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 vehicle

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202410378348.8, filed on March 29, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to, but is not limited to, the field of vehicles, and in particular to a vehicle body component and a vehicle. Background Technology

[0004] In related technologies, the vehicle's power battery and the vehicle body exist as two independent systems, and the power battery and the vehicle body are not connected to each other. Because the power battery and the vehicle body are both relatively heavy, the overall weight of the vehicle is large, which is not conducive to improving the vehicle's driving range.

[0005] Summary of the Invention

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

[0007] One objective of this application is to provide a vehicle body component that facilitates lightweight vehicle design and improves vehicle ride comfort.

[0008] This application also proposes a vehicle having the aforementioned body components.

[0009] The vehicle body assembly according to this application includes: a body body having an mounting notch, the body body including a sill beam defining a receiving cavity; a battery pack disposed on the body body and covering the mounting notch, the battery pack being configured to form at least a portion of the floor of the body assembly; a sealing assembly and a front bulkhead, the front bulkhead being connected to the sealing assembly to form an annular structure, at least a portion of the sealing assembly and at least a portion of the front bulkhead 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; and a reinforcing beam disposed within the receiving cavity.

[0010] According to the vehicle body assembly of this application, by configuring the battery pack as at least part of the floor of the body assembly, part of the floor of the traditional body can be eliminated, which is conducive to the lightweight design of the vehicle and the improvement of the vehicle's driving range. Furthermore, by using sealing components and front bulkheads, the gap between the body body and the battery pack can be sealed, which can improve the airtightness of the passenger compartment and thus improve the vehicle's ride comfort.

[0011] The vehicle according to this application includes the aforementioned vehicle body components.

[0012] According to the vehicle of this 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 eliminated, which is conducive to the lightweight design of the vehicle and the improvement of the vehicle's driving range. Furthermore, by using sealing components and front bulkheads, the gap between the body body and the battery pack can be sealed, which can improve the airtightness of the passenger compartment and thus improve the vehicle's ride comfort.

[0013] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application.

[0014] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description

[0015] Figure 1 is a top view of the vehicle body assembly according to an embodiment of this application;

[0016] Figure 2 is a bottom view of the vehicle body assembly according to an embodiment of this application;

[0017] Figure 3 is a schematic diagram of the assembly of the sealing assembly and the front bulkhead according to an embodiment of this application;

[0018] Figure 4 is an enlarged view of point U in Figure 3;

[0019] Figure 5 is an enlarged view of point V in Figure 3;

[0020] Figure 6 is a cross-sectional schematic diagram of the vehicle body assembly according to an embodiment of this application;

[0021] Figure 7 is an enlarged schematic diagram of part of the structure in Figure 3;

[0022] Figure 8 is an assembly diagram of some structures of the battery pack and sealing components;

[0023] Figure 9 is a schematic diagram of the vehicle body assembly according to an embodiment of this application;

[0024] Figure 10 is a schematic diagram of the vehicle body assembly according to an embodiment of this application from another angle (the second connector is not omitted);

[0025] Figure 11 is a schematic diagram of the vehicle body assembly according to an embodiment of this application from another angle (the second connector is omitted);

[0026] Figure 12 is a schematic diagram of the vehicle body assembly according to an embodiment of this application from another angle;

[0027] Figure 13 is a rear view of the vehicle body assembly according to an embodiment of this application;

[0028] Figure 14 is a bottom view of the vehicle body assembly according to an embodiment of this application;

[0029] Figure 15 is a left view of the vehicle body assembly according to an embodiment of this application;

[0030] Figure 16 is an assembly diagram of the body assembly and seat mounting beam according to an embodiment of this application;

[0031] Figure 17 is an enlarged view of point A in Figure 16;

[0032] Figure 18 is a schematic diagram of a vehicle body assembly according to an embodiment of this application;

[0033] Figure 19 is a schematic diagram of a vehicle body assembly according to an embodiment of this application;

[0034] Figure 20 is a cross-sectional schematic diagram of a portion of the structure of the vehicle body assembly and seat mounting beam according to an embodiment of this application;

[0035] Figure 21 is a cross-sectional schematic diagram of the vehicle body assembly according to an embodiment of this application;

[0036] Figure 22 is an assembly diagram of the central channel, front crossbeam, longitudinal beam, and front panel according to an embodiment of this application;

[0037] Figure 23 is an assembly diagram of the central channel, front crossbeam, longitudinal beam, and front panel from another angle according to an embodiment of this application.

[0038] Figure 24 is an assembly diagram of the central channel, front crossbeam, longitudinal beam, and front bulkhead panel according to an embodiment of this application (part of the front bulkhead panel is omitted);

[0039] Figure 25 is an assembly diagram of the central channel, front crossbeam, longitudinal beam, and front panel from another angle according to an embodiment of this application (part of the front panel is omitted);

[0040] Figure 26 is a schematic diagram of the central channel according to an embodiment of this application;

[0041] Figure 27 is a schematic diagram of the middle channel from another angle according to an embodiment of this application;

[0042] Figure 28 is a schematic diagram of the middle channel from another angle according to an embodiment of this application;

[0043] Figure 29 is a cross-sectional view at point AA in Figure 28;

[0044] Figure 30 is a structural schematic diagram of the vehicle body assembly described in an embodiment of this application;

[0045] Figure 31 is a side view of the vehicle body assembly described in an embodiment of this application;

[0046] Figure 32 is a structural schematic diagram of the structural reinforcement member described in an embodiment of this application;

[0047] Figure 33 is a schematic diagram of the structure of the energy-absorbing box described in an embodiment of this application. Detailed Implementation

[0048] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0049] The vehicle body assembly 100 according to an embodiment of this application is described below with reference to Figures 1-33.

