Vehicle body assembly and vehicle

Abstract

A vehicle body assembly (100) and a vehicle, the vehicle body assembly comprising: a first side sill (110) and a second side sill (120), wherein the first side sill (110) and the second side sill (120) are spaced apart from each other in a width direction of the vehicle, and a battery pack is adapted to be mounted between the first side sill (110) and the second side sill (120). A first reinforcing plate (140) connects the first side sill (110) to a front body portion (130), a second reinforcing plate (150) connects the second side sill (120) to the front body portion (130), and a third reinforcing plate (170) and a fourth reinforcing plate (180) are arranged between the first reinforcing plate (140) and the second reinforcing plate (150), and respectively connect a central tunnel (160) to the front body portion (130).

Description

Vehicle body components and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311562430.8 and application date of November 21, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

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

[0004] In related technologies, the vehicle's cabin force transmission structure is mainly through the front anti-collision beam after the force is continuously transmitted backward through the longitudinal beams on both sides. When the force is transmitted to the rear of the longitudinal beam, the rear of the longitudinal beam will invade the installation cavity of the battery pack, causing serious damage to the battery pack and causing harm to the vehicle and passengers.

[0005] Application Contents

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

[0007] To this end, one purpose of the present application is to propose a vehicle body assembly that can effectively disperse and transmit collision forces to protect the battery pack and passenger safety.

[0008] The present application also provides a vehicle having the above-mentioned body assembly.

[0009] According to an embodiment of the present application, a body assembly of a vehicle includes: a first sill beam and a second sill beam, the first sill beam and the second sill beam are arranged at intervals in the width direction of the vehicle, and a battery pack is suitable for installing between the first sill beam and the second sill beam; a front part of the vehicle body, the front part of the vehicle body is arranged on the front side of the sill beam; a first reinforcing plate and a second reinforcing plate, the first reinforcing plate connects the first sill beam to the front part of the vehicle body, and the second reinforcing plate connects the second sill beam to the front part of the vehicle body; a middle channel, the middle channel is arranged between the first sill beam and the second sill beam; a third reinforcing plate and a fourth reinforcing plate, the third reinforcing plate and the fourth reinforcing plate are arranged between the first reinforcing plate and the second reinforcing plate, and respectively connect the middle channel to the front part of the vehicle body; wherein the structural strength of the first reinforcing plate is greater than that of the third reinforcing plate, and the structural strength of the second reinforcing plate is greater than that of the fourth reinforcing plate.

[0010] According to the body assembly of the vehicle in the embodiment of the present application, the body assembly has a first reinforcing plate, a second reinforcing plate, a third reinforcing plate and a fourth reinforcing plate. When the vehicle collides head-on or sideways, the first reinforcing plate and the second reinforcing plate can transfer the impact force generated by the collision to the first sill beam and the second sill beam, and the third reinforcing plate and the fourth reinforcing plate can transfer the impact force generated by the collision to the center channel. By changing the structural strength between different reinforcing plates, most of the collision force is transferred to the first sill beam and the second sill beam, thereby reducing the intrusion of the front of the vehicle body into the battery pack, realizing protection of the battery pack, and achieving maximum protection for passenger safety.

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

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

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

[0014] FIG2 is another schematic structural diagram of the vehicle body assembly in FIG1 ;

[0015] FIG3 is a schematic cross-sectional view of the first reinforcing plate and the first wheel housing connecting plate in FIG1 .

[0016] The figure marks in the specification are as follows: 100, body assembly; 110, first rocker beam; 120, second rocker beam; 130, front part of the body; 131, first wheel house connecting plate; 132, second wheel house connecting plate; 133, first longitudinal beam; 134, second longitudinal beam; 140, first reinforcement plate; 141, first section; 142, second section; 143, first energy absorption cavity; 150, second reinforcement plate; 151, third section; 152, fourth section; 160, center channel; 170, third reinforcement plate; 180, fourth reinforcement plate; 190, seat cross beam. DETAILED DESCRIPTION

[0017] The following describes in detail embodiments of the present application. Examples of the embodiments 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 only used to explain the present application and are not to be construed as limiting the present application.

