Vehicle body assembly of vehicle, and vehicle

Abstract

A vehicle body assembly (100) of a vehicle, and a vehicle. The vehicle body assembly comprises a vehicle main body (6); a mounting notch (61) is formed in the vehicle main body (6); the vehicle main body (6) comprises door sill beams (40), and the door sill beams (40) define an accommodating cavity (41); a battery pack (5) is provided on the vehicle main body (6) and shields the mounting notch (61), and the battery pack (5) is configured to form at least part of a floor of the vehicle body assembly (100); a dash panel (621) is connected to a sealing assembly (7) to form an annular structure, and at least part of the sealing assembly (7) and at least part of the dash panel (621) are both located between the vehicle main body (6) and the battery pack (5) to seal a gap between the vehicle main body (6) and the battery pack (5); the vehicle body assembly further comprises a reinforcing beam (42), and the reinforcing beam (42) is arranged in the accommodating cavity (41).

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 202410378348.8 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 vehicles, and in particular to a vehicle body component and a vehicle. Background Art

[0004] In related technologies, a vehicle's power battery and a vehicle's body exist separately as two independent systems, and the vehicle's power battery and the vehicle's body are not related to each other. Since both the vehicle's power battery and the vehicle's body are heavy, the weight of the entire vehicle is heavy, which is not conducive to improving the vehicle's cruising range.

[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 object of the present application is to provide a vehicle body assembly, which is conducive to the lightweight design of the vehicle and to improving the ride comfort of the vehicle.

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

[0009] According to the present application, the body assembly of the vehicle includes: a body body having an installation notch, the body body including a sill beam, the sill beam defining a accommodating cavity; a battery pack, the battery pack being arranged on the body body and covering the installation notch, the battery pack being configured to constitute at least part of the floor of the body assembly; a sealing assembly and a front panel, the front panel being connected to the sealing assembly to form an annular structure, at least part of the sealing assembly and at least part of the front panel being located between the body body and the battery pack to seal the gap between the body body and the battery pack, the sealing assembly being connected to the sill beam; a reinforcing beam, the reinforcing beam being arranged in the accommodating cavity.

[0010] According to the body assembly of the vehicle of the present application, by configuring the battery pack as at least a portion of the floor constituting the body assembly, part of the floor of the traditional body can be eliminated, which is beneficial to the lightweight design of the vehicle and is beneficial to improving the vehicle's cruising range. In addition, through the sealing assembly and the front panel, the gap between the body body and the battery pack can be sealed, which can improve the airtightness of the passenger compartment, thereby helping to improve the ride comfort of the vehicle.

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

[0012] According to the vehicle of the present application, by configuring the battery pack as at least part of the floor constituting the body assembly, part of the floor of the traditional body can be omitted, which is beneficial to the lightweight design of the vehicle and is beneficial to improving the vehicle's cruising range. In addition, through the sealing assembly and the front panel, the gap between the body main body and the battery pack can be sealed, which can improve the airtightness of the passenger compartment, thereby helping to improve the ride comfort of 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 top view of a vehicle body assembly according to an embodiment of the present application;

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

[0017] FIG3 is a schematic diagram of the assembly of the sealing assembly and the dash panel according to an embodiment of the present application;

[0018] FIG4 is an enlarged view of point U in FIG3 ;

[0019] FIG5 is an enlarged view of point V in FIG3 ;

[0020] FIG6 is a cross-sectional schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0021] FIG7 is an enlarged schematic diagram of a portion of the structure in FIG3 ;

[0022] FIG8 is a schematic diagram of the assembly of a battery pack and a partial structure of a sealing assembly;

[0023] FIG9 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0024] FIG10 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle (without omitting the second connecting member);

[0025] FIG11 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle (omitting the second connecting member);

[0026] FIG12 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle;

[0027] FIG13 is a rear view of a vehicle body assembly according to an embodiment of the present application;

[0028] FIG14 is a bottom view of a vehicle body assembly according to an embodiment of the present application;

[0029] FIG15 is a left side view of a vehicle body assembly according to an embodiment of the present application;

[0030] FIG16 is a schematic diagram of the assembly of a vehicle body assembly and a seat mounting crossbeam according to an embodiment of the present application;

[0031] FIG17 is an enlarged view of point A in FIG16;

[0032] FIG18 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0033] FIG19 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0034] FIG20 is a cross-sectional schematic diagram of a portion of the structure of a vehicle body assembly and a seat mounting crossbeam according to an embodiment of the present application;

[0035] FIG21 is a cross-sectional schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0036] FIG22 is a schematic diagram of the assembly of the center channel, the center cross beam of the front panel, the longitudinal beam, and the front panel according to an embodiment of the present application;

[0037] FIG23 is a schematic diagram of the assembly of the center channel, the center cross beam of the front panel, the longitudinal beam, and the front panel from another angle according to an embodiment of the present application;

[0038] FIG24 is a schematic diagram of the assembly of the center channel, the center cross beam of the dash, the longitudinal beam, and the dash panel according to an embodiment of the present application (part of the dash panel is omitted);

[0039] FIG25 is a schematic diagram of the assembly of the center channel, the center cross beam of the dash, the longitudinal beam, and the dash panel according to another embodiment of the present application (part of the dash panel is omitted);

[0040] FIG26 is a schematic diagram of a middle channel according to an embodiment of the present application;

[0041] FIG27 is a schematic diagram of the middle channel according to another angle of the embodiment of the present application;

[0042] FIG28 is a schematic diagram of the middle channel according to another angle of the embodiment of the present application;

[0043] FIG29 is a cross-sectional view taken at AA in FIG28;

[0044] FIG30 is a schematic structural diagram of a vehicle body assembly according to an embodiment of the present application;

[0045] FIG31 is a side view of a vehicle body assembly according to an embodiment of the present application;

[0046] FIG32 is a schematic structural diagram of a structural reinforcement member according to an embodiment of the present application;

[0047] Figure 33 is a schematic structural diagram of the energy absorption box described in an embodiment of the present application. DETAILED DESCRIPTION

[0048] 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.

[0049] A vehicle body assembly 100 according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 33 .

[0050] As shown in FIG. 1 to FIG. 8 , the vehicle body assembly 100 according to an embodiment of the present application includes: a vehicle body 6 , a battery pack 5 , a sealing assembly 7 , a front panel 621 and a reinforcing beam 42 .

[0051] The vehicle body 6 has a mounting notch 61, which can penetrate the vehicle body 6 along its height direction (i.e., the Z direction shown in FIG6 ). The battery pack 5 is disposed on the vehicle body 6 and obstructs the mounting notch 61. The battery pack 5 is configured to constitute at least a portion of the floor of the vehicle body assembly 100. In some embodiments of the present application, at least a portion of the structure of the battery pack 5 can be located within the mounting notch 61, and the upper cover of the battery pack 5 can be configured to constitute at least a portion of the floor of the vehicle body assembly 100. By providing the vehicle body 6 with the mounting notch 61 and configuring the battery pack 5 to constitute at least a portion of the floor of the vehicle body assembly 100, part of the floor of a conventional vehicle body can be eliminated, thereby reducing the weight of the vehicle body 6, facilitating a lightweight design of the vehicle and improving the vehicle's range.

[0052] Along a first direction of the vehicle body 6 (i.e., the X-direction shown in FIG1 , i.e., the longitudinal direction of the vehicle), the dash panel 621 is located in front of the sealing assembly 7, and the dash panel 621 is connected to the sealing assembly 7 to form an annular structure. At least a portion of the sealing assembly 7 is located between the vehicle body 6 and the battery pack 5. In some embodiments of the present application, a portion of the sealing assembly 7 is located between the vehicle body 6 and the battery pack 5. In some embodiments of the present application, the sealing assembly 7 is located between the vehicle body 6 and the battery pack 5. The sealing assembly 7 is capable of sealing the gap between the vehicle body 6 and the battery pack 5.

[0053] At least a portion of the dash panel 621 is located between the vehicle body 6 and the battery pack 5. In some embodiments of the present application, at least a portion of the dash panel 621 is located between the vehicle body 6 and the battery pack 5. In some embodiments of the present application, at least a portion of the dash panel 621 is located between the vehicle body 6 and the battery pack 5. The dash panel 621 can seal the gap between the vehicle body 6 and the battery pack 5.

[0054] It should be noted that because the battery pack 5 is configured to form at least a portion of the floor of the vehicle body assembly 100, a gap may exist between the battery pack 5 and the main body 6. This gap between the battery pack 5 and the main body 6 allows the passenger compartment to communicate with the outside world through the gap, resulting in passengers experiencing excessive noise and vibration. It also allows a large amount of dust to enter the passenger compartment through the gap between the battery pack 5 and the main body 6, affecting passenger comfort. Sealing the gap between the main body 6 and the battery pack 5 using the sealing assembly 7 and the dash panel 621 improves the airtightness of the passenger compartment, thereby reducing the noise and vibration experienced by passengers and preventing large amounts of dust from entering the passenger compartment through the gap between the battery pack 5 and the main body 6, thus improving vehicle comfort.

[0055] Furthermore, by connecting the sealing assembly 7 and the dash panel 621 to form an annular structure, the gap between the vehicle body 6 and the battery pack 5 can be reliably sealed.

[0056] The vehicle body 6 includes a sill beam 40, which defines a receiving cavity 41. A reinforcing beam 42 is provided in the receiving cavity 41. The sealing assembly 7 is connected to the sill beam 40. By connecting the sealing assembly 7 to the sill beam 40, the sealing assembly 7 can be connected to the vehicle body 6, and the sealing assembly 7 can be firmly installed, so that the sealing assembly 7 can reliably seal the gap between the vehicle body 6 and the battery pack 5, thereby improving the airtightness of the passenger compartment. By arranging a reinforcing beam 42 in the receiving cavity 41 of the sill beam 40, the structural strength of the sill beam 40 can be improved, thereby improving the side collision performance of the vehicle, reducing the probability of deformation of the sealing assembly 7 when the vehicle has a side collision, which is beneficial to improving the reliability of the use of the sealing assembly 7, and reducing the probability of the battery pack 5 being squeezed when the vehicle has a side collision, thereby improving the safety of the vehicle.

[0057] Therefore, by configuring the battery pack 5 to constitute at least part of the floor of the body assembly 100, part of the floor of the traditional body can be eliminated, which is beneficial to the lightweight design of the vehicle and helps to improve the vehicle's cruising range. In addition, through the sealing assembly 7 and the front panel 621, the gap between the body body 6 and the battery pack 5 can be sealed, which can improve the airtightness of the passenger compartment, thereby helping to improve the ride comfort of the vehicle.

[0058] In some embodiments of the present application, as shown in Figures 1 to 8, the annular structure has one of the sealing boss 71 and the sealing groove 56, and the battery pack 5 has the other of the sealing boss 71 and the sealing groove 56, and the sealing boss 71 and the sealing groove 56 have corresponding sealing settings.

[0059] As some embodiments of the present application, as shown in Figure 8, the annular structure has a sealing boss 71, and the battery pack 5 has a sealing groove 56. The sealing boss 71 and the sealing groove 56 have corresponding sealing settings. For example, the annular structure has a sealing boss 71 that protrudes toward the battery pack 5, and the battery pack 5 has a sealing groove 56 that is recessed in a direction away from the annular structure. The sealing boss 71 and the sealing groove 56 have corresponding sealing settings.

[0060] As some embodiments of the present application, the annular structure has a sealing groove 56, and the battery pack 5 has a sealing boss 71. The sealing boss 71 and the sealing groove 56 have corresponding sealing settings. For example, the battery pack 5 has a sealing boss 71 protruding toward the annular structure, and the annular structure has a sealing groove 56 recessed in a direction away from the battery pack 5. The sealing boss 71 and the sealing groove 56 have corresponding sealing settings.

[0061] As some embodiments of the present application, referring to FIG. 8 , foam may be sandwiched between the sealing boss 71 and the sealing groove 56 .

[0062] In some embodiments of the present application, at least a portion of the sealing boss 71 is located within the sealing groove 56 .

[0063] As some embodiments of the present application, in an embodiment in which foam is sandwiched between the sealing boss 71 and the sealing groove 56, part of the sealing boss 71 may be located within the sealing groove 56, or the sealing boss 71 may be completely located within the sealing groove 56, or the sealing boss 71 may not be located within the sealing groove 56.

[0064] By providing the annular structure with one of the sealing boss 71 and the sealing groove 56, and the battery pack 5 with the other of the sealing boss 71 and the sealing groove 56, it is possible to facilitate the relative positioning of the battery pack 5 and the annular structure, thereby reducing the difficulty of assembling the battery pack 5 and the annular structure. Moreover, such an arrangement can also improve the sealing performance.

[0065] As some embodiments of the present application, the battery pack 5 can serve as the front floor of the vehicle body assembly 100 .

[0066] As some embodiments of the present application, the battery pack 5 can serve as the front floor of the vehicle body assembly 100 .

[0067] In some embodiments of the present application, as shown in FIG. 8 , the vehicle body assembly 100 may further include a flexible seal 55 , which is sandwiched between the sealing boss 71 and the sealing groove 56 .

[0068] In some embodiments of the present application, at least a portion of the flexible seal 55 may be located within the sealing groove 56. For example, the entire structure of the flexible seal 55 is located within the sealing groove 56, and the flexible seal 55 is compressed (or can be understood as being squeezed) between the sealing boss 71 and the sealing groove 56. By disposing the flexible seal 55 between the sealing boss 71 and the sealing groove 56, the flexible seal 55 is squeezed by the battery pack 5 and the annular structure. The squeezed flexible seal 55 can achieve a good sealing effect. Moreover, at least a portion of the flexible seal 55 is located within the sealing groove 56, which can make the flexible seal 55 firmly arranged and reduce the probability of the flexible seal 55 being displaced, thereby effectively sealing the gap between the vehicle body 6 and the battery pack 5.

[0069] In some embodiments of the present application, at least a portion of the sealing boss 71 is located within the sealing groove 56 .

