Vehicle body assembly and vehicle

Abstract

A vehicle body assembly (100) and a vehicle. The vehicle body assembly (100) comprises: longitudinal beams (82), an anti-collision cross beam (20) and energy absorption boxes (30), wherein each energy absorption box (30) is located between the corresponding longitudinal beam (82) and the anti-collision cross beam (20), and the energy absorption boxes (30) are fixedly connected to the longitudinal beams (82) and the anti-collision cross beam (20); and a support member (35), wherein the support member (35) is located on the side of the anti-collision cross beam (20) facing away from the energy absorption boxes (30), and the support member (35) is fixedly connected to the anti-collision cross beam (20).

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 202410378340.1 and application date of March 29, 2024, 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, but is not limited to, the field of vehicle technology, and in particular to a vehicle body component and a vehicle having the body component. Background Art

[0004] In related technologies, with the rapid development of new energy vehicles, the degree of integration between battery packs and vehicle bodies is becoming higher and higher, so there are higher requirements for the safety performance of battery packs, and thus higher requirements for the energy absorption of anti-collision beams. However, the structural strength of existing automobile anti-collision beams is poor, and the energy absorption effect is poor, resulting in poor protection of battery packs by existing anti-collision beams. In addition, the main functions of existing automobile anti-collision beams are energy absorption and force transmission. When a vehicle collides, the anti-collision beam has no protection function for pedestrians, and the maintenance cost of the entire vehicle is high, which leads to high vehicle use costs.

[0005] Summary of the Invention

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] One purpose of the present application is to propose a vehicle body assembly that can reduce the probability of damage to the battery pack during a vehicle collision, protect pedestrians in the event of a collision, and ensure the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

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

[0009] According to the embodiment of the present application, the vehicle body assembly includes: a longitudinal beam, an anti-collision beam and an energy absorption box, wherein the energy absorption box is located between the longitudinal beam and the anti-collision beam, and the energy absorption box is fixedly connected to the longitudinal beam and the anti-collision beam; a support member, wherein the support member is located on the side of the anti-collision beam away from the energy absorption box, and the support member is fixedly connected to the anti-collision beam.

[0010] According to the vehicle body assembly of the embodiment of the present application, by fixedly connecting the energy absorption box to the longitudinal beam and the anti-collision beam, when the vehicle collides, the anti-collision beam and the energy absorption box can fully absorb the collision energy, reduce the probability of damage to the battery pack during the collision, and thus improve the safety performance of the entire vehicle. The support member is located on the side of the anti-collision beam away from the energy absorption box, and the support member is fixedly connected to the anti-collision beam. When the vehicle collides with a pedestrian, the support member can support and protect the pedestrian's legs, and the energy absorption box collapses to absorb a large amount of collision energy, reducing the risk of deformation of the longitudinal beam, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0011] A vehicle according to an embodiment of the present application includes the body assembly of the vehicle of the above embodiment.

[0012] The vehicle according to the embodiment of the present application can protect the battery pack from damage during a collision, thereby improving the safety performance of the entire vehicle, and can also ensure the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0013] 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.

[0014] Still other aspects will become apparent upon reading and understanding the accompanying drawings and detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG1 is a schematic structural diagram of a vehicle body assembly according to an embodiment of the present application;

[0016] FIG2 is a side view of a vehicle body assembly according to an embodiment of the present application;

[0017] FIG3 is a schematic structural diagram of a structural reinforcement member according to an embodiment of the present application;

[0018] FIG4 is a schematic structural diagram of an energy absorption box according to an embodiment of the present application. DETAILED DESCRIPTION

[0019] 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.

[0020] The following describes a vehicle body assembly 100 and a vehicle according to an embodiment of the present application with reference to Figures 1-4. The body assembly 100 includes: a longitudinal beam 82, a crash beam 20, and an energy absorption box 30. The energy absorption box 30 is located between the longitudinal beam 82 and the crash beam 20 and is fixedly connected to both the longitudinal beam 82 and the crash beam 20. A support member 35 is located on the side of the crash beam 20 facing away from the energy absorption box 30 and is fixedly connected to the crash beam 20.