[0018] The following describes a vehicle body assembly 100 according to an embodiment of the present application with reference to Figures 1 to 3. The body assembly 100 includes: a first sill beam 110, a second sill beam 120, a front body portion 130, a first reinforcing plate 140, a second reinforcing plate 150, a center channel 160, a third reinforcing plate 170, and a fourth reinforcing plate 180. The first sill beam 110 and the second sill beam 120 are arranged at intervals in the width direction of the vehicle. A battery pack is suitable for mounting between the first sill beam 110 and the second sill beam 120. The front body portion 130 is provided on the front side of the sill beam. The first reinforcing plate 140 is provided on the front side of the sill beam. 40 connects the first sill beam 110 to the front part 130 of the vehicle body, the second reinforcing plate 150 connects the second sill beam 120 to the front part 130 of the vehicle body, the middle channel 160 is arranged between the first sill beam 110 and the second sill beam 120, the third reinforcing plate 170 and the fourth reinforcing plate 180 are arranged between the first reinforcing plate 140 and the second reinforcing plate 150, and respectively connect the middle channel 160 to the front part 130 of the vehicle body, wherein the structural strength of the first reinforcing plate 140 is greater than that of the third reinforcing plate 170, and the structural strength of the second reinforcing plate 150 is greater than that of the fourth reinforcing plate 180.

[0019] At present, the vehicle's cabin force transmission structure mainly receives force through the front anti-collision beam, and then continuously transmits the force backward through the longitudinal beams on both sides. When the force is transmitted to the rear of the longitudinal beam, the rear of the longitudinal beam will invade the installation cavity of the battery pack, causing serious damage to the battery pack and causing harm to the vehicle and passengers.

[0020] As shown in Figures 1 and 2, specifically, the body assembly 100 includes a front body 130 and a sill beam. The front body 130 can be composed of structures such as longitudinal beams and wheel cover connecting plates. The sill beam can be arranged at the rear side of the front body 130, wherein the sill beam includes a first sill beam 110 and a second sill beam 120. The first sill beam 110 and the second sill beam 120 are arranged at intervals in the width direction of the vehicle. The first sill beam 110 and the second sill beam 120 bracket form an accommodating cavity, which can be used to accommodate a battery pack. The body assembly 100 and the first sill beam 110 and the first sill beam 120 are connected to each other. A first reinforcing plate 140 and a second reinforcing plate 150 are also provided at the connection between the two sill beams 120. The first reinforcing plate 140 can connect the first sill beam 110 with the front part 130 of the vehicle body, and the second reinforcing plate 150 can connect the second sill beam 120 with the front part 130 of the vehicle body. When the vehicle collides, the force generated by the collision can be transmitted from the front part 130 of the vehicle body to the first sill beam 110 and the second sill beam 120 through the first reinforcing plate 140 and the second reinforcing plate 150, thereby reducing the amount of intrusion of the front part 130 of the vehicle body into the accommodating cavity due to the collision, thereby ensuring the safety of the vehicle battery pack.

[0021] A central channel 160 is provided between the first sill beam 110 and the second sill beam 120. The central channel 160 extends in the longitudinal direction of the vehicle and can be connected to the front part 130 of the vehicle body. A third reinforcing plate 170 and a fourth reinforcing plate 180 are provided between the central channel 160 and the front part 130 of the vehicle body. The third reinforcing plate 170 and the fourth reinforcing plate 180 are located between the first reinforcing plate 140 and the second reinforcing plate 150, and the third reinforcing plate 170 and the fourth reinforcing plate 180 can connect the central channel 160 to the front part 130 of the vehicle body. When the vehicle collides, the force generated by the collision can be transmitted from the front part 130 of the vehicle body to the central channel 160 through the third reinforcing plate 170 and the fourth reinforcing plate 180.

[0022] Furthermore, the structural strength of the first reinforcing plate 140 is greater than that of the third reinforcing plate 170, and the structural strength of the second reinforcing plate 150 is greater than that of the fourth reinforcing plate 180. Therefore, when the vehicle collides, most of the force generated by the collision is transmitted to the first sill beam 110 and the second sill beam 120 through the first reinforcing plate 140 and the second reinforcing plate 150, and a small part of the force is transmitted to the central channel 160 through the third reinforcing plate 170 and the fourth reinforcing plate 180, thereby effectively improving the force transmission path, reducing the force on the battery pack during a collision and the intrusion of the front part of the vehicle body 130 into the battery pack, and protecting the battery pack.