[0070] In some embodiments of the present application, a portion of the sealing boss 71 is located within the sealing groove 56, or the entire sealing boss 71 is located within the sealing groove 56. This arrangement facilitates the relative positioning of the battery pack 5 and the annular structure, thereby reducing the difficulty of assembling the battery pack 5 and the annular structure. Moreover, this arrangement can also improve the sealing performance.

[0071] In some embodiments of the present application, the sealing boss 71 and the sealing groove 56 are both configured to be annular.

[0072] It should be noted that the dash panel 621 is connected to the sealing assembly 7 to form an annular structure, and that both the sealing boss 71 and the sealing groove 56 are annular in shape. In other words, the structural forms of the sealing boss 71 and the sealing groove 56 are compatible with the annular structure. By configuring both the sealing boss 71 and the sealing groove 56 as annular structures, the sealing effect of the sealing boss 71 and the sealing groove 56 can be improved, thereby improving the airtightness of the passenger compartment and thus enhancing the ride comfort of the vehicle.

[0073] As a specific embodiment of the present application, the annular structure has a sealing boss 71, the battery pack 5 has a sealing groove 56, part of the structure of the sealing boss 71 is located in the sealing groove 56, and a flexible seal 55 is sandwiched between the sealing boss 71 and the sealing groove 56. The flexible seal 55 is compressed between the sealing boss 71 and the sealing groove 56. Specifically, the flexible seal 55 is squeezed into the sealing groove 56. This arrangement can effectively improve the sealing effect of the sealing boss 71 and the sealing groove 56.

[0074] In some embodiments of the present application, as shown in FIG7 , along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG6 ), the battery pack 5 can be disposed below the sealing assembly 7, and the battery pack 5 can be sealed with the lower surface of the sealing assembly 7. In some embodiments of the present application, the upper surface of the battery pack 5 can be sealed with the lower surface of the sealing assembly 7. This arrangement can reasonably position the sealing assembly 7 and the battery pack 5 relative to each other, which is conducive to improving the sealing effect of the sealing assembly 7.

[0075] As some embodiments of the present application, the sizes of the sealing boss 71 and the sealing groove 56 can be adapted, so that the sealing boss 71 and the sealing groove 56 can be sealed correspondingly, and the upper surface of the battery pack 5 can also be sealed with the lower surface of the sealing assembly 7.

[0076] In some embodiments of the present application, as shown in Figures 6 and 7, the sealing assembly 7 can be located in the mounting notch 61, and along the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 6), the distance between the sealing assembly 7 and the upper end of the mounting notch 61 can be smaller than the distance between the sealing assembly 7 and the lower end of the mounting notch 61.

[0077] By setting the sealing component 7 in the installation notch 61, the setting position of the sealing component 7 can be made reasonable, and by setting the sealing component 7 so that the distance between the sealing component 7 and the upper end of the installation notch 61 is smaller than the distance between the sealing component 7 and the lower end of the installation notch 61, the sealing component 7 can be located in the middle and upper part of the installation notch 61, thereby providing a larger space for the battery pack 5, which is beneficial to increasing the capacity of the battery pack 5, and thus is beneficial to increasing the cruising range of the vehicle.

[0078] In some embodiments of the present application, as shown in Figures 1 to 3, the sealing assembly 7 includes two side seals 73 and a rear seal 75, and the two side seals 73 are arranged opposite to and spaced apart along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1, i.e., the width direction of the vehicle), wherein the two side seals 73 can be a left seal 74 and a right seal 76, and the front panel 621, one of the side seals 73, the rear seal 75, and the other side seal 73 can be connected in sequence end to end, that is, the front panel 621, the left seal 74, the rear seal 75, and the right seal 76 can be connected in sequence end to end.

[0079] Specifically, one end of the dash panel 621 may be connected to one end of the left seal 74, the other end of the left seal 74 may be connected to one end of the rear seal 75, the other end of the rear seal 75 may be connected to one end of the right seal 76, and the other end of the right seal 76 may be connected to the other end of the dash panel 621. At least one of the left seal 74, the rear seal 75, and the right seal 76 may be connected to the vehicle body 6. In some embodiments of the present application, the left seal 74, the rear seal 75, and the right seal 76 may all be connected to the vehicle body 6.

[0080] Such an arrangement can make the structural form of the sealing assembly 7 and the front panel 621 reasonable, and by connecting at least one of the left seal 74, the rear seal 75, and the right seal 76 to the vehicle body 6, the connection between the sealing assembly 7 and the vehicle body 6 can be firm.

[0081] As some embodiments of the present application, the left seal 74, the rear seal 75 and the right seal 76 can be an integrally formed part. As some embodiments of the present application, the left seal 74, the rear seal 75 and the right seal 76 can be separate parts.

[0082] As some embodiments of the present application, the front panel 621, the left seal 74, the rear seal 75, and the right seal 76 all have a sealing boss 71 or a sealing groove 56, so that the sealing boss 71 or the sealing groove 56 is constructed in a ring shape.

[0083] 3-5 , the side seal 73 includes a side body 731 and a side connecting flange 732 . The side body 731 and the side connecting flange 732 are connected to each other. The side body 731 and the side connecting flange 732 can be an integrally formed part. The side body 731 has a sealing boss 71 or a sealing groove 56 . The side connecting flange 732 can be connected to the sill beam 40 of the vehicle body 6 .

[0084] The left seal 74 may include a connected side body 731 and a side connecting flange 732, and the right seal 76 may include a connected side body 731 and a side connecting flange 732. The side body 731 has a sealing boss 71 or a sealing groove 56, and the side connecting flange 732 can be connected to the door sill beam 40 of the vehicle body 6. Specifically, the door sill beam 40 includes a left door sill beam 47 and a right door sill beam 48. The side connecting flange 732 of the left seal 74 can be connected to the left door sill beam 47, and the side connecting flange 732 of the right seal 76 can be connected to the right door sill beam 48. This arrangement can firmly install the side seal 73 and the door sill beam 40 together (for example, by welding), thereby ensuring a firm connection between the sealing assembly 7 and the vehicle body 6.

[0085] The front panel 621 can be connected to the front engine compartment 62, and the rear seal 75 can be connected to the rear floor 63. This arrangement can improve the connection between the sealing assembly 7 and the vehicle body 6 and reduce the probability of separation of the sealing assembly 7 and the vehicle body 6, thereby reliably sealing the gap between the vehicle body 6 and the battery pack 5.

[0086] As some embodiments of the present application, the sealing assembly 7 can be connected to the vehicle body 6 by welding.

[0087] In some embodiments of the present application, the side connecting flange 732 may extend along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG6 ), or the side connecting flange 732 may extend along the second direction of the vehicle body 6 (i.e., the Y direction shown in FIG1 ). In some embodiments of the present application, the left seal 74 may be disposed on a side of the left sill beam 47 near the right sill beam 48 , and the right seal 76 may be disposed on a side of the right sill beam 48 near the left sill beam 47 .

[0088] As shown in some embodiments of the present application, as shown in Figures 1 and 2 , the vehicle body 6 may include a front engine compartment 62, a rear floor panel 63, a left sill beam 47, and a right sill beam 48. The front engine compartment 62 may be connected to the left sill beam 47 and the right sill beam 48, and the rear floor panel 63 may be connected to the left sill beam 47 and the right sill beam 48. In a first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1 ), the front engine compartment 62 may be positioned forward of the rear floor panel 63. Furthermore, the left sill beam 47 and the right sill beam 48 may be positioned between the front engine compartment 62 and the rear floor panel 63. Both the left sill beam 47 and the right sill beam 48 may extend along the first direction of the vehicle body 6. In a second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1 ), the left sill beam 47 and the right sill beam 48 may be spaced apart. The front engine compartment 62, the rear floor panel 63, the left sill beam 47, and the right sill beam 48 may collectively define a mounting notch 61. This arrangement can make the size of the installation gap 61 larger, which is beneficial to the lightweight design of the vehicle. In addition, by having the front cabin 62, the rear floor 63, the left door sill beam 47, and the right door sill beam 48 jointly define the installation gap 61, the position of the installation gap 61 can be made reasonable, so that the setting position of the battery pack 5 can be reasonable, and the space impact of the battery pack 5 on the vehicle trunk can be reduced.

[0089] In some embodiments of the present application, as shown in Figures 6 and 7 , the battery pack 5 may have multiple battery pack connection portions 53, each of which may be connected to the corresponding left and right sill beams 47 and 48. Specifically, the battery pack 5 may have two battery pack connection portions 53, located on the left and right sides of the battery pack 5 along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 6 ). That is, one of the two battery pack connection portions 53 is located near the left sill beam 47, and the other is located near the right sill beam 48. The battery pack connection portion 53 located near the right sill beam 48 can be connected to the right sill beam 48, and the battery pack connection portion 53 located near the left sill beam 47 can be connected to the left sill beam 47.

[0090] In some embodiments of the present application, as shown in Figures 6 and 7 , the battery pack connection portion 53 can be located below the sill beam 40 and connected to the sill beam 40 via bolts. In some embodiments of the present application, the battery pack connection portion 53 can be connected to the sill inner plate 43 of the sill beam 40 via bolts. This arrangement connects the battery pack 5 to the sill beam 40, improving the secure installation of the battery pack 5.

[0091] In some embodiments of the present application, the left and right sides of the battery pack 5 can be connected to the rocker beam 40, the front side of the battery pack 5 can be connected to the bottom of the front wall of the vehicle, and the rear side of the battery pack 5 can be connected to the rear floor 63 of the vehicle. In some embodiments of the present application, the battery pack 5 can be connected to the vehicle body 6 by bolts.

[0092] In some embodiments of the present application, the side connecting flange 732 extends along the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 6), and the extension dimension of the side connecting flange 732 is E1, and E1 can satisfy the relationship: 10mm≤E1≤18mm. That is, the extension dimension of the side connecting flange 732 can be any value between 10mm and 18mm. For example, the extension dimension of the side connecting flange 732 can be, but is not limited to, 10mm, 14mm, 18mm, etc. In some embodiments of the present application, the side connecting flange 732 can extend upward, and the upward extension can be vertically upward or diagonally upward. In some embodiments of the present application, the side connecting flange 732 can extend downward, and the downward extension can be vertically downward or diagonally downward. This configuration can ensure that the extension dimension of the side connecting flange 732 is reasonable, can reliably improve the connection strength between the side seal 73 and the rocker beam 40, and can reduce the probability of separation of the side seal 73 and the rocker beam 40.

[0093] Among them, any two directions among the first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1), the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), and the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 1) are perpendicular to each other.

[0094] In some embodiments of the present application, as shown in Figures 3 and 4, the front panel 621 may include: a front panel body 6211 and a front panel flange 6212, the front panel body 6211 and the front panel flange 6212 are connected, the front panel body 6211 and the front panel flange 6212 can be an integrally molded part, the front panel body 6211 has a sealing boss 71 or a sealing groove 56, the front panel flange 6212 is suitable for connection to the A-pillar of the vehicle, and part of the front panel flange 6212 can be clamped between the side connecting flange 732 and the A-pillar.

[0095] In particular, along a first direction of the vehicle body 6 (i.e., the X direction as shown in FIG1 ), the dash panel 621 can be disposed in front of the side seal 73. Along a second direction of the vehicle body 6 (i.e., the Y direction as shown in FIG1 ), both sides of the dash body 6211 can have dash flanges 6212. The dash flange 6212 on the left side can be connected to the A-pillar on the left side of the vehicle, and a portion of the dash flange 6212 on the left side can be sandwiched between the side connecting flange 732 of the left seal 74 and the A-pillar on the left side of the vehicle. The dash flange 6212 on the right side can be connected to the A-pillar on the right side of the vehicle, and a portion of the dash flange 6212 on the right side can be sandwiched between the side connecting flange 732 of the right seal 76 and the A-pillar on the right side of the vehicle. The dash flange 6212, the A-pillar, and the side connecting flange 732 can be connected by spot welding or by structural adhesive.

[0096] Such an arrangement can improve the connection firmness between the sealing assembly 7 and the vehicle body 6 , and can also improve the connection firmness between the front panel 621 and the side seal 73 .

[0097] Along the first direction of the vehicle body 6 (i.e., the X direction shown in FIG1 ), the length of the dash flange 6212 disposed between the side connecting flange 732 and the A-pillar is E2, and E2 can satisfy the relationship: 10 mm ≤ E2 ≤ 18 mm. That is, the length of the dash flange 6212 disposed between the side connecting flange 732 and the A-pillar can be any value between 10 mm and 18 mm. For example, the length of the dash flange 6212 disposed between the side connecting flange 732 and the A-pillar can be, but is not limited to, 10 mm, 14 mm, 18 mm, etc. In some embodiments of the present application, both the side connecting flange 732 and the dash flange 6212 can extend downward along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG1 ).

[0098] Such an arrangement can make the length of the front wall flange 6212 sandwiched between the side connecting flange 732 and the A-pillar reasonable, and can improve the connection firmness between the front wall panel 621 and the side seal 73.

[0099] In some embodiments of the present application, as shown in Figures 3 and 5, the rear seal 75 may include: a rear body 751 and a rear connecting flange 752, the rear body 751 and the rear connecting flange 752 are connected, the rear body 751 and the rear connecting flange 752 can be an integrally formed part, the rear body 751 has a sealing boss 71 or a sealing groove 56, the rear connecting flange 752 can be connected to the door sill beam 40, and part of the rear connecting flange 752 is clamped between the side connecting flange 732 and the door sill beam 40.

[0100] The rear seal 75 can be disposed behind the side seal 73 along a first direction of the vehicle body 6 (i.e., the X direction shown in FIG1 ). Along a second direction of the vehicle body 6 (i.e., the Y direction shown in FIG1 ), both sides of the rear seal 75 can have rear connecting flanges 752. The left rear connecting flange 752 can be connected to the left sill beam 47, and a portion of the left rear connecting flange 752 can be sandwiched between the side connecting flange 732 of the left seal 74 and the left sill beam 47. The right rear connecting flange 752 can be connected to the right sill beam 48, and a portion of the right rear connecting flange 752 can be sandwiched between the side connecting flange 732 of the right seal 76 and the right sill beam 48. The rear connecting flange 752, the sill beam 40, and the side connecting flanges 732 can be connected by spot welding or structural adhesive.