[0021] Among them, the longitudinal beam 82, the anti-collision beam 20 and the energy absorption box 30 can all be made of steel, thereby reducing the development cost and vehicle use cost of the entire vehicle. The anti-collision beam 20 can be formed with multiple cavities 21. As an example: the anti-collision beam 20 can be formed with two, three, four, etc. cavities 21, but the present application is not limited to this. The anti-collision beam 20 can also have other numbers of cavities 21, as long as the anti-collision beam 20 has multiple cavities 21. This application takes the anti-collision beam 20 with two cavities 21 as an example for explanation. The multiple cavities 21 can be arranged in sequence along the height direction of the vehicle so that the cross-sectional shape of the anti-collision beam 20 can be a bow shape or a similar bow shape, and along the width direction of the vehicle, the anti-collision beam 20 can have a recessed portion 22 extending along the width direction of the vehicle. The energy absorption box 30 can also have an energy absorption box cavity, and the size of the energy absorption box cavity can be reasonably designed according to actual needs. As an example: the cross-section of the energy absorption box cavity can be a rectangle or a similar rectangular structure of 174mm*71mm. Such a configuration can minimize the weight of the anti-collision beam 20 and the energy absorption box 30 while ensuring that their performance meets the requirements, thereby reducing the manufacturing cost of the anti-collision beam 20 and the energy absorption box 30, and further reducing the development cost and vehicle use cost of the entire vehicle.

[0022] The energy absorption box 30 is located between the longitudinal beam 82 and the anti-collision beam 20, and the energy absorption box 30 is fixedly connected to the longitudinal beam 82 and the anti-collision beam 20; as an example: the energy absorption box 30 and the longitudinal beam 82 and the anti-collision beam 20 can be fixedly connected by welding, or the energy absorption box 30 and the longitudinal beam 82 and the anti-collision beam 20 can be fixedly connected by bolts, but the present application is not limited thereto, and the energy absorption box 30 and the longitudinal beam 82 and the anti-collision beam 20 can also be fixedly connected by other means, as long as the energy absorption box 30 and the longitudinal beam 82 and the anti-collision beam 20 are fixedly connected. The present application takes the example of the energy absorption box 30 and the anti-collision beam 20 being fixedly connected by welding as an example. The connection strength and rigidity of the welded connection are large, which can ensure that the connection between the energy absorption box 30 and the anti-collision beam 20 will not fail when the vehicle collides at high speed, thereby improving the safety and reliability of the entire vehicle, and the welded connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0023] By arranging the energy absorption box 30 between the longitudinal beam 82 and the anti-collision beam 20, and the energy absorption box 30 is fixedly connected to the longitudinal beam 82 and the anti-collision beam 20, when the vehicle collides, the anti-collision beam 20 and the energy absorption box 30 can fully absorb the collision energy, reduce the probability of damage to the battery pack during the collision, and thus improve the safety performance of the entire vehicle.

[0024] The support member 35 is located on the side of the anti-collision beam 20 away from the energy absorption box 30. The support member 35 is fixedly connected to the anti-collision beam 20. As an example, the support member 35 and the anti-collision beam 20 can be fixedly connected by welding, or the support member 35 and the anti-collision beam 20 can also be fixedly connected by bolts, but the present application is not limited thereto. The support member 35 and the anti-collision beam 20 can also be fixedly connected by other means, as long as the support member 35 and the anti-collision beam 20 are fixedly connected. When a vehicle collides with a pedestrian, the support member 35 can support and protect the pedestrian's legs, reducing injuries to the pedestrian. The energy absorption box 30 collapses to absorb a large amount of collision energy, reducing the deformation of the longitudinal beam 82, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0025] According to the vehicle body assembly 100 of the embodiment of the present application, by fixedly connecting the energy absorption box 30 with the longitudinal beam 82 and the anti-collision beam 20, when the vehicle collides, the anti-collision beam 20 and the energy absorption box 30 can fully absorb the collision energy, reduce the probability of damage to the battery pack during the collision, and thus improve the safety performance of the entire vehicle. The support member 35 is located on the side of the anti-collision beam 20 away from the energy absorption box 30, and the support member 35 is fixedly connected to the anti-collision beam 20. When the vehicle collides with a pedestrian, the support member 35 can support and protect the pedestrian's legs, reducing the injury to the pedestrian, and the energy absorption box 30 collapses to absorb a large amount of collision energy, reducing the deformation of the longitudinal beam 82, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0026] According to some embodiments of the present application, as shown in Figure 1, the support member 35 may include: a first plate body 36, a second plate body 37 and a third plate body 39, the second plate body 37 is connected between the first plate body 36 and the third plate body 39, the second plate body 37 is located on the side of the anti-collision beam 20 away from the energy absorption box 30 and is spaced apart from the anti-collision beam 20, and the first plate body 36 and the third plate body 39 are both fixedly connected to the anti-collision beam 20.