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

[0051] The vehicle body 6 has a mounting notch 61 that extends through the vehicle body 6 along its height direction (i.e., the Z direction shown in FIG. 6). A 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 assembly 100. As some embodiments of this application, at least a portion of the structure of the battery pack 5 may be located within the mounting notch 61, and the top cover of the battery pack 5 may be configured as at least a portion of the floor of the vehicle assembly 100. By having the vehicle body 6 have the mounting notch 61 and by configuring the battery pack 5 as at least a portion of the floor of the vehicle assembly 100, a portion of the floor of a conventional vehicle body can be eliminated, thereby reducing the weight of the vehicle body 6, which is beneficial for lightweight vehicle design and improving the vehicle's driving range.

[0052] Along the first direction of the vehicle body 6 (i.e., the X direction shown in FIG. 1, i.e., the length direction of the vehicle), the front bulkhead 621 is located on the front side of the sealing assembly 7, and the front bulkhead 621 is connected to the sealing assembly 7 to form a ring structure. At least a portion of the sealing assembly 7 is located between the vehicle body 6 and the battery pack 5. As some embodiments of this 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 front bulkhead 621 is located between the vehicle body 6 and the battery pack 5. As some embodiments of this application, the front bulkhead 621 is located between the vehicle body 6 and the battery pack 5. The front bulkhead 621 is capable of sealing the gap between the vehicle body 6 and the battery pack 5.

[0054] It should be explained that, since the battery pack 5 is configured to form at least part of the floor of the body assembly 100, there may be a gap between the battery pack 5 and the body body 6. This gap can cause the passenger compartment to communicate with the outside world, resulting in significant noise and vibration experienced by passengers. It can also allow a large amount of dust to enter the passenger compartment through this gap, affecting passenger comfort. However, sealing the gap between the body body 6 and the battery pack 5 using the sealing assembly 7 and the front bulkhead 621 improves the airtightness of the passenger compartment, thereby reducing noise and vibration experienced by passengers and preventing a large amount of dust from entering the passenger compartment through the gap, thus improving vehicle passenger comfort.

[0055] Furthermore, by connecting the sealing assembly 7 and the front bulkhead 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 disposed within the receiving cavity 41. A sealing component 7 is connected to the sill beam 40. By connecting the sealing component 7 to the sill beam 40, the sealing component 7 can be connected to the vehicle body 6, ensuring a secure installation of the sealing component 7. This allows the sealing component 7 to reliably seal the gap between the vehicle body 6 and the battery pack 5, improving the airtightness of the passenger compartment. By providing a reinforcing beam 42 within the receiving cavity 41 of the sill beam 40, the structural strength of the sill beam 40 can be increased, thereby improving the vehicle's side impact performance. This reduces the probability of deformation of the sealing component 7 during a side collision, improving the reliability of the sealing component 7 and reducing the probability of the battery pack 5 being crushed during a side collision, thus enhancing vehicle safety.

[0057] Therefore, by configuring the battery pack 5 as 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 the improvement of the vehicle's driving range. Furthermore, the gap between the body body 6 and the battery pack 5 can be sealed by the sealing assembly 7 and the front bulkhead 621, which can improve the airtightness of the passenger compartment and thus improve the ride comfort of the vehicle.

[0058] In some embodiments of this application, as shown in Figures 1-8, the annular structure has one of a sealing boss 71 and a sealing groove 56, and the battery pack 5 has the other of a sealing boss 71 and a sealing groove 56, with the sealing boss 71 and the sealing groove 56 correspondingly sealed.

[0059] As some embodiments of this application, referring to FIG8, 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 are correspondingly sealed. For example, the annular structure has a sealing boss 71 protruding toward the battery pack 5, and the battery pack 5 has a sealing groove 56 recessed toward the direction away from the annular structure. The sealing boss 71 and the sealing groove 56 are correspondingly sealed.

[0060] As some embodiments of this 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 are correspondingly sealed. 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 toward the direction away from the battery pack 5. The sealing boss 71 and the sealing groove 56 are correspondingly sealed.

[0061] As some embodiments of this application, as shown in FIG8, foam may be sandwiched between the sealing boss 71 and the sealing groove 56.

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

[0063] As some embodiments of this application, in embodiments where foam is sandwiched between the sealing boss 71 and the sealing groove 56, a portion 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 having the annular structure have one of the sealing boss 71 and the sealing groove 56, and the battery pack 5 have the other of the sealing boss 71 and the sealing groove 56, it is easier to position the relative positions of the battery pack 5 and the annular structure, thereby reducing the assembly difficulty of the battery pack 5 and the annular structure. Moreover, this arrangement can also improve the sealing performance.

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

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

[0067] In some embodiments of this application, as shown in FIG8, 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] As some embodiments of this 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 may be located within the sealing groove 56, and the flexible seal 55 may be compressed (or, in other words, squeezed) between the sealing boss 71 and the sealing groove 56. By providing the flexible seal 55 between the sealing boss 71 and the sealing groove 56, the flexible seal 55 is compressed by the battery pack 5 and the annular structure. The compressed flexible seal 55 can achieve a good sealing effect. Moreover, since at least a portion of the flexible seal 55 is located within the sealing groove 56, the flexible seal 55 can be firmly installed, reducing the probability of displacement of the flexible seal 55, thereby effectively sealing the gap between the vehicle body 6 and the battery pack 5.

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

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

[0071] In some embodiments of this application, both the sealing boss 71 and the sealing groove 56 are constructed as annular.

[0072] It should be explained that the front bulkhead 621 is connected to the sealing assembly 7 to form a ring structure, and both the sealing boss 71 and the sealing groove 56 are constructed as rings. In other words, the structural form of the sealing boss 71 and the sealing groove 56 is adapted to the ring structure. By constructing both the sealing boss 71 and the sealing groove 56 as ring structures, the sealing effect of the sealing boss 71 and the sealing groove 56 can be improved, thereby enhancing the airtightness of the passenger compartment and thus improving the vehicle's passenger comfort.