[0101] Such an arrangement can improve the connection firmness between the sealing assembly 7 and the vehicle body 6 , and can also improve the connection firmness between the rear seal 75 and the side seal 73 .

[0102] Along the first direction of the vehicle body 6 (i.e., the X direction shown in FIG1 ), the length of the rear connecting flange 752 sandwiched between the side connecting flange 732 and the sill beam 40 is E3, and E3 can satisfy the relationship: 10 mm ≤ E3 ≤ 18 mm. That is, the length of the rear connecting flange 752 sandwiched between the side connecting flange 732 and the sill beam 40 can be any value between 10 mm and 18 mm. For example, the length of the rear connecting flange 752 sandwiched between the side connecting flange 732 and the sill beam 40 can be, but is not limited to, 10 mm, 14 mm, 18 mm, etc. In some embodiments of the present application, both the side connecting flange 732 and the rear connecting flange 752 can extend downward along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG1 ).

[0103] Such an arrangement can make the length of the rear connection flange 752 sandwiched between the side connection flange 732 and the door sill beam 40 reasonable, and can improve the connection firmness between the rear seal 75 and the side seal 73.

[0104] In some embodiments of the present application, as shown in Figures 1 and 2, the body assembly 100 may also include: a seat mounting beam 199, which can be arranged above the sealing assembly 7 along the height direction of the body body 6 (i.e., the Z direction shown in Figure 1), and the seat mounting beam 199 can extend along the second direction of the body body 6 (i.e., the Y direction shown in Figure 1), and the two ends of the seat mounting beam 199 are respectively connected to the two side seals 73.

[0105] Among them, along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), the two ends of the seat mounting beam 199 can be respectively connected to the side bodies 731 of the two side seals 73, for example, the two ends of the seat mounting beam 199 can be respectively welded to the side bodies 731 of the two side seals 73.

[0106] The battery pack 5 is connected to the seat-mounted crossbeam 199. It is understood that the seat-mounted crossbeam 199 can be positioned above the battery pack 5 along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG6 ). The battery pack 5 and the seat-mounted crossbeam 199 can be connected by bolts. In some embodiments of the present application, the battery pack 5 and the seat-mounted crossbeam 199 can be connected by multiple bolts, and the multiple bolts can be arranged at intervals along the second direction of the vehicle body 6 (i.e., the Y direction shown in FIG6 ). By connecting the battery pack 5 to the seat-mounted crossbeam 199, the installation security of the battery pack 5 can be improved, and the battery pack 5 can be prevented from separating from the vehicle. Furthermore, in the event of a side collision, the seat-mounted crossbeam 199 and the battery pack 5 can form at least two transmission paths, which can transfer the side collision load to the non-collision area, thereby improving the vehicle's impact energy resistance and increasing the torsional rigidity of the vehicle body.

[0107] As some embodiments of the present application, as shown in FIG6 , the seat mounting cross beam 199 may include a front seat mounting rear cross beam 2 , and the battery pack 5 may be connected to the front seat mounting rear cross beam 2 .

[0108] In some embodiments of the present application, as shown in FIG. 1 , the vehicle body assembly 100 may further include a sixth connecting member 77 . The sixth connecting member 77 may be connected between the side seal 73 and the rocker beam 40 .

[0109] In some embodiments of the present application, the sixth connecting member 77 may include a first sub-body, a second sub-body, and a third sub-body. The second sub-body may be connected between the first and third sub-bodies. The first sub-body may be connected to the side body 731 of the side seal 73. The third sub-body may be connected to the sill beam 40. The sixth connecting member 77 may improve the connection strength between the side seal 73 and the sill beam 40.

[0110] In some embodiments of the present application, the first sub-body and the third sub-body may have an angle therebetween, for example, a 90-degree angle therebetween. This angle facilitates connection of the sixth connector 77 to the side seal 73 and the door sill beam 40.

[0111] As some embodiments of the present application, as shown in Figures 1 and 2, the seat mounting cross beam 199 may include a front seat mounting rear cross beam 2 and a front seat mounting front cross beam 1, and the front seat mounting rear cross beam 2 and the front seat mounting front cross beam 1 may both extend along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), and both ends of the front seat mounting rear cross beam 2 and the front seat mounting front cross beam 1 are respectively connected to two side seals 73.

[0112] Along the first direction of the vehicle body 6 (i.e., the X direction shown in FIG1 ), the sixth connector 77 can be disposed between the front seat mounting rear cross member 2 and the front seat mounting front cross member 1 . Multiple sixth connectors 77 can be provided. Some of the multiple sixth connectors 77 can be connected between the left seal 74 and the left sill beam 47, while others can be connected between the right seal 76 and the right sill beam 48. This arrangement further enhances the secure connection between the side seal 73 and the sill beam 40 and helps improve the vehicle's side impact resistance.

[0113] In some embodiments of the present application, as shown in FIG. 9 to FIG. 15 , the vehicle body assembly 100 according to the embodiment of the present application includes: a longitudinal beam 82 , an A-pillar 87 , a first connecting member 81 and a second connecting member 84 .

[0114] The longitudinal beam 82 includes a first longitudinal beam section 821 and a second longitudinal beam section 822, one end of the second longitudinal beam section 822 is connected to the first longitudinal beam section 821, and the other opposite end of the second longitudinal beam section 822 is connected to the A-pillar 87, and the second longitudinal beam section 822 is an arc-shaped section and is recessed toward the inside of the vehicle; along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in Figure 9), at least part of the first connecting member 81 is located below the longitudinal beam 82, and the first connecting member 81 is connected to the longitudinal beam 82, the A-pillar 87, and the front panel 621; the first connecting member 81 and the front panel 621 jointly define a first cavity structure 88, the first cavity structure 88 has an open end facing the outside of the vehicle, and the second connecting member 84 at least partially closes the open end.

[0115] As some embodiments of the present application, the longitudinal beam 82 may be an integrally formed part, or the longitudinal beam 82 may be a split part.

[0116] Among them, along the length direction of the body component 100 (i.e., the X direction shown in Figure 9), the second longitudinal beam section 822 has two opposite ends, one end of which is connected to the first longitudinal beam section 821, and the other end is connected to the A-pillar 87. The second longitudinal beam section 822 is constructed as an arc section, that is, the second longitudinal beam section 822 is a curved arc structure, and the second longitudinal beam section 822 is recessed toward the inner side of the vehicle.

[0117] By connecting the second longitudinal beam section 822 between the first longitudinal beam section 821 and the A-pillar 87, when the vehicle is involved in a head-on collision, part of the impact force can be transferred to the A-pillar 87 through the first and second longitudinal beam sections 821, 822, thereby enabling the body assembly 100 to reliably withstand and transfer the collision energy. Furthermore, by configuring the second longitudinal beam section 822 as an arcuate section and concave toward the inside of the vehicle, the front wheels of the vehicle can be avoided.

[0118] Along the height direction of the body component 100 (i.e., the Z direction shown in Figure 9), the first connecting member 81 is at least partially located below the longitudinal beam 82, that is, part of the structure of the first connecting member 81 is located below the longitudinal beam 82, or the entire structure of the first connecting member 81 is located below the longitudinal beam 82.

[0119] The first connector 81 is connected to the longitudinal beam 82 and the A-pillar 87. For example, the first connector 81 can be connected to the lower end of the A-pillar 87. In addition, the first connector 81 is connected to the dash panel 621. In some embodiments of the present application, a portion of the first connector 81 can be located below the dash panel 621.

[0120] As some embodiments of the present application, the connection method between the first connecting member 81 and the longitudinal beam 82, the A-pillar 87, and the front panel 621 can be but is not limited to bolt connection, welding, etc.

[0121] When the vehicle collides head-on, part of the impact force can be transmitted to the first connector 81 through the longitudinal beam 82, and then transmitted to the A-pillar 87 and the front panel 621 through the first connector 81, so that the body assembly 100 can reliably withstand and transmit the collision energy.

[0122] The first connecting member 81 and the front panel 621 jointly define a first cavity structure 88 . The first cavity structure 88 has an open end that faces the outside of the vehicle. The second connecting member 84 at least partially closes the open end.

[0123] In other words, a portion of the second connector 84's structure closes the open end, or the entire second connector 84's structure closes the open end. It should be noted that since the first connector 81, the dash panel 621, and the second connector 84 are all sheet metal components, even if at least a portion of the second connector 84 closes the open end, it does not mean that the first cavity structure 88 is a completely enclosed cavity structure. The first cavity structure 88 may still have a gap that communicates with the outside world. When the vehicle is involved in a head-on collision, the first cavity structure 88 can collapse to absorb the collision energy.

[0124] As some embodiments of the present application, as shown in Figures 9 to 15, the number of longitudinal beams 82 can be set to two, and along the width direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 9), the two longitudinal beams 82 can be arranged opposite to each other and spaced apart, and the number of A-pillars 87, the first connecting members 81, and the second connecting members 84 can all be set to two, the two A-pillars 87 and the two first connecting members 81 can all be arranged in a one-to-one correspondence with the two longitudinal beams 82, the two second connecting members 84 can be arranged in a one-to-one correspondence with the two first connecting members 81, and the number of front panels 621 can be set to one, and the two first connecting members 81 are both connected to the front panel 621.

[0125] As a result, the structural design of the body assembly 100 can be reasonable. When the vehicle encounters a head-on collision, the body assembly 100 can reliably withstand, transmit and absorb the collision energy, which can reduce the probability of passenger injury and thus improve the safety performance of the vehicle.

[0126] In some embodiments of the present application, as shown in Figures 12 and 14, the first connecting member 81 includes a connecting section 811 and a connecting body 812, one end of the connecting section 811 is connected to the longitudinal beam 82, and the other end of the connecting section 811 is connected to the connecting body 812, and the connecting body 812 is connected to both the A-pillar 87 and the front panel 621.

[0127] The first connector 81 may include a connecting section 811 and a connecting body 812. The connecting section 811 and the connecting body 812 may be separate components or may be integrally formed. The connecting section 811 has two opposing ends, one of which is connected to the longitudinal beam 82 and the other to the connecting body 812. In some embodiments of the present application, the connection between the connecting section 811 and the longitudinal beam 82 is located below the longitudinal beam 82.

[0128] As some embodiments of the present application, part of the edge of the connecting body 812 is connected to the A-pillar 87 , part of the edge of the connecting body 812 is connected to the front panel 621 , and the first connecting member 81 can jointly define a first cavity structure 88 with the front panel 621 .

[0129] By providing the first connecting member 81 with a connecting section 811 and a connecting body 812, the longitudinal beam 82, the A-pillar 87, and the front panel 621 can be connected together through the first connecting member 81, which can make the body assembly 100 more reliable and less likely to be deformed by a collision. When the vehicle collides head-on, the body assembly 100 can reliably withstand, transmit and absorb the collision energy, thereby reducing the probability of passenger injury.

[0130] In some embodiments of the present application, as shown in Figure 12, the connecting body 812 includes a first sub-body 8121, a second sub-body 8122 and a third sub-body 8123. The first sub-body 8121 is connected to the connecting section 811 and the A-pillar 87, and the second sub-body 8122 and the third sub-body 8123 are connected between the first sub-body 8121 and the front panel 621.

[0131] The first connector 81 may include a connecting section 811 and a connecting body 812. The connecting body 812 may be further divided into a first sub-body 8121, a second sub-body 8122, and a third sub-body 8123. The first sub-body 8121, the second sub-body 8122, and the third sub-body 8123 may be separate parts, or the first sub-body 8121, the second sub-body 8122, and the third sub-body 8123 may be integrally formed.

[0132] The first sub-body 8121 is connected between the connecting section 811 and the A-pillar 87 , the second sub-body 8122 is connected between the first sub-body 8121 and the front panel 621 , and the third sub-body 8123 is connected between the first sub-body 8121 and the front panel 621 .

[0133] By making the connecting body 812 include a first sub-body 8121, a second sub-body 8122 and a third sub-body 8123, the connecting body 812 can be connected to the connecting section 811, the A-pillar 87 and the front panel 621 respectively, so that the longitudinal beam 82, the A-pillar 87 and the front panel 621 can be connected together, which is beneficial to improving the overall structural strength of the body assembly 100, and can enable the body assembly 100 to reliably withstand, transmit and absorb collision energy.

[0134] In some embodiments of the present application, as shown in Figure 12, along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 9), at least a portion of the second sub-body 8122 is located on the rear side of the first sub-body 8121, and along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 9), at least a portion of the third sub-body 8123 is located on the side of the first sub-body 8121 away from the A-pillar 87.

[0135] The height direction of the body component 100 (ie, the Z direction shown in FIG9 ), the first direction of the body component 100 (ie, the X direction shown in FIG9 ), and the second direction of the body component 100 (ie, the Y direction shown in FIG9 ) are all perpendicular to each other.

[0136] The connecting body 812 can be divided into a first sub-body 8121, a second sub-body 8122, and a third sub-body 8123. In some embodiments of the present application, along a first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 9 ), part of the structure of the second sub-body 8122 can be located behind the first sub-body 8121, or the entire structure of the second sub-body 8122 can be located behind the first sub-body 8121, and the second sub-body 8122 is connected between the first sub-body 8121 and the front panel 621.

[0137] As some embodiments of the present application, along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 9), from the outside to the inside of the vehicle, the A-pillar 87, the first sub-body 8121, and the third sub-body 8123 can be arranged in sequence, the third sub-body 8123 is connected to the first sub-body 8121, and at least part of the third sub-body 8123 is arranged on the side of the first sub-body 8121 away from the A-pillar 87, that is, part of the structure of the third sub-body 8123 can be located on the side of the first sub-body 8121 away from the A-pillar 87, or the entire structure of the third sub-body 8123 can be located on the side of the first sub-body 8121 away from the A-pillar 87, and the third sub-body 8123 is connected between the first sub-body 8121 and the front panel 621.