[0027] The second plate 37 is connected between the first plate 36 and the third plate 39. As an example, the second plate 37, the first plate 36, and the third plate 39 may be integrally formed, or the second plate 37, the first plate 36, and the third plate 39 may all be welded. However, the present application is not limited thereto. The second plate 37, the first plate 36, and the third plate 39 may also be connected by other means, as long as the second plate 37 is connected between the first plate 36 and the third plate 39. The second plate 37 is located on the side of the anti-collision beam 20 facing away from the energy absorption box 30 and is spaced apart from the anti-collision beam 20, thereby forming a crumple space between the support member 35 and the anti-collision beam 20. When a collision occurs between a vehicle and a pedestrian and the support member 35 contacts the pedestrian, the crumple space can absorb the collision energy, thereby reducing injuries to the pedestrian, thereby reducing damage to the anti-collision beam 20, and further improving the maintenance efficiency of the entire vehicle.

[0028] The first plate 36 and the third plate 39 are both fixedly connected to the anti-collision beam 20. As an example, the anti-collision beam 20 and the first plate 36 and the third plate 39 can be fixedly connected by welding, or the anti-collision beam 20 and the first plate 36 and the third plate 39 can be fixedly connected by bolts, but the present application is not limited thereto. The anti-collision beam 20 and the first plate 36 and the third plate 39 can also be fixedly connected by other means, as long as the first plate 36 and the third plate 39 are both fixedly connected to the anti-collision beam 20. The fixed connection of the first plate 36 and the third plate 39 to the anti-collision beam 20 can make the connection between the support member 35 and the anti-collision beam 20 more secure, thereby improving the stability and reliability of the entire vehicle.

[0029] According to some embodiments of the present application, as shown in FIG1 , the second plate 37 may be formed with a weight-reducing hole 38 to reduce the weight of the support member 35 while still meeting strength and stiffness requirements, thereby facilitating a lightweight design for the vehicle and reducing the manufacturing cost of the entire vehicle. It should be noted that there may be one weight-reducing hole 38 . As an example, the number of weight-reducing holes 38 may be one, two, three, or four, but the present application is not limited thereto. Other numbers of weight-reducing holes 38 may also be present, as long as the second plate 37 is formed with weight-reducing holes 38 .

[0030] According to some embodiments of the present application, the length dimension of the support member 35 can be L1, and the length dimension of the anti-collision beam 20 can be L2, satisfying the relationship: 0.5L2≤L1≤L2, that is, the length dimension L1 of the support member 35 can be 0.5L2, L2 or any value between 0.5L2-L2. As an example: the length dimension L1 of the support member 35 can be 0.5L2, 0.6L2, 0.7L2, 0.9L2, L2 and other values, but the present application is not limited to this. The length dimension L1 of the support member 35 can also be other values ​​between 0.5L2-L2, as long as the length dimension L1 of the support member 35 can be 0.5L2, L2 or a value between 0.5L2-L2. Therefore, the length dimension L1 of the support member 35 satisfies the relationship: 0.5L2≤L1≤L2. When a vehicle collides with a pedestrian, a support member 35 of sufficient length can enhance the supporting and protective effect of the support member 35 on the pedestrian. When a vehicle collides with a pedestrian, it is beneficial for the support member 35 to support the pedestrian.

[0031] According to some embodiments of the present application, as shown in Figure 1, the end of the energy absorption box 30 facing away from the anti-collision beam 20 is connected to the first connecting plate 31, and the end of the longitudinal beam 82 facing the energy absorption box 30 is connected to the second connecting plate 11. The first connecting plate 31 and the second connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82.