[0073] As a specific embodiment of this application, the annular structure has a sealing boss 71, and 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. Furthermore, a flexible sealing element 55 is sandwiched between the sealing boss 71 and the sealing groove 56. The flexible sealing element 55 is compressed between the sealing boss 71 and the sealing groove 56. Specifically, the flexible sealing element 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] As some embodiments of this 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. As some embodiments of this application, the upper surface of the battery pack 5 can be sealed with the lower surface of the sealing assembly 7. This arrangement makes the relative position of the sealing assembly 7 and the battery pack 5 reasonable, which is beneficial to improving the sealing effect of the sealing assembly 7.

[0075] As some embodiments of this application, the dimensions of the sealing boss 71 and the sealing groove 56 can be adapted to each other, so that the sealing boss 71 and the sealing groove 56 can be sealed accordingly, and the upper surface of the battery pack 5 can be sealed with the lower surface of the sealing assembly 7.

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

[0077] By placing the sealing component 7 within the mounting notch 61, the positioning of the sealing component 7 can be optimized. Furthermore, by setting the distance between the sealing component 7 and the upper end of the mounting notch 61 to be less than the distance between the sealing component 7 and the lower end of the mounting notch 61, the sealing component 7 can be located in the upper-middle part of the mounting notch 61. This provides more space for the battery pack 5, which is beneficial for increasing the battery pack 5's capacity and thus improving the vehicle's driving range.

[0078] In some embodiments of this application, as shown in Figures 1-3, the sealing assembly 7 includes two side seals 73 and a rear seal 75. The two side seals 73 are arranged opposite to each other 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). The two side seals 73 can be a left seal 74 and a right seal 76. The front bulkhead 621, one of the side seals 73, the rear seal 75, and the other side seal 73 can be connected end to end. That is, the front bulkhead 621, the left seal 74, the rear seal 75, and the right seal 76 can be connected end to end.

[0079] Specifically, one end of the front bulkhead 621 can be connected to one end of the left seal 74, the other end of the left seal 74 can be connected to one end of the rear seal 75, the other end of the rear seal 75 can be connected to one end of the right seal 76, and the other end of the right seal 76 can be connected to the other end of the front bulkhead 621. At least one of the left seal 74, rear seal 75, and right seal 76 can be connected to the vehicle body 6. As some embodiments of this application, the left seal 74, rear seal 75, and right seal 76 can all be connected to the vehicle body 6.

[0080] This arrangement makes the structure of the sealing assembly 7 and the front bulkhead 621 reasonable, and the connection between the sealing assembly 7 and the body body 6 can be made firm by connecting at least one of the left seal 74, the rear seal 75, and the right seal 76 to the body body 6.

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

[0082] As some embodiments of this application, the front bulkhead 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 as an annular shape.

[0083] Referring to Figures 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 and can be integrally formed. 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 connecting side body 731 and a side connecting flange 732, and the right seal 76 may also include a connecting side body 731 and a side connecting flange 732. 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. Specifically, the sill beam 40 includes a left sill beam 47 and a right sill beam 48. The side connecting flange 732 of the left seal 74 can be connected to the left sill beam 47, and the side connecting flange 732 of the right seal 76 can be connected to the right sill beam 48. This arrangement can securely install the side seal 73 to the sill beam 40 together (e.g., by welding), and can make the connection between the sealing assembly 7 and the vehicle body 6 secure.

[0085] The front bulkhead 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 body body 6, reduce the probability of the sealing assembly 7 separating from the body body 6, and thus reliably seal the gap between the body body 6 and the battery pack 5.

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

[0087] As some embodiments of this application, the side connecting flange 732 may extend along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG. 6), or the side connecting flange 732 may extend along the second direction of the vehicle body 6 (i.e., the Y direction shown in FIG. 1). As some embodiments of this application, the left seal 74 may be disposed on the side of the left sill beam 47 near the right sill beam 48, and the right seal 76 may be disposed on the side of the right sill beam 48 near the left sill beam 47.

[0088] As some embodiments of this application, as shown in Figures 1 and 2, the vehicle body 6 may include a front engine compartment 62, a rear floor 63, a left sill beam 47, and a right sill beam 48. The front engine compartment 62 can be connected to the left sill beam 47 and the right sill beam 48, and the rear floor 63 can be connected to the left sill beam 47 and the right sill beam 48. Along the first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1), the front engine compartment 62 can be located in front of the rear floor 63, and both the left sill beam 47 and the right sill beam 48 can be located between the front engine compartment 62 and the rear floor 63, extending along the first direction of the vehicle body 6. Along the 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 can be spaced apart. The front engine compartment 62, the rear floor 63, the left sill beam 47, and the right sill beam 48 together define an installation notch 61. This arrangement allows for a larger installation notch 61, which is beneficial for the vehicle's lightweight design. Furthermore, by having the front engine compartment 62, rear floor 63, left sill beam 47, and right sill beam 48 jointly define the installation notch 61, the position of the installation notch 61 can be optimized, thereby optimizing the placement of the battery pack 5 and reducing its impact on the vehicle's trunk space.

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

[0090] As some embodiments of this application, as shown in Figures 6 and 7, the battery pack connecting part 53 can be located below the sill beam 40, and the battery pack connecting part 53 can be connected to the sill beam 40 by bolts. As some embodiments of this application, the battery pack connecting part 53 can be connected to the inner sill plate 43 of the sill beam 40 by bolts. This arrangement connects the battery pack 5 to the sill beam 40, improving the installation stability of the battery pack 5.

[0091] As some embodiments of this application, the left and right sides of the battery pack 5 can be connected to the door sill beam 40, the front side of the battery pack 5 can be connected to the bottom of the vehicle front bulkhead, and the rear side of the battery pack 5 can be connected to the vehicle rear floor 63. As some embodiments of this application, the battery pack 5 can be bolted to the vehicle body 6.