[0138] As some embodiments of the present application, the first sub-body 8121, the second sub-body 8122 and the third sub-body 8123 can be separate parts, and the first sub-body 8121 and the connecting section 811 can be an integrally molded part. This arrangement can not only reduce the production difficulty of the first connecting part 81, but also reduce the assembly difficulty of the first connecting part 81 and the longitudinal beam 82, the A-pillar 87, and the front panel 621, which is conducive to reducing the assembly difficulty of the body assembly 100.

[0139] As some embodiments of the present application, the second sub-body 8122 and the third sub-body 8123 may both extend along the height direction of the vehicle body assembly 100 (ie, the Z direction shown in FIG. 9 ).

[0140] In some embodiments of the present application, as shown in FIG. 10 , the second connecting member 84 is connected to the first connecting member 81 , the front panel 621 , the A-pillar 87 , and the longitudinal beam 82 .

[0141] The first connector 81 and the dash panel 621 define a first cavity structure 88, which has an open end. A portion of the second connector 84 closes the open end, or the entire second connector 84 closes the open end. As a specific embodiment of the present application, as shown in FIG10 , a portion of the second connector 84 closes the open end.

[0142] As some embodiments of the present application, the second connecting member 84 may be constructed as a thin-walled sheet metal member.

[0143] In some embodiments of the present application, along the height direction of the vehicle body assembly 100 (i.e., the Z direction as shown in FIG9 ), the upper end of the second connector 84 can be connected to the longitudinal beam 82, and the lower end of the second connector 84 can be connected to the first connector 81. Along the length direction of the vehicle body assembly 100 (i.e., the X direction as shown in FIG9 ), the rear end of the second connector 84 is connected to the A-pillar 87. Furthermore, the edge of the front panel 621 can be connected to the middle portion of the second connector 84.

[0144] By connecting the second connecting member 84 to the first connecting member 81, the front panel 621, the A-pillar 87, and the longitudinal beam 82, and making the second connecting member 84 close the open end of the first cavity structure 88, the structural form of the body assembly 100 can be made reasonable, and the second connecting member 84 can participate in bearing and transmitting the frontal collision force, thereby improving the safety performance of the vehicle.

[0145] In some embodiments of the present application, as shown in FIG. 10 , the second connecting member 84 is recessed toward the inner side of the vehicle.

[0146] In some embodiments of the present application, the second connecting member 84 may be recessed toward the inner rear of the vehicle. In some embodiments of the present application, the recessed extent of the second connecting member 84 is the same as the recessed extent of the second longitudinal beam section 822 .

[0147] This arrangement allows the second connecting member 84 and the second longitudinal beam section 822 to avoid the front wheels of the vehicle, thereby facilitating the installation of the front wheels of the vehicle and helping to reduce the difficulty of assembling the vehicle.

[0148] In some embodiments of the present application, the body assembly 100 also includes a third connecting member, and, as shown in Figures 12 and 14, the front panel 621 has a first recessed portion 6213 that is recessed upward along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), and the number of first connecting members 81 is two. Along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 9), the first recessed portion 6213 is located between the two first connecting members 81, and the third connecting member is connected between the two first connecting members 81 and partially blocks the first recessed portion 6213.

[0149] Among them, along the second direction of the body component 100 (i.e., the Y direction shown in Figure 9), the two first connecting members 81 can be arranged opposite to each other and at intervals, and a third connecting member is arranged between the two first connecting members 81. The front panel 621 has a first recessed portion 6213, and along the height direction of the body component 100 (i.e., the Z direction shown in Figure 9), the first recessed portion 6213 is recessed upward, that is, the opening of the first recessed portion 6213 faces downward, and the third connecting member blocks part of the first recessed portion 6213, that is, along the height direction of the body component 100 (i.e., the Z direction shown in Figure 9), the third connecting member is arranged corresponding to the first recessed portion 6213 and blocks part of the opening of the first recessed portion 6213.

[0150] By connecting the third connector between the two first connectors 81, the two first connectors 81 can be connected together. When an impact force is transmitted to one first connector 81, the impact force can be transmitted to the other first connector 81 through the third connector, thereby improving the impact resistance of the body assembly 100. Furthermore, by providing the front panel 621 with the first recessed portion 6213, the modal strength of the front panel 621 can be improved. Furthermore, by aligning the third connector with the first recessed portion 6213, the structural design of the body assembly 100 can be more rational, thereby improving the structural stability of the body assembly 100.

[0151] In some embodiments of the present application, as shown in Figures 9, 12, 13, and 14, the body assembly 100 also includes a central channel 9. Along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), the central channel 9 is located on one side of the front panel 621, and the third connecting member is located on the other side of the front panel 621. The central channel 9 and the front panel 621 jointly define a second cavity structure 915, and the second cavity structure 915 corresponds to the first recessed portion 6213.

[0152] The central channel 9 extends along a first direction (i.e., the X direction shown in FIG9 ) of the body assembly 100. In some embodiments of the present application, along a second direction (i.e., the Y direction shown in FIG9 ) of the body assembly 100, the central channel 9 is located in the middle of the front panel 621. The front panel 621 may be constructed as an entire arc-shaped structure.

[0153] Along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), the front panel 621 has two opposite sides, the middle channel 9 is located on one side of the front panel 621, the third connecting member is located on the other side of the front panel 621, and the first connecting member 81 is also located on the other side of the front panel 621. The middle channel 9 and the front panel 621 can jointly define a second cavity structure 915.

[0154] For example, the central channel 9 can be located on the side of the dash panel 621 facing the passenger compartment and connected to the dash panel 621. The third connector and the first connector 81 can both be located on the side of the dash panel 621 away from the passenger compartment. This configuration allows the body assembly 100 to have multiple cavity structures, thereby improving the crush energy absorption capability of the body assembly 100. Furthermore, by aligning the second cavity structure 915 with the first recessed portion 6213, when a collision force is transmitted to the second cavity structure 915 and / or the first recessed portion 6213, the second cavity structure 915 and the first recessed portion 6213 can share the collision force, thereby improving the safety performance of the vehicle.

[0155] As some embodiments of the present application, the middle channel 9 and the front panel 621 can be connected by welding.

[0156] In some embodiments of the present application, the cross section of the longitudinal beam 82 is a closed cross section.

[0157] As some embodiments of the present application, the longitudinal beam 82 may include an inner beam plate and an outer beam plate, which may be connected by welding so that the cross-section of the longitudinal beam 82 is a closed cross-section. This arrangement not only enhances the structural strength of the longitudinal beam 82, but also makes the longitudinal beam 82 less likely to bend and deform, so that the longitudinal beam 82 can more reliably resist external stress. Moreover, this arrangement can reduce the weight of the longitudinal beam 82, thereby reducing the overall weight of the body assembly 100, which is beneficial to the lightweight design of the vehicle.

[0158] In some embodiments of the present application, as shown in FIG14 , the distance between the two ends of the second longitudinal beam segment 822 is D1, which satisfies the relationship: 400 mm ≤ D1 ≤ 500 mm.

[0159] That is, the distance between the two ends of the second longitudinal beam segment 822 can be any value between 400 mm and 500 mm. For example, D1 can be, but is not limited to, 400 mm, 450 mm, 500 mm, etc. This arrangement can ensure a reasonable distance between the two ends of the second longitudinal beam segment 822, which is conducive to ensuring the structural strength of the second longitudinal beam segment 822.

[0160] It should be explained that the distance between the two ends of the second longitudinal beam segment 822 is the minimum distance between the two ends of the second longitudinal beam segment 822 .

[0161] In some embodiments of the present application, as shown in FIG15 , along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG15 ), the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the A-pillar 87 is D2, satisfying the relationship: 530 mm ≤ D2 ≤ 630 mm.

[0162] That is, along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in Figure 15), the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the A-pillar 87 can be any value between 530 mm and 630 mm. For example, the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the A-pillar 87 can be, but is not limited to, 530 mm, 580 mm, 630 mm, etc.

[0163] It should be explained that the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the A-pillar 87 can be understood as the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the end of the A-pillar 87 close to the first longitudinal beam section 821, or it can be understood as the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the end of the A-pillar 87 away from the first longitudinal beam section 821, or it can be understood as the distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and any point of the A-pillar 87.

[0164] Such a configuration can ensure a reasonable distance between the end of the second longitudinal beam section 822 connected to the first longitudinal beam section 821 and the A-pillar 87 , and can also ensure a reasonable size design of the body assembly 100 , which is beneficial to improving the structural strength of the body assembly 100 .

[0165] As some embodiments of the present application, as shown in Figures 9 to 11, the body assembly 100 further includes: a rocker beam 40, which is located behind the A-pillar 87 and connected to the A-pillar 87 along the length direction of the body assembly 100 (i.e., the X direction shown in Figure 9).

[0166] In some embodiments of the present application, as shown in FIG. 16 to FIG. 21 , the vehicle body assembly 100 according to the embodiment of the present application further includes: a fourth connecting member 45 .

[0167] The sill beam 40 defines a receiving cavity 41. The sill beam 40 may extend along the length of the vehicle (i.e., the X direction shown in FIG16 ), and may be provided on both sides of the vehicle along the width of the vehicle (i.e., the Y direction shown in FIG16 ). In some embodiments of the present application, the sill beam 40 may include a sill inner panel 43 and a sill outer panel 44. The sill inner panel 43 and the sill outer panel 44 may be arranged along the width of the vehicle (i.e., the Y direction shown in FIG21 ), and the sill inner panel 43 and the sill outer panel 44 may be connected. The sill outer panel 44 may be provided on a side of the corresponding sill inner panel 43 away from the vehicle. The sill inner panel 43 and the sill outer panel 44 may jointly define the receiving cavity 41.

[0168] As some embodiments of the present application, as shown in Figure 20, the threshold inner panel 43 may have an inner panel body 431, and the end of the inner panel body 431 may have an inner panel connecting plate 432. As shown in Figure 21, the threshold outer panel 44 may have an outer panel body 441, and the end of the outer panel body 441 may have an outer panel connecting plate 442. The inner panel connecting plate 432 may be connected to the outer panel connecting plate 442 to connect the threshold inner panel 43 and the threshold outer panel 44. The inner panel body 431 and the outer panel body 441 may jointly surround the accommodating cavity 41.

[0169] As some embodiments of the present application, the reinforcement beam 42 may be extended along the length direction of the vehicle (ie, the X direction shown in FIG16 ), and the rocker beam 40 may be extended along the length direction of the vehicle (ie, the X direction shown in FIG16 ).

[0170] The reinforcing beam 42 is arranged in the accommodating cavity 41, and at least part of the fourth connecting member 45 can be located in the accommodating cavity 41. As some embodiments of the present application, part of the structure of the fourth connecting member 45 can be located in the accommodating cavity 41, and another part of the structure of the fourth connecting member 45 can be located between the inner plate connecting plate 432 and the outer plate connecting plate 442.

[0171] The fourth connector 45 is connected between the sill beam 40 and the reinforcement beam 42. The fourth connector 45 securely secures the reinforcement beam 42 within the accommodating cavity 41. When the vehicle is subjected to a side collision, the fourth connector 45 can constrain the position of the reinforcement beam 42. When the collision force is very small, the constraint of the fourth connector 45 prevents the reinforcement beam 42 from intruding into the vehicle's interior. When the collision force is large, the constraint of the fourth connector 45 can reduce the amount of intrusion of the reinforcement beam 42 into the vehicle's interior, thereby improving the vehicle's impact resistance. Furthermore, along the first direction of the vehicle (i.e., the X direction shown in FIG. 16 , i.e., the longitudinal direction of the vehicle), a fourth connector 45 is provided at both ends of the reinforcement beam 42. Providing two fourth connectors 45 facilitates constraining the position of the reinforcement beam 42.

[0172] As shown in Figures 18 and 19, the spacing distance between the two fourth connecting members 45 is F1, and F1 satisfies the relationship: 400mm≤F1≤500mm, that is, along the first direction of the vehicle (i.e., the X direction shown in Figure 19), the spacing distance between the two fourth connecting members 45 is any value between 400mm and 500mm. For example, F1 can be but is not limited to 400mm, 450mm, 500mm, etc. This setting can make the spacing distance between the two fourth connecting members 45 reasonable, which is conducive to constraining the position of the reinforcing beam 42.

[0173] The spacing distance between the two fourth connectors 45 can be understood as the minimum spacing distance between the two fourth connectors 45 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ), that is, the distance between the end of the first fourth connector 45 closest to the second fourth connector 45 and the end of the second fourth connector 45 closest to the first fourth connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ). Alternatively, the spacing distance between the two fourth connectors 45 can be understood as the maximum spacing distance between the two fourth connectors 45 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ), that is, the distance between the end of the first fourth connector 45 away from the second fourth connector 45 and the end of the second fourth connector 45 away from the first fourth connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ). Alternatively, the spacing distance between the two fourth connectors 45 can be understood as the distance between the midpoint of one fourth connector 45 and the midpoint of the other fourth connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ) (e.g., as shown in FIG19 ).

[0174] Therefore, by providing the fourth connecting member 45 at both ends of the reinforcing beam 42 and connecting the fourth connecting member 45 between the sill beam 40 and the reinforcing beam 42, when the vehicle is subjected to a side collision, the fourth connecting member 45 can fix the reinforcing beam 42, and can reduce the extent of the reinforcing beam 42 intruding toward the inside of the vehicle, thereby reliably protecting the passengers in the vehicle passenger compartment, which is beneficial to improving the safety of the vehicle.