[0032] Among them, the end of the energy absorption box 30 facing away from the anti-collision beam 20 can be connected to the first connecting plate 31. As an example: the energy absorption box 30 and the first connecting plate 31 can be connected by welding, or the energy absorption box 30 and the first connecting plate 31 can be connected by bolts, but the present application is not limited to this. The energy absorption box 30 and the first connecting plate 31 can also be connected by other means, as long as the end of the energy absorption box 30 facing away from the anti-collision beam 20 is connected to the first connecting plate 31.

[0033] The end of the longitudinal beam 82 facing the energy absorption box 30 can be connected to the second connecting plate 11. As an example, the longitudinal beam 82 and the second connecting plate 11 can be connected by welding, or the longitudinal beam 82 and the second connecting plate 11 can be connected by bolts, but the present application is not limited to this. The longitudinal beam 82 and the second connecting plate 11 can also be connected by other means, as long as the end of the longitudinal beam 82 facing the energy absorption box 30 is connected to the second connecting plate 11.

[0034] The first connecting plate 31 and the second connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82. As an example, the first connecting plate 31 and the second connecting plate 11 can be assembled together by welding, or the first connecting plate 31 and the second connecting plate 11 can be assembled together by bolting, but the present application is not limited to this. The first connecting plate 31 and the second connecting plate 11 can also be assembled together by other connection methods, as long as the first connecting plate 31 and the second connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82.

[0035] Therefore, by cooperating and assembling the first connecting plate 31 and the second connecting plate 11 to fix the energy absorption box 30 and the longitudinal beam 82, the connection strength and rigidity between the energy absorption box 30 and the longitudinal beam 82 can be improved, thereby reducing the failure of the connection between the energy absorption box 30 and the longitudinal beam 82, and the second connecting plate 11 can ensure the front strength of the longitudinal beam 82, thereby reducing the deformation of the longitudinal beam 82 during a low-speed collision of the vehicle, thereby improving the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0036] It can be explained that the first connecting plate 31 and the second connecting plate 11 can both have multiple mounting flanges 12, thereby improving the strength and rigidity of the first connecting plate 31 and the second connecting plate 11, and also helping to improve the impact resistance of the first connecting plate 31 and the second connecting plate 11, thereby improving the safety and reliability of the entire vehicle.

[0037] According to some embodiments of the present application, as shown in FIG3 , the vehicle body assembly 100 may further include: a structural reinforcement 13, the structural reinforcement 13 being connected between the second connecting plate 11 and the longitudinal beam 82. As an example, the structural reinforcement 13 and the second connecting plate 11 and the longitudinal beam 82 may be connected by welding, or the structural reinforcement 13 and the second connecting plate 11 and the longitudinal beam 82 may be connected by bolts, but the present application is not limited thereto. The structural reinforcement 13 and the second connecting plate 11 and the longitudinal beam 82 may also be connected by other means, as long as the structural reinforcement 13 is connected between the second connecting plate 11 and the longitudinal beam 82. Therefore, the connection of the structural reinforcement 13 between the second connecting plate 11 and the longitudinal beam 82 can further enhance the front strength of the longitudinal beam 82, thereby further reducing the risk of deformation of the longitudinal beam 82 during a low-speed collision of the vehicle, thereby further enhancing the maintenance economy of the entire vehicle, and thus further reducing the cost of using the vehicle.

[0038] According to some embodiments of the present application, as shown in Figure 3, the structural reinforcement 13 may include: a first reinforcement 14 and a second reinforcement 15, the first reinforcement 14 is located outside the longitudinal beam 82 and fixed to the longitudinal beam 82, and the first reinforcement 14 is fixedly connected to the second connecting plate 11; the second reinforcement 15 is located inside the longitudinal beam 82 and fixed to the longitudinal beam 82, and the second reinforcement 15 is fixedly connected to the second connecting plate 11.

[0039] Among them, at least one of the first reinforcement 14 and the second reinforcement 15 can be set as an annular reinforcement plate, or at least one of the first reinforcement 14 and the second reinforcement 15 can be set as an arc-shaped reinforcement plate, which can improve the strength and rigidity of the first reinforcement 14 and the second reinforcement 15 without increasing the weight, thereby saving material usage, reducing weight and saving costs.