[0092] In some embodiments of this application, the side connecting flange 732 extends along the height direction of the vehicle body 6 (i.e., the Z direction shown in FIG. 6), and the extension dimension of the side connecting flange 732 is E1, which 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. As some embodiments of this application, the side connecting flange 732 can extend upward, which can be a vertical upward extension or an oblique upward extension. As some embodiments of this application, the side connecting flange 732 can extend downward, which can be a vertical downward extension or an oblique downward extension. This arrangement makes the extension dimension of the side connecting flange 732 reasonable, which can reliably improve the connection strength between the side seal 73 and the sill beam 40, and reduce the probability of separation between the side seal 73 and the sill beam 40.

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

[0094] In some embodiments of this application, referring to Figures 3 and 4, the front bulkhead 621 may include: a front bulkhead body 6211 and a front bulkhead flange 6212, which are connected and can be integrally formed. The front bulkhead body 6211 has a sealing boss 71 or a sealing groove 56, and the front bulkhead flange 6212 is adapted to be connected to the A-pillar of the vehicle. A portion of the front bulkhead flange 6212 can be sandwiched between the side connecting flange 732 and the A-pillar.

[0095] Along the first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1), the front bulkhead 621 can be located on the front side of the side seal 73. Along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), both sides of the front bulkhead body 6211 can have front bulkhead flanges 6212. The front bulkhead 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 front bulkhead 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 front bulkhead 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 front bulkhead 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 front bulkhead flanges 6212, the A-pillars, and the side connecting flanges 732 can be connected by spot welding or by structural adhesive.

[0096] This configuration can improve the connection strength between the sealing assembly 7 and the body 6, and also improve the connection strength between the front bulkhead 621 and the side seal 73.

[0097] Along the first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1), the length of the front flanging 6212 sandwiched between the side connecting flange 732 and the A-pillar is E2. E2 can satisfy the relationship: 10mm≤E2≤18mm, that is, the length of the front flanging 6212 sandwiched between the side connecting flange 732 and the A-pillar can be any value between 10mm and 18mm. For example, the length of the front flanging 6212 sandwiched between the side connecting flange 732 and the A-pillar can be, but is not limited to, 10mm, 14mm, 18mm, etc. As some embodiments of this application, both the side connecting flange 732 and the front flanging 6212 can be extended downward along the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 1).

[0098] This arrangement allows for a reasonable length of the front bulkhead flange 6212, which is sandwiched between the side connecting flange 732 and the A-pillar, thereby improving the connection strength between the front bulkhead panel 621 and the side seal 73.

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

[0100] Along the first direction of the vehicle body 6 (i.e., the X direction shown in Figure 1), the rear seal 75 can be located behind the side seal 73. Along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), 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 flanges 752, sill beam 40, and side connecting flanges 732 can be connected by spot welding or by structural adhesive.

[0101] This configuration can improve the connection strength between the sealing component 7 and the body body 6, and also improve the connection strength 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 Figure 1), the length of the rear connecting flange 752 sandwiched between the side connecting flange 732 and the sill beam 40 is E3. E3 can satisfy the relationship: 10mm≤E3≤18mm, 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 10mm and 18mm. 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, 10mm, 14mm, 18mm, etc. As some embodiments of this application, both the side connecting flange 732 and the rear connecting flange 752 can be extended downward along the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 1).

[0103] This arrangement allows for a reasonable length of the rear connecting flange 752, which is sandwiched between the side connecting flange 732 and the sill beam 40, thereby improving the connection strength between the rear seal 75 and the side seal 73.

[0104] In some embodiments of this application, as shown in Figures 1 and 2, the vehicle body assembly 100 may further include: a seat mounting beam 199, which is located along the height direction of the vehicle body 6 (i.e., the Z direction shown in Figure 1), above the sealing assembly 7, and extends along a second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 1), with both ends of the seat mounting beam 199 connected to two side seals 73 respectively.

[0105] 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 connected to the side bodies 731 of the two side seals 73 respectively. For example, the two ends of the seat mounting beam 199 can be welded to the side bodies 731 of the two side seals 73 respectively.

[0106] The battery pack 5 is connected to the seat mounting beam 199. It is understood that the seat mounting beam 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 Figure 6). The battery pack 5 and the seat mounting beam 199 can be connected by bolts. As some embodiments of this application, the battery pack 5 and the seat mounting beam 199 can be connected by multiple bolts, which can be spaced apart along the second direction of the vehicle body 6 (i.e., the Y direction shown in Figure 6). By connecting the battery pack 5 to the seat mounting beam 199, the installation firmness of the battery pack 5 can be improved, preventing the battery pack 5 from separating from the vehicle. Furthermore, in the event of a side collision, the seat mounting beam 199 and the battery pack 5 can form at least two transmission paths, transferring the side collision load to the non-collision area, thus improving the vehicle's impact resistance energy and also increasing the torsional stiffness of the vehicle body.

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

[0108] In some embodiments of this application, as shown in FIG1, the body assembly 100 may further include a sixth connector 77, which may be connected between the side seal 73 and the sill beam 40.

[0109] As some embodiments of this application, the sixth connector 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 sub-body and the third sub-body. The first sub-body may be connected to the side body 731 of the side seal 73, and the third sub-body may be connected to the sill beam 40. By providing the sixth connector 77, the connection strength between the side seal 73 and the sill beam 40 can be improved.

[0110] As some embodiments of this application, the first sub-body and the third sub-body may have an included angle, for example, a 90-degree included angle between the first sub-body and the third sub-body. By making an included angle between the first sub-body and the third sub-body, it is easier to connect the sixth connector 77 to the side seal 73 and the sill beam 40.