[0175] In some embodiments of the present application, as shown in Figures 18 and 19 , the length of the reinforcement beam 42 along the first direction of the vehicle (i.e., the X direction shown in Figure 19 ) may be F2, and F1 and F2 may satisfy the relationship: 1.36 ≤ F2 / F1 ≤ 1.45. That is, F2 / F1 may be any value between 1.36 and 1.45, for example, but not limited to, 1.36, 1.40, 1.45, etc. As a specific embodiment of the present application, the length of the reinforcement beam 42 may be 630 mm, and the spacing between the two fourth connectors 45 may be 450 mm, meaning that F2 / F1 may be 1.4. This arrangement ensures a reasonable ratio between the length F2 of the reinforcement beam 42 and the spacing F1 between the two fourth connectors 45, allowing the fourth connectors 45 to securely secure the reinforcement beam 42 within the accommodating cavity 41, thereby facilitating the positioning of the reinforcement beam 42.

[0176] In some embodiments of the present application, as shown in Figures 18 and 19 , the length of the reinforcement beam 42 along the first direction of the vehicle (i.e., the X direction shown in Figure 16 ) may be F2, where F2 may satisfy the relationship: 580mm≤F2≤680mm. In other words, along the first direction of the vehicle (i.e., the X direction shown in Figure 16 ), the length of the reinforcement beam 42 may be any value between 580mm and 680mm. For example, F2 may be, but is not limited to, 580mm, 630mm, 680mm, etc. This configuration ensures a reasonable length for the reinforcement beam 42, which is beneficial for improving vehicle safety.

[0177] As some embodiments of the present application, along the first direction of the vehicle (ie, the X direction shown in FIG. 16 ), the length of the reinforcing beam 42 can be adjusted according to the wheelbase of the vehicle, which can improve the universality of the reinforcing beam 42 .

[0178] As some embodiments of the present application, along the first direction of the vehicle (i.e., the X direction shown in FIG16 ), the length of the reinforcing beam 42 is less than the length of the sill beam 40 . This arrangement is beneficial for saving material of the reinforcing beam 42 and is beneficial for the lightweight design of the vehicle.

[0179] In some embodiments of the present application, as shown in Figures 17 and 18, the fourth connecting member 45 may include a first connecting plate 451 and a second connecting plate 452 connected to each other. The first connecting plate 451 and the second connecting plate 452 may form an angle between them. In some embodiments of the present application, the cross-section of the fourth connecting member 45 may be constructed in an L-shaped manner, that is, the angle between the first connecting plate 451 and the second connecting plate 452 may be 90° or approximately 90°. The first connecting plate 451 may be connected to the reinforcing beam 42, and the second connecting plate 452 may be connected to the door sill beam 40. In some embodiments of the present application, the first connecting plate 451 and the second connecting plate 452 may be integrally formed parts.

[0180] In some embodiments of the present application, the first connecting plate 451 can be connected to the top wall of the reinforcement beam 42. The second connecting plate 452 can be connected to the inner panel connecting plate 432 of the rocker inner panel 43. Alternatively, the second connecting plate 452 can be connected to the inner panel connecting plate 432 of the rocker inner panel 43, and the second connecting plate 452 can be connected to the outer panel connecting plate 442 of the rocker outer panel 44. For example, the second connecting plate 452 can be disposed between the inner panel connecting plate 432 and the outer panel connecting plate 442. This configuration can make the structure of the fourth connecting member 45 reasonable, thereby firmly connecting the reinforcement beam 42 and the rocker beam 40.

[0181] As shown in Figure 17, the second connecting plate 452 can have a notch 4521, and the notch 4521 can penetrate the second connecting plate 452 along the thickness direction of the second connecting plate 452. In the embodiment where the second connecting plate 452 is set between the inner plate connecting plate 432 and the outer plate connecting plate 442, by setting the notch 4521 on the second connecting plate 452, the inner plate connecting plate 432 and the outer plate connecting plate 442 can be directly welded through the notch 4521, and the second connecting plate 452 and the inner plate connecting plate 432 can be directly welded, and the second connecting plate 452 and the outer plate connecting plate 442 can be directly welded, so that any two of the inner plate connecting plate 432, the outer plate connecting plate 442 and the second connecting plate 452 can have a direct connection relationship, which is beneficial to improving the connection firmness between the reinforcing beam 42 and the door sill beam 40.

[0182] In some embodiments of the present application, as shown in FIG18 , the second connecting plate 452 and / or the first connecting plate 451 may be provided with reinforcing ribs 4522. In some embodiments of the present application, the second connecting plate 452 and / or the first connecting plate 451 may be provided with first weight-reducing holes 4523.

[0183] In some embodiments of the present application, as shown in Figures 17 and 18, the vehicle body assembly 100 may further include: a fifth connecting member 46, the fifth connecting member 46 may be located in the accommodating cavity 41, the fifth connecting member 46 may be connected between the sill beam 40 and the reinforcing beam 42, and by providing the fifth connecting member 46, the sill beam 40 can be connected to the reinforcing beam 42, so that the reinforcing beam 42 can be firmly fixed in the accommodating cavity 41, and when the vehicle is subjected to a side collision, the fifth connecting member 46 can constrain the position of the reinforcing beam 42. When the collision force is very small, due to the constraint of the fifth connecting member 46, the reinforcing beam 42 will not invade toward the inside of the vehicle. When the collision force is large, due to the constraint of the fifth connecting member 46, the amount of intrusion of the reinforcing beam 42 toward the inside of the vehicle can be reduced, which is beneficial to improving the vehicle's impact resistance.

[0184] Along the first direction of the vehicle (ie, the X direction shown in FIG. 16 ), fifth connecting members 46 are provided at both ends of the reinforcing beam 42 . Providing two fifth connecting members 46 is helpful in constraining the position of the reinforcing beam 42 .

[0185] Along the height direction of the vehicle (ie, the Z direction shown in FIG. 20 ), the orthographic projections of the fourth connecting member 45 and the fifth connecting member 46 have an overlapping area.

[0186] In some embodiments of the present application, a plane is set that is perpendicular to the height direction of the vehicle (i.e., the Z direction shown in FIG20 ), that is, the normal of the plane is parallel to the height direction of the vehicle (i.e., the Z direction shown in FIG20 ), and among the two fourth connectors 45 and the two fifth connectors 46, the orthographic projection of the fourth connector 45 located on the front side on the plane overlaps with the orthographic projection of the fifth connector 46 located on the front side on the plane, and the orthographic projection of the fourth connector 45 located on the rear side on the plane overlaps with the orthographic projection of the fifth connector 46 located on the rear side on the plane. Such an arrangement can make the fourth connector 45 and the fifth connector 46 reasonably positioned, can fully utilize the space of the accommodating cavity 41, and can greatly increase the installation firmness of the reinforcement beam 42, can reliably protect the passengers in the vehicle passenger compartment, and is conducive to improving the safety of the vehicle.

[0187] Any two directions of the vehicle length direction (i.e., the X direction shown in Figure 16), the vehicle width direction (i.e., the Y direction shown in Figure 16), and the vehicle height direction (i.e., the Z direction shown in Figure 20) described in this application are perpendicular to each other.

[0188] In some embodiments of the present application, as shown in Figures 18 and 19 , along the first direction of the vehicle (i.e., the X direction shown in Figure 16 ), the spacing between the two fifth connectors 46 can be F3, and F1 and F3 can satisfy the relationship: 0.8≤F3 / F1≤0.84. That is, F3 / F1 can be any value between 0.8 and 0.84, for example, F3 / F1 can be, but is not limited to, 0.8, 0.82, 0.84, etc. As a specific embodiment of the present application, the spacing between the two fourth connectors 45 is 450 mm, and the spacing between the two fifth connectors 46 is 370 mm, i.e., F3 / F1 can be 0.82. This arrangement ensures a reasonable ratio between the spacing F3 between the two fifth connectors 46 and the spacing F1 between the two fourth connectors 45, enabling the fourth connectors 45 and the fifth connector 46 to securely secure the reinforcement beam 42 to the accommodating cavity 41, thereby improving the vehicle's impact resistance.

[0189] In some embodiments of the present application, as shown in Figures 18 and 19, along the first direction of the vehicle (i.e., the X direction shown in Figure 16), the spacing distance between the two fifth connectors 46 can be F3, and F3 can satisfy the relationship: 320mm≤F3≤420mm. In other words, along the first direction of the vehicle (i.e., the X direction shown in Figure 19), the spacing distance between the two fifth connectors 46 can be any value between 320mm and 420mm. For example, F3 can be, but is not limited to, 320mm, 370mm, 420mm, etc. This configuration can ensure a reasonable spacing distance between the two fifth connectors 46, firmly fix the reinforcement beam 42 in the accommodating cavity 41, and further improve the vehicle's impact resistance.

[0190] The spacing distance between the two fifth connectors 46 can be understood as the minimum spacing distance between the two fifth connectors 46 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ), that is, the distance between the end of the first fifth connector 46 closest to the second fifth connector 46 and the end of the second fifth connector 46 closest to the first fifth connector 46 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ). Alternatively, the spacing distance between the two fifth connectors 46 can be understood as the maximum spacing distance between the two fifth connectors 46 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ), that is, the distance between the end of the first fifth connector 46 away from the second fifth connector 46 and the end of the second fifth connector 46 away from the first fifth connector 46 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ). Alternatively, the spacing distance between the two fifth connectors 46 can be understood as the distance between the midpoint of one fifth connector 46 and the midpoint of the other fifth connector 46 along the first direction of the vehicle (i.e., the X direction shown in FIG16 ) (e.g., as shown in FIG19 ).

[0191] In some embodiments of the present application, as shown in Figures 17 and 18, the fifth connector 46 may include a connector body 461, a first connecting flange 462, and a second connecting flange 463. The first connecting flange 462 and the second connecting flange 463 may both be connected to the connector body 461. In some embodiments of the present application, the connector body 461, the first connecting flange 462, and the second connecting flange 463 may be an integrally formed part.

[0192] The connector body 461 may be connected to the reinforcing beam 42, the first connecting flange 462 may be connected to the bottom wall of the accommodating cavity 41, and the second connecting flange 463 may be connected to the inner sidewall 411 of the accommodating cavity 41. In some embodiments of the present application, the connector body 461 may be connected to the bottom wall of the reinforcing beam 42, the first connecting flange 462 may be connected to the bottom wall of the inner panel body 431 of the rocker inner panel 43, and the second connecting flange 463 may be connected to the inner sidewall 411 of the accommodating cavity 41. The inner sidewall 411 of the accommodating cavity 41 may be understood as the sidewall of the inner panel body 431 of the rocker inner panel 43.

[0193] This arrangement can make the structural form of the fifth connecting member 46 reasonable, and can make the fifth connecting member 46 connected to the reinforcing beam 42, the bottom wall of the accommodating cavity 41, and the inner wall 411 of the accommodating cavity 41, so that the reinforcing beam 42 and the threshold beam 40 can be firmly connected together.

[0194] As some embodiments of the present application, the connection method between the threshold outer panel 44 and the threshold inner panel 43, the connection method between the fourth connecting member 45 and the reinforcement beam 42, the connection method between the fourth connecting member 45 and the threshold beam 40, the connection method between the fifth connecting member 46 and the reinforcement beam 42, and the connection method between the fifth connecting member 46 and the threshold beam 40 can all be but are not limited to welding, screwing, riveting, etc.

[0195] In some embodiments of the present application, as shown in Figures 17 and 18, the connector body 461 may include: a first plate 4611, a second plate 4612, and a third plate 4613, wherein the first plate 4611 and the third plate 4613 are arranged opposite and spaced apart, and the second plate 4612 is connected between the first plate 4611 and the third plate 4613. Specifically, one end of the second plate 4612 can be connected to the first plate 4611, and the other end of the second plate 4612 can be connected to the third plate 4613. In some embodiments of the present application, the first plate 4611, the second plate 4612, and the third plate 4613 can be an integrally formed part. The second plate 4612 can be connected to the reinforcing beam 42. In some embodiments of the present application, the second plate 4612 can be connected to the bottom wall of the reinforcing beam 42.

[0196] As some embodiments of the present application, the first plate body 4611 and the third plate body 4613 can both extend along the height direction of the vehicle (i.e., the Z direction shown in Figure 20) and in a direction away from the reinforcing beam 42. That is to say, the first plate body 4611, the second body and the third plate body 4613 can be constructed into a structure similar to the shape of a "J". Such an arrangement can make the fifth connecting member 46 have a very high structural strength.

[0197] The end of the first plate 4611 away from the second plate 4612 may be provided with a first connecting flange 462, or the end of the third plate 4613 away from the second plate 4612 may be provided with a first connecting flange 462, or both the end of the first plate 4611 away from the second plate 4612 and the end of the third plate 4613 away from the second plate 4612 may be provided with a first connecting flange 462. In some embodiments of the present application, both the end of the first plate 4611 away from the second plate 4612 and the end of the third plate 4613 away from the second plate 4612 are provided with a first connecting flange 462. This configuration can provide the fifth connecting member 46 with more first connecting flanges 462, thereby improving the connection strength between the fifth connecting member 46 and the door sill beam 40.

[0198] The side edge of the first plate 4611 may be provided with a second connecting flange 463, or the side edge of the third plate 4613 may be provided with a second connecting flange 463, or both the side edge of the first plate 4611 and the side edge of the third plate 4613 may be provided with a second connecting flange 463. In some embodiments of the present application, the side edge of the first plate 4611 and the side edge of the third plate 4613 are both provided with a second connecting flange 463. This configuration can provide the fifth connecting member 46 with more second connecting flanges 463, further improving the connection strength between the fifth connecting member 46 and the door sill beam 40.

[0199] It is understood that the fifth connecting member 46 may be supported between the reinforcement beam 42 and the rocker beam 40 .

[0200] As some embodiments of the present application, a first weight-reducing hole 4523 may be provided on the second plate 4612 and / or the first connecting flange 462 .

[0201] As some embodiments of the present application, the fourth connecting member 45 and the fifth connecting member 46 may both be cold stamped parts.

[0202] As some embodiments of the present application, the fifth connecting member 46 is provided corresponding to the battery pack mounting point of the door sill beam 40 .