[0040] The first reinforcement 14 is located outside the longitudinal beam 82 and is fixed to the longitudinal beam 82. As an example, the first reinforcement 14 and the longitudinal beam 82 can be connected by welding, or by bolts, but the present application is not limited thereto. The first reinforcement 14 and the longitudinal beam 82 can also be connected by other means, as long as the first reinforcement 14 is located outside the longitudinal beam 82 and is fixed to the longitudinal beam 82. The first reinforcement 14 is fixedly connected to the second connecting plate 11. As an example, the first reinforcement 14 and the second connecting plate 11 can be connected by welding, or by bolts, but the present application is not limited thereto. The first reinforcement 14 and the second connecting plate 11 can also be connected by other means, as long as the first reinforcement 14 and the second connecting plate 11 are fixedly connected.

[0041] The second reinforcement 15 is located inside the longitudinal beam 82 and is fixed to the longitudinal beam 82. As an example, the second reinforcement 15 and the longitudinal beam 82 can be connected by welding, or by bolts, but the present application is not limited thereto. The second reinforcement 15 and the longitudinal beam 82 can also be connected by other means, as long as the second reinforcement 15 is located inside the longitudinal beam 82 and is fixed to the longitudinal beam 82. The second reinforcement 15 is fixedly connected to the second connecting plate 11. As an example, the second reinforcement 15 and the second connecting plate 11 can be connected by welding, or by bolts, but the present application is not limited thereto. The second reinforcement 15 and the second connecting plate 11 can also be connected by other means, as long as the second reinforcement 15 and the second connecting plate 11 are fixedly connected.

[0042] Therefore, by fixing the first reinforcement 14 and the second reinforcement 15 to the longitudinal beam 82, and fixing the first reinforcement 14 and the second reinforcement 15 to the second connecting plate 11, the strength and rigidity of the front portion of the longitudinal beam 82 can be further improved, thereby further reducing the deformation of the longitudinal beam 82 during a low-speed collision of the vehicle, and further ensuring the maintenance economy of the entire vehicle, thereby further reducing the cost of using the vehicle.

[0043] According to some embodiments of the present application, as shown in Figures 1 and 4, the energy absorption box 30 may include a first energy absorption box section 32 and a second energy absorption box section 33 connected to each other, the first energy absorption box section 32 is fixedly connected to the anti-collision beam 20, and the second energy absorption box section 33 is fixedly connected to the longitudinal beam 82. From the anti-collision beam 20 to the longitudinal beam 82, the cross-sectional size of the first energy absorption box section 32 gradually decreases.

[0044] Among them, the energy absorption box 30 may include a first energy absorption box section 32 and a second energy absorption box section 33 that are connected. As an example: the first energy absorption box section 32 and the second energy absorption box section 33 can be formed as one piece, or the first energy absorption box section 32 and the second energy absorption box section 33 can be welded together, but the present application is not limited to this. The first energy absorption box section 32 and the second energy absorption box section 33 can also be connected in other ways, as long as the first energy absorption box section 32 and the second energy absorption box section 33 are connected.