[0111] As some embodiments of this application, as shown in Figures 1 and 2, the seat mounting crossbeam 199 may include a front seat mounting rear crossbeam 2 and a front seat mounting front crossbeam 1. Both the front seat mounting rear crossbeam 2 and the front seat mounting front crossbeam 1 can 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 crossbeam 2 and the front seat mounting front crossbeam 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 Figure 1), a sixth connecting member 77 can be disposed between the rear crossbeam 2 and the front crossbeam 1 of the front seat mounting. Furthermore, there can be multiple sixth connecting members 77. Of these, some can connect between the left seal 74 and the left sill beam 47, while others can connect between the right seal 76 and the right sill beam 48. This arrangement further enhances the connection strength between the side seal 73 and the sill beam 40, and also improves the vehicle's side impact performance.

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

[0114] The longitudinal beam 82 includes a first longitudinal beam segment 821 and a second longitudinal beam segment 822. One end of the second longitudinal beam segment 822 is connected to the first longitudinal beam segment 821, and the other end of the second longitudinal beam segment 822 is connected to the A-pillar 87. The second longitudinal beam segment 822 is an arc-shaped segment and is recessed towards the inside of the vehicle. Along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG9), at least a portion of the first connector 81 is located below the longitudinal beam 82. The first connector 81 is connected to the longitudinal beam 82, the A-pillar 87, and the front bulkhead 621. The first connector 81 and the front bulkhead 621 together define a first cavity structure 88. The first cavity structure 88 has an open end facing the outside of the vehicle, and at least a portion of the second connector 84 closes the open end.

[0115] As some embodiments of this application, the longitudinal beam 82 can be a one-piece molded part, or the longitudinal beam 82 can be a separate part.

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

[0117] By connecting the second longitudinal beam segment 822 between the first longitudinal beam segment 821 and the A-pillar 87, in the event of a frontal collision, part of the impact force can be transferred to the A-pillar 87 through the first longitudinal beam segment 821 and the second longitudinal beam segment 822, thereby enabling the body assembly 100 to reliably withstand and transfer collision energy. Furthermore, by constructing the second longitudinal beam segment 822 as an arc-shaped segment and concave it towards the inside of the vehicle, it can avoid impact with the vehicle's front wheels.

[0118] Along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), the first connector 81 is at least partially located below the longitudinal beam 82. That is, a portion of the structure of the first connector 81 is located below the longitudinal beam 82, or the entire structure of the first connector 81 is located below the longitudinal beam 82.

[0119] The first connector 81 is connected to the longitudinal beam 82 and to the A-pillar 87. For example, the first connector 81 can be connected to the lower end of the A-pillar 87. Furthermore, the first connector 81 is connected to the front bulkhead 621. As some embodiments of this application, a portion of the first connector 81 can be located below the front bulkhead 621.

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

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

[0122] The first connector 81 and the front bulkhead 621 together define a first cavity structure 88, the first cavity structure 88 having an open end facing outwards from the vehicle, and the second connector 84 at least partially closing the open end.

[0123] In other words, a portion of the structure of the second connector 84 may close the open end, or the entire structure of the second connector 84 may close the open end. It should be explained that since the first connector 81, the front bulkhead 621, and the second connector 84 are all sheet metal parts, even if at least part of the second connector 84 closes the open end, it does not mean that the first cavity structure 88 is a completely closed cavity structure; the first cavity structure 88 can still have a gap communicating with the outside. When a frontal collision occurs, the first cavity structure 88 can collapse to absorb the collision energy.

[0124] As some embodiments of this application, referring to Figures 9-15, the number of longitudinal beams 82 can be set to two. Along the width direction of the 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. Furthermore, the number of A-pillars 87, first connectors 81, and second connectors 84 can all be set to two. The two A-pillars 87 and the two first connectors 81 can be arranged one-to-one with the two longitudinal beams 82, and the two second connectors 84 can be arranged one-to-one with the two first connectors 81. The number of front bulkheads 621 can be set to one, and the two first connectors 81 are connected to the front bulkheads 621.

[0125] Therefore, the structural design of the body component 100 is reasonable. When the vehicle is involved in a frontal collision, the body component 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 this application, as shown in Figures 12 and 14, the first connector 81 includes a connecting segment 811 and a connecting body 812. One end of the connecting segment 811 is connected to the longitudinal beam 82, and the other end of the connecting segment 811 is connected to the connecting body 812. The connecting body 812 is connected to the A-pillar 87 and the front bulkhead 621.

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

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

[0129] By making the first connector 81 have a connecting section 811 and a connecting body 812, the longitudinal beam 82, A-pillar 87 and front bulkhead 621 can be connected together through the first connector 81, which makes the body assembly 100 more reliable and less prone to deformation due to collision. When the vehicle is involved in a frontal collision, the body assembly 100 can reliably withstand, transmit and absorb the collision energy, which can reduce the probability of passenger injury.

[0130] In some embodiments of this application, as shown in FIG12, 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 segment 811 and the A-pillar 87. The second sub-body 8122 and the third sub-body 8123 are connected between the first sub-body 8121 and the front bulkhead 621.

[0131] The first connector 81 may include a connecting segment 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 they may be integrally formed parts.

[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 bulkhead 621, and the third sub-body 8123 is connected between the first sub-body 8121 and the front bulkhead 621.

[0133] By including a first sub-body 8121, a second sub-body 8122, and a third sub-body 8123 in the connecting body 812, the connecting body 812 can be connected to the connecting section 811, the A-pillar 87, and the front bulkhead 621 respectively. This allows the longitudinal beam 82, the A-pillar 87, and the front bulkhead 621 to be connected together, which helps to improve the overall structural strength of the body assembly 100. Moreover, it enables the body assembly 100 to reliably withstand, transmit, and absorb collision energy.