[0203] In some embodiments of the present application, as shown in Figures 16 and 17, along the second direction of the vehicle (ie, the Y direction shown in Figure 16), the orthographic projection of the fourth connecting member 45 and the orthographic projection of the seat mounting beam 199 of the vehicle have an overlapping area.

[0204] Specifically, a plane is defined that is perpendicular to the second direction of the vehicle (i.e., the Y direction shown in FIG16 ), that is, the normal of the plane is parallel to the second direction of the vehicle (i.e., the Y direction shown in FIG16 ). The orthographic projection of the fourth connector 45 overlaps with the orthographic projection of the vehicle's seat-mounting crossbeam 199. The seat-mounting crossbeam 199 may include a front seat-mounting front crossbeam 1 and a front seat-mounting rear crossbeam 2. Of the two fourth connectors 45, the orthographic projection of the front fourth connector 45 on the plane overlaps with the orthographic projection of the front seat-mounting front crossbeam 1 on the plane, while the orthographic projection of the rear fourth connector 45 on the plane overlaps with the orthographic projection of the front seat-mounting rear crossbeam 2 on the plane. When the vehicle is subjected to a side collision, the seat-mounting crossbeam 199 can effectively support the fourth connector 45, reducing the probability of the reinforcement beam 42 continuing to intrude into the passenger compartment toward the vehicle interior, thereby reliably protecting passengers in the vehicle's passenger compartment and improving vehicle safety.

[0205] In some embodiments of the present application, as shown in FIG. 22 to FIG. 29 , the vehicle body assembly 100 may further include a front center cross member 89 , and the center channel 9 includes a center channel body 91 .

[0206] The central channel body 91 includes a first channel section 911 and a second channel section 912 that are interconnected. The end of the first channel section 911 away from the second channel section 912 is connected to the front center cross member 89, and the end of the second channel section 912 away from the first channel section 911 is connected to the front seat mounting front cross member 1. The end of the first channel section 911 near the second channel section 912 is connected to the end of the second channel section 912 near the first channel section 911. By connecting the second channel section 912 to the front seat mounting front cross member 1, the length of the central channel body 91 can be shortened so that the central channel body 91 is not present in the rear passenger compartment, thereby improving the comfort of the rear passengers in the passenger compartment. Furthermore, by connecting the second channel section 912 to the front seat mounting front cross member 1, the collision safety performance of the vehicle can be ensured. In some optional embodiments of the present application, the central channel body 91 is an integrally formed part, that is, the first channel section 911 and the second channel section 912 are integrally formed. This arrangement can improve the structural strength of the central channel body 91.

[0207] In the longitudinal direction of the vehicle (i.e., the X direction shown in FIG. 22 ), the first channel section 911 is located in front of the second channel section 912. In other words, the central channel body 91 is a structure extending along the longitudinal direction of the vehicle. The front center cross member 89 is located in front of the front seat mounting front cross member 1. In the height direction of the vehicle (i.e., the Z direction shown in FIG. 24 ), the height of the front center cross member 89 is higher than the height of the front seat mounting front cross member 1. The end of the first channel section 911 away from the second channel section 912 is higher than the second channel section 912. In other words, the end of the first channel section 911 connected to the front center cross member 89 is higher than the second channel section 912. Furthermore, the first channel section 911 is configured as a downwardly concave arc. In other words, the first channel section 911 is configured as a downwardly concave arc section. Alternatively, it can be understood that the longitudinal cross section of the first channel section 911 (i.e., the cross section along the vehicle height direction) is arc-shaped.

[0208] It should be explained that, by constructing the middle channel body 91 into a structural form in which one end of the first channel section 911 away from the second channel section 912 is higher than the second channel section 912, the middle channel body 91 can be easily connected between the front center cross beam 89 and the front seat mounting front cross beam 1. In addition, by constructing the first channel section 911 as a downwardly concave arc section, the first channel section 911 can be concave, thereby reducing the space occupied by the middle channel body 91, which is conducive to reducing the difficulty of arranging vehicle parts. As some optional embodiments of the present application, the auxiliary instrument of the vehicle can be blocked by the auxiliary instrument. That is, the first channel section 911 can provide an installation point for the auxiliary instrument of the vehicle. By constructing the first channel section 911 as a downwardly concave arc section, a larger installation space can be provided for the auxiliary instrument of the vehicle.

[0209] As some optional embodiments of the present application, the middle channel body 91 and the front center cross beam 89, as well as the middle channel body 91 and the front seat mounting front cross beam 1 can be connected by welding.

[0210] In some optional embodiments of the present application, the central channel body 91 may be located inside the passenger compartment. Furthermore, the central channel body 91 may be located above the front floor of the vehicle. In some optional embodiments of the present application, the upper surface of the vehicle's battery pack may serve as the vehicle's front floor. In some optional embodiments of the present application, the central channel body 91 may be centrally located inside the passenger compartment.

[0211] Therefore, by connecting the second channel section 912 to the front cross beam 1 for mounting the front seat, the length of the middle channel body 91 can be shortened so that the middle channel body 91 does not exist in the rear row of the passenger compartment, thereby improving the comfort of the rear passengers in the passenger compartment, and by connecting the second channel section 912 to the front cross beam 1 for mounting the front seat, the collision safety performance of the vehicle can be ensured. In addition, by constructing the first channel section 911 as a downwardly concave arc, the space occupied by the middle channel body 91 can be reduced, which is conducive to reducing the difficulty of arranging vehicle components.

[0212] Furthermore, the middle channel body 91 of the present application is short in length, which is beneficial to reducing the weight of the middle channel body 91 and facilitating the lightweight design of the vehicle.

[0213] In some embodiments of the present application, as shown in FIG. 22 , FIG. 24 , FIG. 26 , and FIG. 28 , the width of the first channel segment 911 may gradually increase from the first channel segment 911 to the second channel segment 912 .

[0214] That is, the width of the first channel section 911 can gradually increase along the length of the vehicle (i.e., the X direction shown in FIG. 22 ), wherein the width of the first channel section 911 can be understood as the width of the first channel section 911 along the width direction of the vehicle (i.e., the Y direction shown in FIG. 22 ). By configuring the width of the first channel section 911 to gradually increase along the length of the vehicle, the structural strength of the first channel section 911 and the structural strength of the middle channel body 91 can be increased, thereby ensuring the collision safety performance of the vehicle and improving the safety of the vehicle.

[0215] In some embodiments of the present application, as shown in FIG28 , the width of the end of the first channel section 911 away from the second channel section 912 can be N1, and N1 can satisfy the relationship: 100 mm ≤ N1 ≤ 180 mm. In other words, along the width direction of the vehicle (i.e., the Y direction shown in FIG22 ), the width N1 of the end of the first channel section 911 away from the second channel section 912 can be any value between 100 mm and 180 mm. For example, N1 can be, but is not limited to, 100 mm, 140 mm, 180 mm, etc. This configuration can ensure a reasonable width of the end of the first channel section 911 away from the second channel section 912, which is conducive to ensuring the structural strength of the first channel section 911.

[0216] In some embodiments of the present application, the width of the end of the first channel section 911 near the second channel section 912 can be N2, and N2 can satisfy the relationship: 150mm≤N2≤230mm. In other words, along the width direction of the vehicle (i.e., the Y direction shown in Figure 22), the width N2 of the end of the first channel section 911 near the second channel section 912 can be any value between 150mm and 230mm. For example, N2 can be, but is not limited to, 150mm, 190mm, 230mm, etc. This configuration can ensure a reasonable width dimension of the end of the first channel section 911 near the second channel section 912, which helps to further ensure the structural strength of the first channel section 911.

[0217] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in FIG. 24 ), the lower ends of the first channel section 911 and the second channel section 912 may be provided with connecting flanges 9112 , and the width of the first channel section 911 described in this application does not include the connecting flanges 9112 .

[0218] It should be noted that, along the height direction of the vehicle (i.e., the Z direction shown in FIG. 24 ), the two side walls of the central channel body 91 can be constructed in a gradually approaching structure (as shown in FIG. 29 ), and N1 can be understood as the width dimension of any point of the first channel section 911 away from the end of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG. 22 ). For example, N1 can be the width dimension of the top wall of the first channel section 911 away from the end of the second channel section 912, or N1 can be the distance between the bottom ends of the two side walls of the first channel section 911 away from the end of the second channel section 912.

[0219] In some embodiments of the present application, as shown in FIG25 , the length of the front cross beam 1 for front seat installation is N3, and N3 and N2 may satisfy the relationship: 0.07N3 ≤ N2 ≤ 0.15N3. In this case, along the width direction of the vehicle (i.e., the Y direction shown in FIG22 ), the width of the end of the first channel section 911 near the second channel section 912 may be N2, and along the width direction of the vehicle (i.e., the Y direction shown in FIG22 ), the length of the front cross beam 1 for front seat installation may be N3. The width N2 of the end of the first channel section 911 near the second channel section 912 may be any value between 0.07N3 and 0.15N3, for example, N2 may be, but is not limited to, 0.07N3, 0.107N3, 0.15N3, etc. As some optional embodiments of the present application, along the width direction of the vehicle (i.e., the Y direction shown in FIG22 ), the width of the end of the first channel section 911 near the second channel section 912 may be 190 mm, and the length of the front cross beam 1 for front seat installation may be 1770 mm. Such an arrangement can make the ratio between the length of the front cross beam 1 for mounting the front seats and the width of the end of the first channel section 911 close to the second channel section 912 reasonable, which is beneficial to improving the overall structural strength of the vehicle body.

[0220] In some embodiments of the present application, as shown in Figures 22, 24, and 26-28, the end of the second channel section 912 away from the first channel section 911 may have a first overlapping flange 9121. The first overlapping flange 9121 is suitable for connecting to the top wall of the front crossbeam 1 for mounting the front seat. In some optional embodiments of the present application, the first overlapping flange 9121 may be welded to the top wall of the front crossbeam 1 for mounting the front seat. As shown in Figure 28, along the length direction of the middle channel body 91 (i.e., the X direction shown in Figure 22), the length of the first overlapping flange 9121 may be N4. As shown in Figure 25, the width of the front crossbeam 1 for mounting the front seat may be N5. N4 and N5 may satisfy the relationship: 0.3N5≤N4≤0.5N5. In other words, N4 may be, but is not limited to, 0.3N5, ​​0.4N5, 0.5N5, etc. Such a setting can make the ratio between the length of the first overlapping flange 9121 and the width of the front cross beam 1 for mounting the front seat reasonable, which is conducive to ensuring the connection strength between the first overlapping flange 9121 and the front cross beam 1 for mounting the front seat, thereby reducing the probability of separation of the first overlapping flange 9121 and the front cross beam 1 for mounting the front seat.

[0221] As some optional embodiments of the present application, as shown in Figures 27 and 28, the end of the second channel section 912 away from the first channel section 911 may have a second overlapping flange 9122, and the number of the second overlapping flange 9122 may be multiple, for example, the number of the second overlapping flange 9122 may be two, and the two second overlapping flanges 9122 may be respectively located on both sides of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 22), and the second overlapping flange 9122 is suitable for connecting to the front side wall of the front seat mounting front cross beam 1. As some optional embodiments of the present application, the second overlapping flange 9122 may be welded to the front side wall of the front seat mounting front cross beam 1. Such an arrangement can improve the connection strength between the middle channel body 91 and the front seat mounting front cross beam 1, and can reduce the probability of separation between the middle channel body 91 and the front seat mounting front cross beam 1.

[0222] In some embodiments of the present application, as shown in Figure 29, along the height direction of the vehicle (i.e., the Z direction shown in Figure 24), the height of the second channel section 912 can be N6, and N6 can satisfy the relationship: 40mm≤N6≤120mm. In other words, the height N6 of the second channel section 912 can be any value between 40mm and 120mm, for example, N6 can be but not limited to 40mm, 80mm, 120mm, etc. It should be noted that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 24), the height of any point of the second channel section 912 can be N6. Such an arrangement can make the height dimension of the second channel section 912 reasonable, which is conducive to ensuring the structural strength of the second channel section 912.

[0223] In some embodiments of the present application, as shown in Figures 22-28, the width of the second channel section 912 can remain unchanged from the first channel section 911 to the second channel section 912. That is, along the length direction of the vehicle (i.e., the X direction shown in Figure 22), the width of the second channel section 912 in the vehicle width direction can remain unchanged. As some optional embodiments of the present application, the width of the end of the first channel section 911 close to the second channel section 912 can be N2, and the width of the second channel section 912 can be N2, and N2 can satisfy the relationship: 150mm≤N2≤230mm. That is, the width of the second channel section 912 can be any value between 150mm and 230mm.

[0224] That is, along the length direction of the vehicle (i.e., the X direction shown in FIG. 22 ), the width of the second channel section 912 can remain unchanged, and the width of the second channel section 912 is the same as the width of the end of the first channel section 911 near the second channel section 912. As some optional embodiments of the present application, the width of the second channel section 912 can be 190 mm. This arrangement can make the structure of the second channel section 912 reasonable, which is conducive to ensuring the structural strength of the second channel section 912. Moreover, by setting the second channel section 912 to a structure with a constant width, it is conducive to reducing the difficulty of producing the middle channel 9.

[0225] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in FIG. 24 ), the lower ends of the first channel section 911 and the second channel section 912 may be provided with connecting flanges 9112 , and the width of the second channel section 912 described in this application does not include the connecting flanges 9112 .

[0226] It should be noted that along the height direction of the vehicle (i.e., the Z direction shown in FIG. 24 ), the two side walls of the middle channel body 91 can be constructed in a gradually approaching structure (as shown in FIG. 29 ), and N2 can be understood as the width dimension of any point of the second channel section 912 along the width direction of the vehicle (i.e., the Y direction shown in FIG. 22 ). For example, N2 can be the width dimension of the top wall of the second channel section 912, or N2 can be the distance between the bottom ends of the two side walls of the second channel section 912.

