to the first deformation section, and the second connecting portion is connected to the second deformation section.

6. The vehicle body structure according to claim 3 or 5, characterized in that: The energy absorbing box comprises an energy absorbing connecting portion, and the energy absorbing connecting portion is used to withstand the impact of the collision member.

7. The vehicle body structure according to claim 6, characterized in that: The energy absorption box further comprises a first box body and a second box body, and the energy absorption connection portion is connected to the first box body and the second box body; The first box body is connected to the first anti-collision beam, the first longitudinal beam is connected to the energy absorbing connection portion, and the first box body is located between the first longitudinal beam and the first anti-collision beam; The second box body is connected to the second anti-collision beam, the second longitudinal beam is connected to the energy absorbing connecting portion, and the second box body is located between the second longitudinal beam and the second anti-collision beam.

8. The vehicle body structure according to claim 7, characterized in that: The first longitudinal beam is connected with a first beam connecting portion, and the energy absorbing connecting portion is connected to the first beam connecting portion; the energy absorbing connecting portion and the first beam connecting portion are used to jointly withstand the impact of the collision component.

9. The vehicle body structure according to claim 8, characterized in that: The second longitudinal beam is connected with a second beam connecting portion, the second beam connecting portion is connected to the energy absorbing connecting portion, and the energy absorbing connecting portion and the second beam connecting portion are used to jointly withstand the impact of the collision component.

10. The vehicle body structure according to claim 9, characterized in that: The first beam connecting portion and the second beam connecting portion are connected to form an integral body.

11. The vehicle body structure according to any one of claims 8 to 10, characterized in that: The vehicle body structure further includes a reinforcement member connected to the first beam connection portion.

12. The vehicle body structure according to claim 11, characterized in that: The reinforcement is also connected to an end of the first longitudinal beam that is away from the first anti-collision beam.

13. The vehicle body structure according to claim 12, characterized in that: The vehicle body structure further includes a torsion box, which is arranged at an end of the first longitudinal beam away from the first anti-collision beam, and the reinforcement is connected to the torsion box.

14. The vehicle body structure according to claim 9 or 10, characterized in that: The second longitudinal beams are connected to opposite ends of the second anti-collision beam in the first direction; the vehicle body structure further includes a second cross beam connected between two of the second longitudinal beams.

15. The vehicle body structure according to claim 14, characterized in that: The second cross beam passes through the second longitudinal beam and is arranged on a side of the second beam connecting portion away from the second anti-collision beam, and the second cross beam is used to support the second beam connecting portion.

16. The vehicle body structure according to any one of claims 1 to 15, characterized in that: The first longitudinal beams are connected to opposite ends of the first anti-collision beam in the first direction; the vehicle body structure further includes a first cross beam, and the first cross beams are respectively connected between two of the first longitudinal beams.

17. The vehicle body structure according to claim 5, characterized in that: The collision body is cylindrical, and the side surface of the collision body is used to impact the energy absorption box and / or to impact the first longitudinal beam and the second longitudinal beam.

18. The vehicle body structure according to claim 5 or 17, characterized in that: The first connection part and the second connection part are both straight beam structures, the opposite ends of the first connection part are respectively connected to the first deformation section and the collision body, and the opposite ends of the second connection part are respectively connected to the second deformation section and the collision body.

19. The vehicle body structure according to claim 18, characterized in that: The length of the energy absorption box is X, and the length of the first connecting portion is Y, wherein 0.2X≤Y≤X.

20. The vehicle body structure according to claim 18, characterized in that: The length Y of the first connecting portion is 0.3X≤Y≤0.7X.

21. The vehicle body structure according to any one of claims 18 to 20, characterized in that: An angle between the length direction of the first connecting portion and the first direction is θ, wherein 45°≤θ≤85°.

22. The vehicle body structure according to claim 21, characterized in that: An angle θ between the length direction of the first connecting portion and the first direction is 50°≤θ≤70°.

23. The vehicle body structure according to any one of claims 18 to 22, characterized in that: The length of the energy absorption box is X, and the length of the second connecting portion is Z, wherein 0.2X≤Z≤X.

24. The vehicle body structure according to claim 23, characterized in that: The length Z of the second connecting portion is 0.3X≤Z≤0.7X.

25. The vehicle body structure according to any one of claims 18 to 24, characterized in that: An angle between the length direction of the second connecting portion and the first direction is β, wherein 45°≤β≤85°.

26. The vehicle body structure according to claim 25, characterized in that: An included angle β between the length direction of the second connecting portion and the first direction is 50°≤β≤70°.

27. A vehicle, characterized in that: Comprising a vehicle body structure as claimed in any one of claims 1 to 26.

Images