[0134] In some embodiments of this application, as shown in FIG12, at least a portion of the second sub-body 8122 is located behind the first sub-body 8121 along the first direction of the body assembly 100 (i.e., the X direction shown in FIG9), and 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 along the second direction of the body assembly 100 (i.e., the Y direction shown in FIG9).

[0135] The height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), the first direction of the body assembly 100 (i.e., the X direction shown in Figure 9), and the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 9) 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. As some embodiments of this application, along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG9), 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 bulkhead 621.

[0137] As some embodiments of this application, along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG9), from the outer side of the vehicle to the inner side of the vehicle, the A-pillar 87, the first sub-body 8121, and the third sub-body 8123 can be arranged sequentially. The third sub-body 8123 is connected to the first sub-body 8121, and at least a portion of the third sub-body 8123 is disposed on the side of the first sub-body 8121 away from the A-pillar 87. That is, a portion 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. The third sub-body 8123 is connected between the first sub-body 8121 and the front bulkhead 621.

[0138] As some embodiments of this 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 integrally formed parts. 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 with the longitudinal beam 82, A-pillar 87 and front bulkhead 621, which is conducive to reducing the assembly difficulty of the body assembly 100.

[0139] As some embodiments of this application, both the second sub-body 8122 and the third sub-body 8123 can extend along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in FIG9).

[0140] In some embodiments of this application, as shown in FIG10, the second connector 84 is connected to the first connector 81, the front bulkhead 621, the A-pillar 87, and the longitudinal beam 82.

[0141] The first connector 81 and the front bulkhead 621 together 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 this application, as shown in FIG10, a portion of the second connector 84 closes the open end.

[0142] As some embodiments of this application, the second connector 84 may be constructed as a thin-walled sheet metal part.

[0143] As some embodiments of this application, along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG. 9), 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 body assembly 100 (i.e., the X direction shown in FIG. 9), the rear end of the second connector 84 is connected to the A-pillar 87. Furthermore, the edge of the front bulkhead 621 can be connected to the middle part of the second connector 84.

[0144] By connecting the second connector 84 to the first connector 81, the front bulkhead 621, the A-pillar 87, and the longitudinal beam 82, and by closing the open end of the first cavity structure 88 with the second connector 84, the structure of the body assembly 100 can be made reasonable, and the second connector 84 can participate in the bearing and transmission of frontal collision forces, thereby improving the safety performance of the vehicle.

[0145] In some embodiments of this application, as shown in FIG10, the second connector 84 is recessed toward the inside of the vehicle.

[0146] As some embodiments of this application, the second connector 84 may be recessed toward the inner rear of the vehicle. As some embodiments of this application, the recessed extent of the second connector 84 is the same as the recessed extent of the second longitudinal beam segment 822.

[0147] This arrangement allows the second connector 84 and the second longitudinal beam segment 822 to avoid the front wheels of the vehicle, thus facilitating the installation of the front wheels and reducing the difficulty of vehicle assembly.

[0148] In some embodiments of this application, the body assembly 100 further includes a third connector, and as shown in Figures 12 and 14, the front bulkhead 621 has a first recess 6213 that is recessed upward along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 9), the number of first connectors 81 is two, the first recess 6213 is located between the two first connectors 81 along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 9), and the third connector is connected between the two first connectors 81 and partially covers the first recess 6213.

[0149] Along the second direction of the body assembly 100 (i.e., the Y direction shown in FIG9), two first connectors 81 can be arranged opposite each other and spaced apart. A third connector is arranged between the two first connectors 81. The front bulkhead 621 has a first recess 6213. Along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG9), the first recess 6213 is recessed upward, that is, the opening of the first recess 6213 faces downward. Furthermore, the third connector partially covers the first recess 6213. That is, along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG9), the third connector is correspondingly arranged with the first recess 6213 and covers part of the opening of the first recess 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 of the first connectors 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 having the front bulkhead 621 have a first recess 6213, the modal strength of the front bulkhead 621 can be improved. In addition, by having the third connector corresponding to the first recess 6213, the structural design of the body assembly 100 can be made more reasonable, and the structural stability of the body assembly 100 can be improved.

[0151] In some embodiments of this application, as shown in Figures 9, 12, 13, and 14, the body assembly 100 further 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 bulkhead 621, and the third connector is located on the other side of the front bulkhead 621. The central channel 9 and the front bulkhead 621 together define a second cavity structure 915, which corresponds to the first recess 6213.

[0152] The central channel 9 extends along the first direction of the body assembly 100 (i.e., the X direction shown in FIG. 9). As some embodiments of this application, the central channel 9 is located at the center of the front bulkhead 621 along the second direction of the body assembly 100 (i.e., the Y direction shown in FIG. 9). The front bulkhead 621 can be constructed as an arc-shaped structure.

[0153] Along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG9), the front bulkhead 621 has opposite sides, the central channel 9 is located on one side of the front bulkhead 621, the third connector is located on the other side of the front bulkhead 621, and the first connector 81 is also located on the other side of the front bulkhead 621. The central channel 9 and the front bulkhead 621 can jointly define the second cavity structure 915.

[0154] For example, the central tunnel 9 can be located on the side of the front bulkhead 621 facing the passenger compartment and can be connected to the front bulkhead 621. The third connector and the first connector 81 can both be located on the side of the front bulkhead 621 away from the passenger compartment. This arrangement allows the body assembly 100 to have multiple cavity structures, thereby improving the crumple zone energy absorption capacity of the body assembly 100. Furthermore, by aligning the second cavity structure 915 with the first recess 6213, when a collision force is transmitted to the second cavity structure 915 and / or the first recess 6213, the second cavity structure 915 and the first recess 6213 can share the collision force, thereby improving the vehicle's safety performance.

[0155] As some embodiments of this application, the central channel 9 and the front bulkhead 621 can be connected by welding.