[0227] In some embodiments of the present application, as shown in Figures 22-25, the central channel body 91 is adapted to be connected to the longitudinal beams 82 of the vehicle. As some optional embodiments of the present application, the vehicle may have two longitudinal beams 82, both of which may extend along the length direction of the vehicle (i.e., the X direction shown in Figure 22), and the two longitudinal beams 82 may be spaced apart and arranged opposite to each other along the width direction of the vehicle (i.e., the Y direction shown in Figure 22). The ends of the front center cross beam 89 may be respectively welded to the two longitudinal beams 82, and the central channel body 91 may be indirectly connected to the longitudinal beams 82 of the vehicle via the front center cross beam 89.

[0228] In some embodiments of the present application, as shown in FIG29 , the first channel section 911 may define an open first channel body, and the second channel section 912 may define an open second channel body 9123. The first channel body and the second channel body 9123 may be adjacent to each other and may communicate with each other. Both the first channel body and the second channel body 9123 may be open toward the front panel 621 of the vehicle.

[0229] The middle channel body 91 is suitable for being connected to the front panel 621 of the vehicle. As some optional embodiments of the present application, as shown in Figures 26-28, the lower ends of the first channel section 911 and the second channel section 912 can be provided with connecting flanges 9112, and the middle channel body 91 can be connected to the front panel 621 of the vehicle through the connecting flanges 9112.

[0230] Furthermore, at least a portion of the open end of the first trough body and / or at least a portion of the open end of the second trough body 9123 is blocked by the front panel 621. In other words, the front panel 621 can block at least a portion of the open end of the first trough body, or the front panel 621 can block at least a portion of the open end of the second trough body 9123, or the front panel 621 can block at least a portion of the open end of the second trough body 9123 and at least a portion of the open end of the first trough body. As some optional embodiments of the present application, the connecting flange 9112 of the first channel section 911 of the middle channel body 91 and a portion of the connecting flange 9112 of the second channel section 912 can be connected to the front panel 621 of the vehicle.

[0231] Such an arrangement can form a cavity between the central channel body 91 and the front panel 621 of the vehicle, which is beneficial to improving the impact resistance of the front of the vehicle, thereby ensuring the collision safety performance of the vehicle.

[0232] As some optional embodiments of the present application, the central channel body 91 can be located on one side of the front wall panel 621, and the front wall center cross beam 89 can be located on the other side of the front wall panel 621. It should be explained that although the central channel body 91 and the front wall center cross beam 89 are respectively located on the two sides of the front wall panel 621, the central channel body 91 and the front wall center cross beam 89 can also be directly connected by spot welding the central channel body 91, the front wall center cross beam 89, and the front wall panel 621. As some optional embodiments of the present application, the front wall center cross beam 89 has two flange structures along the height direction of the vehicle, and the end of the first channel section 911 away from the second channel section 912 can be spot welded to at least one of the two flange structures of the front wall center cross beam 89.

[0233] In some embodiments of the present application, as shown in Figure 24, the second channel section 912 may have a first sub-channel section 9124 and a second sub-channel section 9125, the first sub-channel section 9124 may be connected between the first channel section 911 and the second sub-channel section 9125, the first channel section 911 and the first sub-channel section 9124 are suitable for connection to the front panel 621, and the second sub-channel section 9125 is suitable for connection to the front cross beam 1 for mounting the front seat. That is to say, the first channel section 911 can define an open first trough body, the first sub-channel section 9124 can define an open first sub-trough body, and the second sub-channel section 9125 can define an open second sub-trough body. The first sub-trough body and the second sub-trough body together constitute the second trough body 9123. The first channel section 911 and the first sub-channel section 9124 are suitable for connection with the front panel 621, and the open end of the first trough body of the first channel section 911 facing the front panel 621 is blocked by the front panel 621, and the open end of the first sub-trough body of the first sub-channel facing the front panel 621 is blocked by the front panel 621.

[0234] It should be noted that the first channel section 911 and the first sub-channel section 9124 are subjected to great force. By making the open end of the first trough body toward the front panel 621 blocked by the front panel 621, and making the open end of the first sub-trough body toward the front panel 621 blocked by the front panel 621, the impact resistance of the first channel section 911 and the first sub-channel section 9124 can be improved, which is beneficial to improving the impact resistance of the front part of the vehicle and ensuring the collision safety performance of the vehicle.

[0235] As some optional embodiments of the present application, as shown in Figures 26 to 29, the central channel body 91 may have a reinforcement structure 913, which may protrude in a direction away from the front panel 621. The number of reinforcement structures 913 may be multiple, for example, as shown in Figure 26, the number of reinforcement structures 913 may be two.

[0236] It should be noted that, in this application, the first direction of the vehicle, the first direction of the body assembly 100, and the first direction of the body 6 are the same direction (i.e., the length direction of the body assembly 100). The second direction of the vehicle, the second direction of the body assembly 100, and the second direction of the body 6 are the same direction (i.e., the width direction of the body assembly 100). The height direction of the vehicle, the height direction of the body assembly 100, and the height direction of the body 6 are the same direction (i.e., the height direction of the body assembly 100).

[0237] In some embodiments of the present application, as shown in Figures 30 to 33, the body assembly 100 also includes: an anti-collision beam 20 and an energy absorption box 30, 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; a support member 40, the support member 40 is located on the side of the anti-collision beam 20 away from the energy absorption box 30, and the support member 40 is fixedly connected to the anti-collision beam 20.

[0238] Among them, the longitudinal beam 82, the anti-collision beam 20 and the energy absorption box 30 can all be made of traditional steel materials, 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. For example, the anti-collision beam 20 can be formed with two, three, four, or other cavities 21. However, the present application is not limited thereto. 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. The present 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 bow shape, and the height dimension of the anti-collision beam 20 along the height direction of the vehicle can be A1, satisfying the relationship 102mm≤A1≤122mm, that is, the height dimension A1 of the anti-collision beam 20 along the height direction of the vehicle can be 102mm, 122mm, and any value between 102mm-122mm. The length dimension of the anti-collision beam 20 along the length direction of the vehicle can be A2, satisfying the relationship 35mm≤A2≤45mm, that is, the length dimension A2 of the anti-collision beam 20 along the length direction of the vehicle can be 35mm, 45mm, and any value between 35-45mm. The width dimension of the anti-collision beam 20 along the width direction of the vehicle can be A3, satisfying the relationship 1005mm≤A3≤1335mm, that is, the width dimension A3 of the anti-collision beam 20 along the width direction of the vehicle can be 1005mm, 1335mm, and any value between 1005mm-1335mm. And along the width direction of the vehicle, the cavity 21 of the anti-collision beam 20 can have a second recessed portion 22 extending along the width direction of the vehicle, and the energy absorption box 30 can also have an energy absorption box cavity, and the size of the energy absorption box cavity can be 174mm*71mm. Such a setting can ensure that the weight of the anti-collision beam 20 and the energy absorption box 30 is the lightest while ensuring that the performance of the anti-collision beam 20 and the energy absorption box 30 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.

[0239] 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; for 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. In addition, the welded connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0240] 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, protecting the battery pack from damage during the collision, thereby improving the safety performance of the entire vehicle.

[0241] The support member 40 is located on the side of the anti-collision beam 20 away from the energy absorption box 30. The support member 40 is fixedly connected to the anti-collision beam 20. For example, the support member 40 and the anti-collision beam 20 can be fixedly connected by welding, or the support member 40 and the anti-collision beam 20 can also be fixedly connected by bolts. However, the present application is not limited to this. The support member 40 and the anti-collision beam 20 can also be fixedly connected by other means, as long as the support member 40 and the anti-collision beam 20 are fixedly connected. When a vehicle collides with a pedestrian, the support member 40 can provide support and protection for the pedestrian's legs, and the energy absorption box 30 collapses to absorb a large amount of collision energy, so that the longitudinal beam 82 does not deform, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0242] 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, protect the battery pack from damage during the collision, and thus improve the safety performance of the entire vehicle. The support member 40 is located on the side of the anti-collision beam 20 away from the energy absorption box 30, and the support member 40 is fixedly connected to the anti-collision beam 20. When the vehicle collides with a pedestrian, the support member 40 can support and protect the pedestrian's legs, and the energy absorption box 30 collapses to absorb a large amount of collision energy, so that the longitudinal beam 82 does not deform, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0243] According to some embodiments of the present application, as shown in Figure 30, the support member 40 may include: a fourth plate body 41, a fifth plate body 42 and a sixth plate body 44, the fifth plate body 42 is connected between the fourth plate body 41 and the sixth plate body 44, the fifth plate body 42 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 fourth plate body 41 and the sixth plate body 44 are both fixedly connected to the anti-collision beam 20.

[0244] The fifth plate 42 is connected between the fourth plate 41 and the sixth plate 44. For example, the fifth plate 42, the fourth plate 41, and the sixth plate 44 can be integrally formed, or the fifth plate 42, the fourth plate 41, and the sixth plate 44 can be welded together. However, the present application is not limited thereto. The fifth plate 42, the fourth plate 41, and the sixth plate 44 can also be connected in other ways, as long as the fifth plate 42 is connected between the fourth plate 41 and the sixth plate 44. The fifth plate 42 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, so that a support cavity is formed in the support member 40. When a collision occurs between the vehicle and a pedestrian, the support cavity of the support member 40 can absorb the collision energy, thereby reducing damage to the anti-collision beam 20 and further improving the maintenance economy of the entire vehicle.

[0245] The fourth plate 41 and the sixth plate 44 are both fixedly connected to the anti-collision beam 20. For example, the anti-collision beam 20 and the fourth plate 41 and the sixth plate 44 can be fixedly connected by welding, or the anti-collision beam 20 and the fourth plate 41 and the sixth plate 44 can be fixedly connected by bolts. However, the present application is not limited thereto. The anti-collision beam 20 and the fourth plate 41 and the sixth plate 44 can also be fixedly connected by other means, as long as the fourth plate 41 and the sixth plate 44 are both fixedly connected to the anti-collision beam 20. The fixed connection of the fourth plate 41 and the sixth plate 44 to the anti-collision beam 20 can ensure that the connection between the support member 40 and the anti-collision beam 20 is more secure, thereby improving the stability and reliability of the entire vehicle.

[0246] According to some embodiments of the present application, as shown in FIG30 , the fifth plate 42 may be formed with a second weight-reducing hole 43 to reduce the weight of the support member 40 while still meeting strength and stiffness requirements, thereby facilitating a lightweight design of the vehicle and reducing the manufacturing cost of the entire vehicle. It can be explained that there may be multiple second weight-reducing holes 43, for example, one, two, three, four, etc., but the present application is not limited thereto, and other numbers of second weight-reducing holes 43 may also be provided, as long as the fifth plate 42 is formed with second weight-reducing holes 43.

[0247] According to some embodiments of the present application, the length dimension of the support member 40 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 40 can be any value between 0.5L2, L2, or 0.5L2-L2. For example, the length dimension L1 of the support member 40 can be 0.5L2, 0.6L2, 0.7L2, 0.9L2, L2, etc., but the present application is not limited thereto. The length dimension L1 of the support member 40 can also be other values ​​between 0.5L2-L2, as long as the length dimension L1 of the support member 40 can be 0.5L2, L2, or a value between 0.5L2-L2. Therefore, the length dimension L1 of the support member 40 satisfies the relationship: 0.5L2≤L1≤L2. When a vehicle collides with a pedestrian, a support member 40 of sufficient length can enhance the supporting and protective effect of the support member 40 on the pedestrian.

[0248] According to some embodiments of the present application, as shown in Figure 30, the end of the energy absorption box 30 facing away from the anti-collision beam 20 is connected to the third connecting plate 31, and the end of the longitudinal beam 82 facing the energy absorption box 30 is connected to the fourth connecting plate 11. The third connecting plate 31 and the fourth connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82.

[0249] Among them, the end of the energy absorption box 30 facing away from the anti-collision beam 20 can be connected to the third connecting plate 31. For example, the energy absorption box 30 and the third connecting plate 31 can be connected by welding, or the energy absorption box 30 and the third connecting plate 31 can be connected by bolts, but the present application is not limited to this. The energy absorption box 30 and the third 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 third connecting plate 31.

[0250] The end of the longitudinal beam 82 facing the energy absorption box 30 can be connected to the fourth connecting plate 11. For example, the longitudinal beam 82 and the fourth connecting plate 11 can be connected by welding, or the longitudinal beam 82 and the fourth connecting plate 11 can be connected by bolts, but the present application is not limited to this. The longitudinal beam 82 and the fourth 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 fourth connecting plate 11.

[0251] The third connecting plate 31 and the fourth connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82. For example, the third connecting plate 31 and the fourth connecting plate 11 can be assembled together by welding, or the third connecting plate 31 and the fourth connecting plate 11 can be assembled together by bolting, but the present application is not limited to this. The third connecting plate 31 and the fourth connecting plate 11 can also be assembled together by other connection methods, as long as the third connecting plate 31 and the fourth connecting plate 11 are assembled together to fix the energy absorption box 30 and the longitudinal beam 82.

[0252] Therefore, by cooperating and assembling the third connecting plate 31 and the fourth connecting plate 11 to fix the energy absorption box 30 and the longitudinal beam 82 in connection, the connection strength and rigidity between the energy absorption box 30 and the longitudinal beam 82 can be ensured, thereby avoiding failure of the connection between the energy absorption box 30 and the longitudinal beam 82. In addition, the fourth connecting plate 11 can ensure the front strength of the longitudinal beam 82, thereby ensuring that the longitudinal beam 82 does not absorb energy or deform during a low-speed collision of the vehicle, thereby ensuring the maintenance economy of the entire vehicle, thereby reducing the cost of using the vehicle.

[0253] It can be explained that the third connecting plate 31 and the fourth connecting plate 11 can both have multiple mounting flanges 12, thereby improving the strength and rigidity of the third connecting plate 31 and the fourth connecting plate 11, and also helping to improve the impact resistance of the third connecting plate 31 and the fourth connecting plate 11, thereby improving the safety and reliability of the entire vehicle.