[0045] The first energy absorption box section 32 is fixedly connected to the anti-collision beam 20. As an example, the first energy absorption box section 32 and the anti-collision beam 20 can be fixedly connected by welding, or the first energy absorption box section 32 and the anti-collision beam 20 can be fixedly connected by bolts, but the present application is not limited thereto. The first energy absorption box section 32 and the anti-collision beam 20 can also be fixedly connected by other means, as long as the first energy absorption box section 32 and the anti-collision beam 20 are fixedly connected. The present application uses the example of the first energy absorption box section 32 and the anti-collision beam 20 being fixedly connected by welding as an example. The connection strength and rigidity of the welded connection are large, which can reduce the risk of failure of the connection between the energy absorption box 30 and the anti-collision beam 20 when a high-speed collision occurs, thereby improving the safety and reliability of the entire vehicle. In addition, the welded connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0046] The second crash box section 33 is fixedly connected to the longitudinal beam 82. As an example, the second crash box section 33 and the longitudinal beam 82 may be fixedly connected by welding or bolts, but the present application is not limited thereto. The second crash box section 33 and the longitudinal beam 82 may also be fixedly connected by other means, as long as the second crash box section 33 and the longitudinal beam 82 are fixedly connected. Furthermore, a first connecting plate 31 is provided at the end of the second crash box section 33 facing the longitudinal beam 82, and the second crash box section 33 is fixedly connected to the longitudinal beam 82 via the first connecting plate 31. From the anti-collision beam 20 to the longitudinal beam 82, the cross-sectional size of the first energy absorption box section 32 gradually decreases, so that the shape of the first energy absorption box section 32 is trumpet-shaped or similar to a trumpet-shaped. With such a configuration, when the vehicle collides, the energy absorption box 30 can absorb a large amount of collision energy, thereby reducing the deformation risk of the longitudinal beam 82, and the energy absorption box 30 can be stably crushed without becoming unstable and without producing obvious lateral plastic deformation. Moreover, the shape of the first energy absorption box section 32 is trumpet-shaped or similar to a trumpet-shaped, which can increase the connection area between the energy absorption box 30 and the anti-collision beam 20, thereby improving the connection strength between the energy absorption box 30 and the anti-collision beam 20, thereby reducing the risk of connection failure between the energy absorption box 30 and the anti-collision beam 20 when the vehicle collides, thereby improving the safety performance and stability of the entire vehicle.

[0047] Furthermore, the cross-sectional dimensions of the first crash box section 32 are W1*W2. Specifically, the height dimension of the first crash box section 32 along the height direction of the vehicle can be W1, satisfying the relationship: 90 mm ≤ W1 ≤ 115 mm. That is, the dimension W1 of the first crash box section 32 along the height direction of the vehicle can be 90 mm, 115 mm, or any value between 90 mm and 115 mm. The width dimension of the first crash box section 32 along the width direction of the vehicle can be W2, satisfying the relationship: 80 mm ≤ W2 ≤ 85 mm. That is, the dimension W2 of the first crash box section 32 along the width direction of the vehicle can be 80 mm, 85 mm, or any value between 80 mm and 85 mm. Such a configuration can maximize the guarantee that when the vehicle collides, the impact received by the anti-collision beam 20 is absorbed by the energy absorption box 30 and transmitted to the rear of the vehicle in a straight line, and the energy absorption box 30 can absorb a large amount of collision energy, thereby further reducing the deformation risk of the longitudinal beam 82, and the energy absorption box 30 can be stably crushed without becoming unstable and without producing obvious lateral plastic deformation, and the shape of the first energy absorption box section 32 is trumpet-shaped or trumpet-like, which can increase the connection area between the energy absorption box 30 and the anti-collision beam 20, thereby improving the connection strength between the energy absorption box 30 and the anti-collision beam 20, thereby further reducing the risk of connection failure between the energy absorption box 30 and the anti-collision beam 20 when the vehicle collides, thereby further improving the safety performance and stability of the entire vehicle.

[0048] According to some embodiments of the present application, as shown in FIG1 , the second energy absorption box section 33 may be formed with a first collapse rib 34 that is recessed toward the interior of the energy absorption box 30. When a vehicle collides, the first collapse rib 34 may collapse and deform to absorb a large amount of collision energy, thereby reducing the risk of the collision energy damaging the longitudinal beam 82 behind the energy absorption box 30, thereby improving the safety and reliability of the vehicle.

[0049] According to some embodiments of the present application, as shown in FIG. 1 and FIG. 4 , there may be a plurality of first crush ribs 34 , and the plurality of first crush ribs 34 are arranged in sequence along the arrangement direction of the first energy absorbing box segment 32 and the second energy absorbing box segment 33 .