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

[0157] As some embodiments of this application, the longitudinal beam 82 may include an inner plate and an outer plate. The inner plate and the outer plate can 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 prone to bending deformation, enabling the longitudinal beam 82 to more reliably resist external stress. Furthermore, this arrangement can reduce the weight of the longitudinal beam 82, thereby reducing the overall weight of the vehicle body assembly 100, which is beneficial to the lightweight design of the vehicle.

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

[0159] In other words, the distance between the two ends of the second longitudinal beam segment 822 can be any value between 400mm and 500mm. For example, D1 can be, but is not limited to, 400mm, 450mm, 500mm, etc. This setting makes the distance between the two ends of the second longitudinal beam segment 822 reasonable, which helps to ensure 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 this 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 segment 822 connected to the first longitudinal beam segment 821 and the A-pillar 87 is D2, which satisfies the relationship: 530mm≤D2≤630mm.

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

[0163] It should be explained that the distance between the end of the second longitudinal beam segment 822 that connects to the first longitudinal beam segment 821 and the A-column 87 can be understood as the distance between the end of the second longitudinal beam segment 822 that connects to the first longitudinal beam segment 821 and the end of the A-column 87 closer to the first longitudinal beam segment 821, or it can be understood as the distance between the end of the second longitudinal beam segment 822 that connects to the first longitudinal beam segment 821 and the end of the A-column 87 farther from the first longitudinal beam segment 821, or it can be understood as the distance between the end of the second longitudinal beam segment 822 that connects to the first longitudinal beam segment 821 and any point on the A-column 87.

[0164] This arrangement allows for a reasonable distance between the end of the second longitudinal beam segment 822 that connects to the first longitudinal beam segment 821 and the A-pillar 87, which in turn allows for a reasonable size design of the body assembly 100 and helps to improve the structural strength of the body assembly 100.

[0165] As some embodiments of this application, as shown in Figures 9-11, the body assembly 100 further includes a sill beam 40, which is located behind 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 this application, as shown in Figures 16-21, the vehicle body assembly 100 according to an embodiment of this application further includes: a fourth connector 45.

[0167] The sill beam 40 defines a receiving cavity 41. The sill beam 40 can extend along the length direction of the vehicle (i.e., the X direction shown in FIG. 16) and can be provided on both sides of the vehicle along the width direction of the vehicle (i.e., the Y direction shown in FIG. 16). As some embodiments of this application, the sill beam 40 may include an inner sill plate 43 and an outer sill plate 44. The inner sill plate 43 and the outer sill plate 44 can be arranged along the width direction of the vehicle (i.e., the Y direction shown in FIG. 21), and the inner sill plate 43 and the outer sill plate 44 can be connected. The outer sill plate 44 can be provided on the side of the corresponding inner sill plate 43 away from the vehicle. The inner sill plate 43 and the outer sill plate 44 can jointly define the receiving cavity 41.

[0168] As some embodiments of this application, as shown in FIG20, the inner sill plate 43 may have an inner plate body 431, and the end of the inner plate body 431 may have an inner plate connecting plate 432. As shown in FIG21, the outer sill plate 44 may have an outer plate body 441, and the end of the outer plate body 441 may have an outer plate connecting plate 442. The inner plate connecting plate 432 may be connected to the outer plate connecting plate 442 so that the inner sill plate 43 and the outer sill plate 44 are connected, and the inner plate body 431 and the outer plate body 441 may together surround the receiving cavity 41.

[0169] As some embodiments of this application, the reinforcing beam 42 may be extended along the length direction of the vehicle (i.e., the X direction shown in FIG16), and the sill beam 40 may be extended along the length direction of the vehicle (i.e., the X direction shown in FIG16).

[0170] The reinforcing beam 42 is disposed within the receiving cavity 41. At least a portion of the fourth connecting member 45 may be located within the receiving cavity 41. As some embodiments of this application, a portion of the structure of the fourth connecting member 45 may be located within the receiving cavity 41, and another portion of the structure of the fourth connecting member 45 may be located between the inner plate connecting plate 432 and the outer plate connecting plate 442.

[0171] The fourth connector 45 connects the sill beam 40 and the reinforcing beam 42. By providing the fourth connector 45, the reinforcing beam 42 can be firmly fixed in the receiving cavity 41. When the vehicle is subjected to a side collision, the fourth connector 45 can constrain the position of the reinforcing beam 42. When the collision force is small, the reinforcing beam 42 will not intrude into the vehicle due to the constraint of the fourth connector 45. When the collision force is large, the intrusion of the reinforcing beam 42 into the vehicle can be reduced due to the constraint of the fourth connector 45, thereby improving the vehicle's impact resistance. Furthermore, along the first direction of the vehicle (i.e., the X direction shown in Figure 16, i.e., the length direction of the vehicle), the fourth connector 45 is provided at both ends of the reinforcing beam 42. By providing two fourth connectors 45, it is beneficial to constrain the position of the reinforcing beam 42.

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

[0173] The spacing between the two fourth connectors 45 can be understood as the minimum spacing between the two fourth connectors 45 along the first direction of the vehicle (i.e., the X direction shown in Figure 16), specifically 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 Figure 16). Alternatively, the spacing between the two fourth connectors 45 can be understood as the maximum spacing between the two fourth connectors 45 along the first direction of the vehicle (i.e., the X direction shown in Figure 16), specifically the distance between the end of the first fourth connector 45 furthest from the second fourth connector 45 and the end of the second fourth connector 45 furthest from the first fourth connector 45 along the first direction of the vehicle (i.e., the X direction shown in Figure 16). Or, the spacing 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 Figure 16) (for example, as shown in Figure 19).

[0174] Therefore, by providing fourth connectors 45 at both ends of the reinforcing beam 42 and connecting the fourth connectors 45 between the sill beam 40 and the reinforcing beam 42, when the vehicle is subjected to a side collision, the fourth connectors 45 can fix the reinforcing beam 42, reduce the extent of the reinforcing beam 42 intruding towards the inside of the vehicle, and thus reliably protect the passengers in the vehicle's passenger compartment, which is conducive to improving the vehicle's safety.