[0254] According to some embodiments of the present application, as shown in FIG32 , the vehicle body assembly 100 may further include a structural reinforcement 13, the structural reinforcement 13 being connected between the fourth connecting plate 11 and the longitudinal beam 82. For example, the structural reinforcement 13, the fourth connecting plate 11, and the longitudinal beam 82 may be connected by welding, or the structural reinforcement 13, the fourth connecting plate 11, and the longitudinal beam 82 may be connected by bolts. However, the present application is not limited thereto, and the structural reinforcement 13, the fourth 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 fourth connecting plate 11 and the longitudinal beam 82. Thus, the connection of the structural reinforcement 13 between the fourth connecting plate 11 and the longitudinal beam 82 can further enhance the front strength of the longitudinal beam 82, thereby further ensuring that the longitudinal beam 82 does not absorb energy or deform during a low-speed collision of the vehicle, thereby further ensuring the maintenance economy of the entire vehicle, thereby further reducing the cost of using the vehicle.

[0255] According to some embodiments of the present application, as shown in Figure 32, 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 is fixed to the longitudinal beam 82, and the first reinforcement 14 is fixedly connected to the fourth connecting plate 11; the second reinforcement 15 is located inside the longitudinal beam 82 and is fixed to the longitudinal beam 82, and the second reinforcement 15 is fixedly connected to the fourth connecting plate 11.

[0256] Among them, the first reinforcement member 14 and the second reinforcement member 15 can both be annular reinforcement plates, which can improve the strength and rigidity of the first reinforcement member 14 and the second reinforcement member 15 without increasing the weight, thereby saving material usage, reducing weight and saving costs.

[0257] The first reinforcement 14 is located outside the longitudinal beam 82 and is fixed to the longitudinal beam 82. For 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 fourth connecting plate 11. For example, the first reinforcement 14 and the fourth 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 fourth connecting plate 11 can also be connected by other means, as long as the first reinforcement 14 is fixed to the fourth connecting plate 11.

[0258] The second reinforcement 15 is located inside the longitudinal beam 82 and is fixed to the longitudinal beam 82. For 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 fourth connecting plate 11. For example, the second reinforcement 15 and the fourth 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 fourth connecting plate 11 can also be connected by other means, as long as the second reinforcement 15 and the fourth connecting plate 11 are fixedly connected.

[0259] 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 fourth connecting plate 11, the strength and rigidity of the front portion of the longitudinal beam 82 can be further guaranteed, thereby further ensuring that the longitudinal beam 82 does not absorb energy or deform 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.

[0260] According to some embodiments of the present application, as shown in Figures 30 and 33, 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.

[0261] 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. For example, the first energy absorption box section 32 and the second energy absorption box section 33 may be integrally formed, or the first energy absorption box section 32 and the second energy absorption box section 33 may be welded together, but the present application is not limited thereto. The first energy absorption box section 32 and the second energy absorption box section 33 may 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.

[0262] The first energy absorption box section 32 is fixedly connected to the anti-collision beam 20. For 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. However, 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 relatively 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. In addition, the welded connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0263] The second energy absorption box section 33 is fixedly connected to the longitudinal beam 82. For example, the second energy absorption box section 33 and the longitudinal beam 82 can be fixedly connected by welding, or by bolts, but the present application is not limited thereto. The second energy absorption box section 33 and the longitudinal beam 82 can also be fixedly connected by other means, as long as the second energy absorption box section 33 and the longitudinal beam 82 are fixedly connected. From the anti-collision beam 20 to the longitudinal beam 82, the cross-sectional dimension of the first energy absorption box section 32 gradually decreases, so that the cross-sectional shape of the energy absorption box 30 is trumpet-shaped or trumpet-like. Such a configuration 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 improving the safety performance and stability of the entire vehicle.

[0264] Furthermore, the cross-sectional dimensions of the first energy absorption box section 32 are W1*W2. Specifically, the height dimension of the first energy absorption box section 32 along the height direction of the vehicle can be W1, satisfying the relationship: 90mm≤W1≤115mm, that is, the dimension W1 of the first energy absorption box section 32 along the height direction of the vehicle can be 90mm, 115mm, or any value between 90mm-115mm. The width dimension of the first energy absorption box section 32 along the width direction of the vehicle can be W2, satisfying the relationship: 80mm≤W2≤85mm, that is, the dimension W2 of the first energy absorption box section 32 along the width direction of the vehicle can be 80mm, 85mm, or any value between 80mm-85mm. This 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.

[0265] According to some embodiments of the present application, as shown in Figure 30, the second energy absorption box section 33 can be formed with a first crush rib 34 that is recessed toward the energy absorption box 30. When the vehicle collides, the first crush rib 34 can 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 of the vehicle and the reliability of people.

[0266] According to some embodiments of the present application, as shown in Figures 30 and 33, there can be multiple first crush ribs 34, and the multiple 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.

[0267] Among them, there can be multiple first crush ribs 34, for example, there can be two, three, four, etc. first crush ribs 34, but the present application is not limited thereto, and there can also be other numbers of first crush ribs 34, as long as there are multiple first crush ribs 34. The present application takes two first crush ribs 34 as an example for explanation. Specifically, from the anti-collision beam 20 to the longitudinal beam 82, the distance between the first first crush rib 34 close to the anti-collision beam 20 and the anti-collision beam 20 can be D1, satisfying the relationship: 28mm≤D1≤50mm, that is, the distance D1 between the first crush rib 34 close to the anti-collision beam 20 and the anti-collision beam 20 can be 28mm, 50mm, and any value between 28mm-50mm. From the anti-collision beam 20 to the longitudinal beam 82, the width of the first crush bead 34 can be D2, satisfying the relationship: 17mm≤D2≤23mm. That is, the width D2 of the first crush bead 34 can be 17mm, 23mm, or any value between 17mm and 23mm. 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. Thus, when the vehicle is involved in a low-speed collision, after the crash box 30 completes deformation, the entire vehicle can fully absorb the collision energy, thereby preventing deformation of the longitudinal beam 82. Furthermore, in low-speed and high-speed frontal collisions, the first crush bead 34 participates in energy absorption and deformation, enabling stable crushing without instability. This prevents the crash box 30 from undergoing significant lateral plastic deformation, thereby improving the collision energy absorption and crush stability of the body assembly 100, ensuring the maintenance efficiency of the entire vehicle, and reducing vehicle operating costs.

[0268] According to some embodiments of the present application, as shown in FIG30 , the longitudinal beam 82 may be formed with a second collapse rib 16 that is recessed toward the interior of the longitudinal beam 82 . When the vehicle collides at high speed, 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 ensuring that the vehicle battery pack will not be damaged, thereby further improving the safety performance and reliability of the vehicle.

[0269] 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.

[0270] 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.

[0271] 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, for 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.

[0272] The length dimension G2 of the anti-collision beam 20 can be 1015mm, 1215mm or any value between 1015mm-1215mm. For 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.

[0273] The height dimension G3 of the anti-collision beam 20 can be 102mm, 122mm or any value between 102mm-122mm. For 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.

[0274] 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.

[0275] According to the vehicle of the embodiment of the present application, including the body assembly 100 of the above embodiment, by configuring the battery pack 5 to constitute at least part of the floor of the body assembly 100, part of the floor of the traditional body can be omitted, which is beneficial to the lightweight design of the vehicle and is beneficial to improving the vehicle's cruising range. In addition, through the sealing assembly 7 and the front panel 621, the gap between the body body 6 and the battery pack 5 can be sealed, which can improve the airtightness of the passenger compartment, thereby helping to improve the ride comfort of the vehicle.

[0276] 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.

[0277] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0278] In the description of this application, “plurality” means two or more.

[0279] 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.

[0280] 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.

[0281] 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.

[0282] 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 vehicle body having a mounting notch, the vehicle body including a sill beam, and the sill beam defining a receiving cavity; a battery pack, the battery pack being disposed on the vehicle body and covering the mounting notch, the battery pack being configured to constitute at least a portion of a floor panel of the vehicle body assembly; a sealing assembly and a dash panel, the dash panel and the sealing assembly being connected to form an annular structure, at least a portion of the sealing assembly and at least a portion of the dash panel being located between the vehicle body and the battery pack to seal a gap therebetween, and the sealing assembly being connected to the rocker beam; A reinforcing beam is arranged in the accommodating cavity.

2. The vehicle body assembly according to claim 1, wherein: The annular structure has one of a sealing boss and a sealing groove, the battery pack has the other of the sealing boss and the sealing groove, and the sealing boss and the sealing groove are sealed in correspondence.

3. The vehicle body assembly according to claim 2, wherein: The sealing assembly includes two side seals and a rear seal, the two side seals are arranged opposite to each other and spaced apart along the second direction of the vehicle body assembly, and the front panel, one of the side seals, the rear seal, and the other side seal are connected end to end in sequence; The side seal comprises: a connected side body and a side connecting flange, the side body having the sealing boss or the sealing groove, and the side connecting flange capable of being connected to the door sill beam.

4. The vehicle body assembly according to claim 3, wherein: Along the height direction of the vehicle body component, the side connecting flange is extended and has an extension dimension E1, satisfying the relationship: 10mm≤E1≤18mm, and the height direction is perpendicular to the second direction.

5. The vehicle body component according to claim 3 or 4, wherein: The dash panel comprises: a dash body and a dash flange connected together, the dash body having the sealing boss or the sealing groove, the dash flange being adapted to be connected to the A-pillar of the vehicle body assembly, and a portion of the dash flange being sandwiched between the side connecting flange and the A-pillar; Along the first direction of the body assembly, the length of the front flange sandwiched between the side connecting flange and the A-pillar is E2, satisfying the relationship: 10mm≤E2≤18mm, and the first direction is perpendicular to the second direction.

6. The vehicle body component according to any one of claims 3 to 5, wherein: The rear sealing member comprises: a connected rear body and a rear connecting flange, the rear body having the sealing boss or the sealing groove, the rear connecting flange being connectable to the door sill, and a portion of the rear connecting flange being sandwiched between the side connecting flange and the door sill; Along the first direction of the body assembly, the length of the rear connecting flange sandwiched between the side connecting flange and the rocker beam is E3, satisfying the relationship: 10mm≤E3≤18mm, and the first direction is perpendicular to the second direction.

7. The vehicle body assembly according to any one of claims 1 to 6, wherein: Also includes: A longitudinal beam and an A-pillar, the longitudinal beam comprising a first longitudinal beam segment and a second longitudinal beam segment, one end of the second longitudinal beam segment being connected to the first longitudinal beam segment, the other opposite end of the second longitudinal beam segment being connected to the A-pillar, the second longitudinal beam segment being an arc-shaped segment and concave toward the inner side of the vehicle; a first connecting member, at least a portion of which is located below the longitudinal beam along a height direction of the vehicle body assembly, the first connecting member being connected to the longitudinal beam, the A-pillar, and the dash panel; The second connecting member, the first connecting member and the front panel together define a first cavity structure, the first cavity structure has an open end facing the outside of the vehicle, and the second connecting member at least partially closes the open end.

8. The vehicle body assembly according to claim 7, wherein: The first connecting member includes a connecting section and a connecting body, one end of the connecting section is connected to the longitudinal beam, and the other opposite end of the connecting section is connected to the connecting body, and the connecting body is connected to both the A-pillar and the front panel.

9. The vehicle body assembly according to claim 8, wherein: The connecting body includes a first sub-body, a second sub-body and a third sub-body. The first sub-body is connected to the connecting section and the A-pillar. The second sub-body and the third sub-body are connected between the first sub-body and the front panel.

10. The vehicle body assembly according to claim 9, wherein: Along the first direction of the body assembly, at least a portion of the second sub-body is located on the rear side of the first sub-body, and along the second direction of the body assembly, at least a portion of the third sub-body is located on the side of the first sub-body away from the A-pillar, and the height direction, the first direction, and the second direction are all perpendicular to each other.

11. The vehicle body assembly according to any one of claims 1 to 10, wherein: It also includes: a fourth connecting member, which is connected between the sill beam and the reinforcement beam. Along the first direction of the vehicle, the fourth connecting member is provided at both ends of the reinforcement beam, and the interval distance between the two fourth connecting members is F1, satisfying the relationship: 400mm≤F1≤500mm.

12. The vehicle body assembly according to claim 11, wherein: The fourth connecting member includes a first connecting plate and a second connecting plate connected to each other, wherein an angle is formed between the first connecting plate and the second connecting plate, the first connecting plate is connected to the reinforcing beam, and the second connecting plate is connected to the door sill beam; The second connecting plate has a notch, and the notch penetrates the second connecting plate along a thickness direction of the second connecting plate.

13. The vehicle body component according to claim 11 or 12, wherein: Also includes: A fifth connecting member, the fifth connecting member is located in the accommodating cavity, the fifth connecting member is connected between the sill beam and the reinforcement beam, along the first direction, the fifth connecting member is provided at both ends of the reinforcement beam, and along the height direction of the vehicle, the orthographic projections of the fourth connecting member and the fifth connecting member have an overlapping area.

14. The vehicle body assembly according to any one of claims 1 to 13, wherein: Also includes: The front center cross member, the front cross member for front seats and the center channel include: The middle channel body includes a first channel section and a second channel section connected to each other, the end of the first channel section away from the second channel section is connected to the front center cross beam, the end of the second channel section away from the first channel section is connected to the front cross beam for mounting the front seat, the end of the first channel section away from the second channel section is higher than the second channel section, and the first channel section is constructed as a downwardly concave arc.

15. The vehicle body assembly according to any one of claims 1 to 14, wherein: Also includes: A longitudinal beam, an anti-collision beam, an energy absorption box and a support member, 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; 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.

16. The vehicle body assembly according to claim 15, 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.

17. A vehicle, wherein A body assembly for a vehicle comprising the vehicle according to any one of claims 1-16.

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