[0023] In short, the body assembly 100 of the present application has a first reinforcing plate 140, a second reinforcing plate 150, a third reinforcing plate 170 and a fourth reinforcing plate 180. When the vehicle collides head-on or sideways, the first reinforcing plate 140 and the second reinforcing plate 150 can transfer the impact force generated by the collision to the first sill beam 110 and the second sill beam 120, and the third reinforcing plate 170 and the fourth reinforcing plate 180 can transfer the impact force generated by the collision to the central channel 160, and by changing the structural strength between different reinforcing plates, most of the collision force is transferred to the first sill beam 110 and the second sill beam 120, thereby reducing the intrusion of the front part of the vehicle body 130 into the battery pack, realizing protection of the battery pack, and achieving maximum protection for passenger safety.

[0024] In some embodiments of the present application, the first reinforcing plate 140 is larger than the third reinforcing plate 170, and the second reinforcing plate 150 is larger than the fourth reinforcing plate 180. This arrangement ensures that the first reinforcing plate 140 can transmit more collision force. When the collision force of the front vehicle body 130 is transmitted to the first and third reinforcing plates 140, 170, the first reinforcing plate 140 transmits more collision force than the third reinforcing plate 170. This ensures that the majority of the collision force is transmitted to the first and second sill beams 110, 120, while a smaller portion is transmitted to the central tunnel 160. This reduces the amount of intrusion of the front vehicle body 130 into the battery pack. In other embodiments, the first reinforcing plate 140 is thicker than the third reinforcing plate 170, and the second reinforcing plate 150 is thicker than the fourth reinforcing plate 180. The thickness can be the wall thickness of the reinforcing plates. By setting different wall thicknesses, the structural strength is adjusted, thereby changing the amount of collision force transmitted by the first and second reinforcing plates 140, 150.

[0025] As shown in Figures 1 and 2, in some embodiments of the present application, the first reinforcement plate 140 includes a first section 141 and a second section 142. The first section 141 and the second section 142 are fixedly connected or integrally formed. The first section 141 extends toward the front portion 130 of the vehicle body and is fixedly connected to the front portion 130. The second section 142 extends toward the first sill beam 110 and is fixedly connected to the first sill beam 110. In a specific embodiment, the first section 141 is welded to the front portion 130, and the second section 142 is welded to the first sill beam 110. This structure allows the collision force of the front portion 130 to be transmitted to the first sill beam 110 sequentially through the first section 141 and the second section 142.

[0026] The second reinforcement plate 150 includes a third section 151 and a fourth section 152. The third section 151 and the fourth section 152 are fixedly connected or integrally formed. The third section 151 extends toward the front portion 130 of the vehicle body and is fixedly connected thereto. The fourth section 152 extends toward the second sill beam 120 and is fixedly connected thereto. In a specific embodiment, the third section 151 is welded to the front portion 130, and the fourth section 152 is welded to the second sill beam 120. This structure allows the collision force of the front portion 130 to be transmitted to the second sill beam 120 sequentially through the third section 151 and the fourth section 152.

[0027] As shown in Figure 1, in some embodiments of the present application, the angle between the extension direction of the first segment 141 and the extension direction of the second segment 142 is α1, and the angle α1 can satisfy the following conditions: 130°≤α1≤150°, the angle between the extension direction of the third segment 151 and the extension direction of the fourth segment 152 is α2, and the angle α2 can satisfy the following conditions: 130°≤α2≤150°. In a specific embodiment, the angle α1 between the extension direction of the first segment 141 and the extension direction of the second segment 142 is preferably 140°, and the angle α2 between the extension direction of the third segment 151 and the extension direction of the fourth segment 152 is preferably 140°. By setting the angle between the extension direction of the first section 141 and the extension direction of the second section 142 and the angle between the extension direction of the third section 151 and the extension direction of the fourth section 152 within the above-mentioned ranges, it can be ensured that the collision force of the front part of the vehicle body 130 can be effectively transmitted to the first rocker beam 110, and the front part of the vehicle body 130 can be deformed toward the outside, thereby reducing the amount of intrusion of the front part of the vehicle body 130 into the battery pack.