[0050] There may be multiple first crush ribs 34. As an example, there may be two, three, four, or other numbers of first crush ribs 34, but the present application is not limited thereto. There may also be other numbers of first crush ribs 34, as long as there are multiple first crush ribs 34. The present application uses two first crush ribs 34 as an example for illustration. Specifically, from the anti-collision beam 20 to the longitudinal beam 82, the distance D1 between the first first crush rib 34 near the anti-collision beam 20 and the anti-collision beam 20 may satisfy the relationship: 28mm≤D1≤50mm, that is, the spacing D1 between the first crush rib 34 near the anti-collision beam 20 and the anti-collision beam 20 may be 28mm, 50mm, or any value between 28mm and 50mm. From the cross member 20 to the longitudinal member 82, the width of the first crush bead 34 can be D2, satisfying the relationship: 17 mm ≤ D2 ≤ 23 mm. That is, the width D2 of the first crush bead 34 can be 17 mm, 23 mm, or any value between 17 mm and 23 mm. Furthermore, multiple first crush bead 34 are arranged sequentially along the arrangement direction of the first crash box segment 32 and the second crash box segment 33. Therefore, when the vehicle collides, the crash box 30 can absorb a large amount of collision energy, thereby effectively reducing the risk of deformation of the longitudinal beam 82. In addition, when the vehicle collides head-on, the first crush rib 34 participates in energy absorption and deformation, allowing the crash box 30 to absorb a large amount of collision energy, thereby reducing the risk of deformation of the longitudinal beam 82. The crash box 30 can be stably crushed without becoming unstable, so that the crash box 30 does not produce significant lateral plastic deformation, thereby improving the collision energy absorption effect and crushing stability of the body assembly 100. In addition, the high connection strength between the crash box 30 and the anti-collision beam 20 can further reduce the risk of connection failure between the crash box 30 and the anti-collision beam 20 in the event of a vehicle collision, thereby improving the safety performance and stability of the entire vehicle. It also ensures the economical maintenance of the entire vehicle, thereby reducing the cost of using the vehicle.

[0051] According to some embodiments of the present application, as shown in FIG1 , the longitudinal beam 82 may be formed with a second collapse rib 16 that is recessed inwardly toward the longitudinal beam 82 . When the vehicle collides, after the anti-collision beam 20 and the energy absorption box 30 collapse to absorb the collision energy, the second collapse rib 16 can further collapse to absorb the remaining collision energy, thereby further reducing the probability of damage to the vehicle battery pack, and further improving the safety performance and reliability of the vehicle.

[0052] Furthermore, along the height direction of the vehicle, an installation box 17 can be provided below the longitudinal beam 82, and along the width direction of the vehicle, the lower end of the side wall of the installation box 17 toward the outside of the vehicle is located at the lowest position, so that the installation box 17 can be used to centrally install other components, thereby improving the space utilization in the vehicle.

[0053] According to some embodiments of the present application, the width dimension of the anti-collision beam 20 is G1, the length dimension is G2, and the height dimension is G3, satisfying the relationship: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, 102mm≤G3≤122mm.

[0054] Among them, the width dimension of the anti-collision beam 20 can be G1, the length dimension can be G2, and the height dimension can be G3, satisfying the relationship: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, 102mm≤G3≤122mm, that is, the width dimension G1 of the anti-collision beam 20 can be 35mm, 45mm or any value between 35mm-45mm. As an example: the width dimension G1 of the anti-collision beam 20 can be 35mm, 36mm, 37mm, 40mm, 44mm, 45mm and other values, but the present application is not limited to this. The width dimension G1 of the anti-collision beam 20 can also be other values ​​between 35mm-45mm, as long as the width dimension G of the anti-collision beam 20 is 135mm, 45mm or a value between 35mm-45mm.

[0055] The length dimension G2 of the anti-collision beam 20 can be 1015mm, 1215mm or any value between 1015mm-1215mm. As an example, the length dimension G2 of the anti-collision beam 20 can be 1015mm, 1016mm, 1020mm, 1200mm, 1211mm, 1215mm and other values, but the present application is not limited to this. The length dimension G2 of the anti-collision beam 20 can also be other values ​​between 1015mm-1215mm, as long as the length dimension G2 of the anti-collision beam 20 is 1015mm, 1215mm or a value between 1015mm-1215mm.

[0056] The height dimension G3 of the anti-collision beam 20 can be 102mm, 122mm or any value between 102mm-122mm. As an example: the height dimension G3 of the anti-collision beam 20 can be 102mm, 103mm, 105mm, 108mm, 115mm, 122mm and other values, but the present application is not limited to this. The height dimension G3 of the anti-collision beam 20 can also be other values ​​between 102mm-122mm, as long as the height dimension G3 of the anti-collision beam 20 is 102mm, 122mm or a value between 102mm-122mm.