[0028] As shown in Figures 1 and 2, in some embodiments of the present application, the front body 130 includes a first wheelhouse connecting plate 131, a second wheelhouse connecting plate 132, a first longitudinal beam 133, and a second longitudinal beam 134. The first wheelhouse connecting plate 131 and the second wheelhouse connecting plate 132 are respectively arranged on both sides in the vehicle width direction, wherein one end of the first wheelhouse connecting plate 131 is fixedly connected to the first door sill 110, the first reinforcing plate 140 is arranged on the first wheelhouse connecting plate 131 and fixed to the first wheelhouse connecting plate 131, one end of the second wheelhouse connecting plate 132 is fixedly connected to the second door sill 120, and the second reinforcing plate 150 is arranged on the second wheelhouse connecting plate 132 and fixed to the second wheelhouse connecting plate 132.

[0029] The first longitudinal beam 133 and the second longitudinal beam 134 extend in a first direction respectively, wherein the first direction can be the length direction of the vehicle, the first longitudinal beam 133 is fixedly connected to the other end of the first wheel house connecting plate 131, and the first reinforcing plate 140 can connect the first longitudinal beam 133 to the first sill beam 110, so that the collision force of the first longitudinal beam 133 can be transmitted to the first sill beam 110 through the first reinforcing plate 140, and the second longitudinal beam 134 is fixedly connected to the other end of the second wheel house connecting plate 132, and the second reinforcing plate 150 can connect the second longitudinal beam 134 to the second sill beam 120, so that the collision force of the second longitudinal beam 134 can be transmitted to the second sill beam 120 through the second reinforcing plate 150.

[0030] As shown in Figure 1, in some embodiments of the present application, the angle between the first wheel house connecting plate 131 and the first longitudinal beam 133 is β1, and the angle β1 satisfies the following conditions: 120°≤β1≤130°. In a specific embodiment, the angle β1 between the first wheel house connecting plate 131 and the first longitudinal beam 133 is preferably 125°. The angle between the first wheel house connecting plate 131 and the first longitudinal beam 133 is smaller than the angle between the extension direction of the first section 141 and the extension direction of the second section 142, ensuring that the first reinforcing plate 140 and the first wheel house connecting plate 131 can be deformed toward the outside of the vehicle during a collision, thereby ensuring the safety of the battery pack. The angle between the second wheel house connecting plate 132 and the second longitudinal beam 134 is β2, and the angle β2 satisfies the following conditions: 120°≤β2≤130°. In a specific embodiment, the angle β2 between the second wheel house connecting plate 132 and the second longitudinal beam 134 is preferably 125°. The angle between the second wheel house connecting plate 132 and the second longitudinal beam 134 is smaller than the angle between the extension direction of the third section 151 and the extension direction of the fourth section 152, ensuring that the second strong plate and the second wheel house connecting plate 132 can also deform toward the outside of the vehicle during a collision, further ensuring the safety of the battery pack.

[0031] As shown in Figures 1 and 2, in some embodiments of the present application, the body assembly 100 also includes a seat crossbeam 190, which can play a role of support and strength improvement. The seat crossbeam 190 is arranged between the first sill beam 110 and the second sill beam 120, and the seat crossbeam 190 can extend in a second direction, wherein the second direction can be the width direction of the vehicle. The end of the middle channel 160 facing away from the front part 130 of the vehicle body is fixedly connected to the seat crossbeam 190. The collision force of the front part 130 of the vehicle body can be transmitted to the middle channel 160 through the third reinforcement plate 170 and the fourth reinforcement plate 180, and then transmitted to the seat crossbeam 190 through the middle channel 160. In a specific embodiment, the middle channel 160 and the seat crossbeam 190 are welded and fixed in the length direction and height direction of the vehicle to ensure the connection strength between the middle channel 160 and the seat crossbeam 190.