[0057] Specifically, the specific values ​​of the width G1, length G2, and height G3 of the anti-collision beam 20 can be reasonably set according to actual conditions, as long as the width G1, length G2, and height G3 of the anti-collision beam 20 satisfy the following relationships: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, and 102mm≤G3≤122mm. This configuration can reduce the weight of the anti-collision beam 20 while ensuring the strength and rigidity of the anti-collision beam 20, thereby reducing the manufacturing cost of the anti-collision beam 20 and facilitating the lightweight design of the vehicle.

[0058] The vehicle according to the embodiment of the present application, including the body assembly 100 of the vehicle of the above embodiment, can protect the battery pack from damage during a collision, thereby improving the safety performance of the entire vehicle, and can also ensure the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0059] 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.

[0060] 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 assembly, wherein: include: A longitudinal beam, an anti-collision beam and an energy absorption box, wherein the energy absorption box is located between the longitudinal beam and the anti-collision beam, and the energy absorption box is fixedly connected to the longitudinal beam and the anti-collision beam; A support member is located on a side of the anti-collision beam away from the energy absorption box, and the support member is fixedly connected to the anti-collision beam.

2. The vehicle body assembly according to claim 1, wherein: The support member includes: a first plate, a second plate and a third plate, the second plate is connected between the first plate and the third plate, the second plate is located on the side of the anti-collision beam away from the energy absorption box and is spaced apart from the anti-collision beam, and the first plate and the third plate are both fixedly connected to the anti-collision beam.

3. The vehicle body assembly according to claim 2, wherein: The second plate body is formed with a weight-reducing hole.

4. The vehicle body assembly according to any one of claims 1 to 3, wherein: The length dimension of the support member is L1, and the length dimension of the anti-collision beam is L2, which satisfies the relationship: 0.5L2≤L1≤L2.

5. The vehicle body assembly according to any one of claims 1 to 4, wherein: The end of the energy absorption box facing away from the anti-collision beam is connected to a first connecting plate, and the end of the longitudinal beam facing the energy absorption box is connected to a second connecting plate. The first connecting plate and the second connecting plate are assembled together to fix the energy absorption box and the longitudinal beam.

6. The vehicle body assembly according to claim 5, wherein: Also includes: A structural reinforcement is connected between the second connecting plate and the longitudinal beam.

7. The vehicle body assembly according to claim 6, wherein: The structural reinforcement comprises: a first reinforcement and a second reinforcement, wherein the first reinforcement is located outside the longitudinal beam and fixed to the longitudinal beam, and the first reinforcement is fixedly connected to the second connecting plate; The second reinforcement is located inside the longitudinal beam and fixed to the longitudinal beam, and the second reinforcement is fixedly connected to the second connecting plate.

8. The vehicle body assembly according to any one of claims 1 to 7, wherein: The energy absorption box includes a first energy absorption box section and a second energy absorption box section connected to each other. The first energy absorption box section is fixedly connected to the anti-collision beam, and the second energy absorption box section is fixedly connected to the longitudinal beam. The cross-sectional size of the first energy absorption box section gradually decreases from the anti-collision beam to the longitudinal beam.

9. The vehicle body assembly according to claim 8, wherein: The second crash box section is formed with a first collapse rib recessed toward the inside of the crash box.

10. The vehicle body assembly according to claim 9, wherein: There are a plurality of first collapse ribs, and the plurality of first collapse ribs are arranged in sequence along the arrangement direction of the first energy absorbing box segment and the second energy absorbing box segment.

11. The vehicle body component according to any one of claims 1 to 10, wherein: The longitudinal beam is formed with a second crush rib recessed inwardly of the longitudinal beam.

12. The vehicle body assembly according to any one of claims 1 to 11, wherein: The width dimension of the anti-collision beam is G1, the length dimension is G2, and the height dimension is G3, which satisfies the relationship: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, 102mm≤G3≤122mm.

13. A vehicle, wherein: A body assembly for a vehicle comprising the vehicle according to any one of claims 1-12.

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