[0032] As shown in Figures 1 and 2, in some embodiments of the present application, the ratio of the load F1 borne by the first reinforcing plate 140 in a collision to the load F3 borne by the third reinforcing plate 170 in a collision satisfies: 8≤F1 / F3≤10, and the ratio of the load F2 borne by the second reinforcing plate 150 in a collision to the load F4 borne by the fourth reinforcing plate 180 in a collision satisfies: 8≤F2 / F4≤10. The first reinforcing plate 140 and the second reinforcing plate 150 can serve as the main force transmission channels for collision load transmission. The first reinforcing plate 140 and the second reinforcing plate 150 can transmit the collision force at the longitudinal beam to the door sill beam. The third reinforcing plate 170 and the fourth reinforcing plate 180 can serve as secondary force transmission channels for collision load transmission. The third reinforcing plate 170 and the fourth reinforcing plate 180 can transmit the collision force at the longitudinal beam to the middle channel 160. The ratio of the total amount of load transmitted by the first reinforcing plate 140 and the second reinforcing plate 150 to the total amount of load transmitted by the third reinforcing plate 170 and the fourth reinforcing plate 180 is in the range of 8 to 10. In a specific embodiment, the ratio of the load F1 borne by the first reinforcing plate 140 in collision to the load F3 borne by the third reinforcing plate 170 in collision is preferably 9, and the ratio of the load F2 borne by the second reinforcing plate 150 in collision to the load F4 borne by the fourth reinforcing plate 180 in collision is preferably 9.

[0033] As shown in Figure 3, in some embodiments of the present application, a first energy absorption cavity 143 is formed between the first reinforcing plate 140 and the first wheel cover connecting plate 131, and a second energy absorption cavity is formed between the second reinforcing plate 150 and the second wheel cover connecting plate 132. The first energy absorption cavity 143 and the second energy absorption cavity can absorb part of the energy of the collision, and during a collision, the first reinforcing plate 140 and the first wheel cover connecting plate 131 can partially collapse into the first energy absorption cavity 143, and the second reinforcing plate 150 and the second wheel cover connecting plate 132 can partially collapse into the second energy absorption cavity, thereby better realizing the effect of the first energy absorption cavity 143 and the second energy absorption cavity absorbing the collision energy. In the cross section in the longitudinal direction of the vehicle, the height between the first reinforcing plate 140 and the first wheel house connecting plate 131 is D1, and D1 can meet the following conditions: 117mm≤D1≤123mm, and the width between the first reinforcing plate 140 and the first wheel house connecting plate 131 is D2, and D2 can meet the following conditions: 107mm≤D2≤113mm. In a specific embodiment, the height D1 between the first reinforcing plate 140 and the first wheel house connecting plate 131 is preferably 120mm, and the width D2 between the first reinforcing plate 140 and the first wheel house connecting plate 131 is preferably 110mm. Setting the height between the first reinforcing plate 140 and the first wheel house connecting plate 131 and the width between the first reinforcing plate 140 and the first wheel house connecting plate 131 within the above-mentioned ranges can improve the energy absorption effect of the first energy absorption cavity 143. Similarly, in the cross section in the length direction of the vehicle, the height between the second reinforcing plate 150 and the second wheel house connecting plate 132 is D3, and D3 can meet the following conditions: 117mm≤D3≤123mm, and the width between the second reinforcing plate 150 and the second wheel house connecting plate 132 is D4, and D4 can meet the following conditions: 107mm≤D4≤113mm.

[0034] The following briefly describes a vehicle according to an embodiment of the present application.

[0035] The vehicle according to the embodiment of the present application is provided with the body assembly 100 of the above embodiment. Since the vehicle according to the embodiment of the present application is provided with the body assembly 100 of the above embodiment, when the vehicle collides head-on or sideways, most of the collision force is transmitted to the first sill beam 110 and the second sill beam 120, reducing the amount of intrusion of the front part of the vehicle body 130 into the battery pack inside the vehicle, effectively protecting the battery pack of the vehicle, and achieving maximum protection for the safety of the vehicle and passengers.

[0036] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0037] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0038] In the description of this application, “plurality” means two or more.

[0039] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0040] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0041] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0042] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle body component, wherein: include: A first sill beam and a second sill beam, wherein the first sill beam and the second sill beam are arranged at intervals in a width direction of the vehicle, and a battery pack is suitable for being installed between the first sill beam and the second sill beam; A front part of the vehicle body, the front part of the vehicle body being arranged on the front side of the door sill beam; a first reinforcing plate and a second reinforcing plate, wherein the first reinforcing plate connects the first sill beam to the front portion of the vehicle body, and the second reinforcing plate connects the second sill beam to the front portion of the vehicle body; a middle channel, the middle channel being arranged between the first threshold beam and the second threshold beam; a third reinforcing plate and a fourth reinforcing plate, wherein the third reinforcing plate and the fourth reinforcing plate are arranged between the first reinforcing plate and the second reinforcing plate, and respectively connect the middle channel with the front part of the vehicle body; wherein, The structural strength of the first reinforcing plate is greater than that of the third reinforcing plate, and the structural strength of the second reinforcing plate is greater than that of the fourth reinforcing plate.

2. The vehicle body component according to claim 1, wherein: The volume or thickness of the first reinforcing plate is greater than that of the third reinforcing plate, and the volume or thickness of the second reinforcing plate is greater than that of the fourth reinforcing plate.

3. The vehicle body component according to claim 1 or 2, wherein: The first reinforcement plate includes a first section and a second section, the first section extends toward the front portion of the vehicle body and is fixedly connected to the front portion of the vehicle body, and the second section extends toward the first sill beam and is fixedly connected to the first sill beam; The second reinforcement plate includes a third section and a fourth section, the third section extends toward the front portion of the vehicle body and is fixedly connected to the front portion of the vehicle body, and the fourth section extends toward the second sill beam and is fixedly connected to the second sill beam.

4. The vehicle body component according to claim 3, wherein: The included angle between the extension direction of the first segment and the extension direction of the second segment is α1 and satisfies: 130°≤α1≤150°; the included angle between the extension direction of the third segment and the extension direction of the fourth segment is α2 and satisfies: 130°≤α2≤150°.

5. The vehicle body component according to any one of claims 1 to 4, wherein: The front part of the vehicle body comprises: A first wheel house connecting plate and a second wheel house connecting plate, wherein the first wheel house connecting plate is fixedly connected to the first sill beam and the first reinforcing plate respectively, and the second wheel house connecting plate is fixedly connected to the second sill beam and the second reinforcing plate respectively.

6. The vehicle body component according to claim 5, wherein: include: a first longitudinal beam and a second longitudinal beam, wherein the first longitudinal beam and the second longitudinal beam extend in a first direction respectively, the first longitudinal beam is fixedly connected to the first wheel house connecting plate, and the second longitudinal beam is fixedly connected to the second wheel house connecting plate; The first reinforcing plate connects the first sill beam and the first longitudinal beam, and the second reinforcing plate connects the second sill beam and the second longitudinal beam.

7. The vehicle body component according to claim 6, wherein: The included angle between the first wheel house connecting plate and the first longitudinal beam is β1 and satisfies 120°≤β1≤130°, and the included angle between the second wheel house connecting plate and the second longitudinal beam is β2 and satisfies 120°≤β2≤130°.

8. The vehicle body component according to claim 6 or 7, wherein: Also includes: A seat cross beam, wherein the seat cross beam is arranged between the first threshold beam and the second threshold beam and extends in a second direction, the second direction is orthogonal to the first direction, and the middle channel is fixedly connected to the seat cross beam.

9. The vehicle body component according to claim 8, wherein: The ratio of the load F1 borne by the first reinforcing plate to the load F3 borne by the third reinforcing plate satisfies: 8≤F1 / F3≤10, and the ratio of the load F2 borne by the second reinforcing plate to the load F4 borne by the fourth reinforcing plate satisfies: 8≤F2 / F4≤10.

10. The vehicle body component according to claim 9, wherein: A first energy absorbing cavity is formed between the first reinforcing plate and the first wheel house connecting plate, and a second energy absorbing cavity is formed between the second reinforcing plate and the second wheel house connecting plate.

11. A vehicle, wherein: The vehicle body assembly comprises the vehicle body assembly as claimed in any one of claims 1 to 10.

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