[0175] In some embodiments of this application, as shown in Figures 18 and 19, along the first direction of the vehicle (i.e., the X direction shown in Figure 19), the length of the reinforcing beam 42 can be F2, and F1 and F2 can satisfy the relationship: 1.36 ≤ F2 / F1 ≤ 1.45. That is, F2 / F1 can be any value between 1.36 and 1.45, for example, F2 / F1 can be, but is not limited to, 1.36, 1.40, 1.45, etc. As a specific embodiment of this application, the length of the reinforcing beam 42 can be 630mm, and the interval between the two fourth connecting members 45 is 450mm, that is, F2 / F1 can be 1.4. This setting makes the proportional relationship between the length F2 of the reinforcing beam 42 and the interval F1 between the two fourth connecting members 45 reasonable, and allows the fourth connecting members 45 to firmly fix the reinforcing beam 42 in the receiving cavity 41, which is beneficial for constraining the position of the reinforcing beam 42.

[0176] In some embodiments of this application, as shown in Figures 18 and 19, the length of the reinforcing beam 42 along the first direction of the vehicle (i.e., the X direction shown in Figure 16) can be F2, where F2 satisfies the relationship: 580mm ≤ F2 ≤ 680mm. That is, along the first direction of the vehicle (i.e., the X direction shown in Figure 16), the length of the reinforcing beam 42 can be any value between 580mm and 680mm. For example, F2 can be, but is not limited to, 580mm, 630mm, 680mm, etc. This setting makes the length of the reinforcing beam 42 reasonable and helps improve vehicle safety.

[0177] As some embodiments of this application, along the first direction of the vehicle (i.e., the X direction shown in FIG16), the length of the reinforcing beam 42 can be adjusted according to the wheelbase of the vehicle, which can improve the versatility of the reinforcing beam 42.

[0178] As some embodiments of this 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 to saving material of the reinforcing beam 42 and to the lightweight design of the vehicle.

[0179] In some embodiments of this application, as shown in Figures 17 and 18, the fourth connector 45 may include a first connecting plate 451 and a second connecting plate 452 connected to each other. An angle may be formed between the first connecting plate 451 and the second connecting plate 452. In some embodiments of this application, the cross-section of the fourth connector 45 may be L-shaped, meaning 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 sill beam 40. In some embodiments of this application, the first connecting plate 451 and the second connecting plate 452 may be integrally formed.

[0180] As some embodiments of this application, the first connecting plate 451 can be connected to the top wall of the reinforcing beam 42. The second connecting plate 452 can be connected to the inner plate connecting plate 432 of the inner sill plate 43, or the second connecting plate 452 can be connected to the inner plate connecting plate 432 of the inner sill plate 43, and the second connecting plate 452 can be connected to the outer plate connecting plate 442 of the outer sill plate 44. For example, the second connecting plate 452 can be disposed between the inner plate connecting plate 432 and the outer plate connecting plate 442. This arrangement makes the structure of the fourth connecting member 45 reasonable, thereby firmly connecting the reinforcing beam 42 and the sill beam 40 together.

[0181] As shown in Figure 17, the second connecting plate 452 may have a notch 4521. The notch 4521 can penetrate the second connecting plate 452 along its thickness direction. In the embodiment where the second connecting plate 452 is disposed between the inner plate connecting plate 432 and the outer plate connecting plate 442, by providing 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. Furthermore, the second connecting plate 452 can be directly welded to the inner plate connecting plate 432 and the outer plate connecting plate 442. Thus, any two of the three—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 strength between the reinforcing beam 42 and the sill beam 40.

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

[0183] In some embodiments of this application, as shown in Figures 17 and 18, the vehicle body assembly 100 may further include a fifth connector 46, which may be located within the receiving cavity 41. The fifth connector 46 may be connected between the sill beam 40 and the reinforcing beam 42. By providing the fifth connector 46, the sill beam 40 and the reinforcing beam 42 can be connected, thereby firmly fixing the reinforcing beam 42 within the receiving cavity 41. When the vehicle is subjected to a side collision, the fifth connector 46 can constrain the position of the reinforcing beam 42. When the collision force is small, the reinforcing beam 42 will not intrude toward the inside of the vehicle due to the constraint of the fifth connector 46. When the collision force is large, the intrusion amount of the reinforcing beam 42 toward the inside of the vehicle can be reduced due to the constraint of the fifth connector 46, thereby improving the vehicle's impact resistance.

[0184] Along the first direction of the vehicle (i.e., the X direction shown in Figure 16), both ends of the reinforcing beam 42 are provided with fifth connectors 46. By providing two fifth connectors 46, it is beneficial to constrain the position of the reinforcing beam 42.

[0185] Along the height direction of the vehicle (i.e., the Z direction shown in Figure 20), the orthographic projections of the fourth connector 45 and the fifth connector 46 have overlapping areas.

[0186] As some embodiments of this application, a plane is defined that is perpendicular to the vehicle's height direction (i.e., the Z direction shown in Figure 20). That is, the normal to this plane is parallel to the vehicle's height direction (i.e., the Z direction shown in Figure 20). Of the two fourth connectors 45 and two fifth connectors 46, the orthographic projection of the front fourth connector 45 onto this plane overlaps with the orthographic projection of the front fifth connector 46 onto this plane, and the orthographic projection of the rear fourth connector 45 onto this plane overlaps with the orthographic projection of the rear fifth connector 46 onto this plane. This arrangement allows for a reasonable placement of the fourth connectors 45 and fifth connectors 46, fully utilizing the space of the receiving cavity 41. Furthermore, it greatly increases the installation stability of the reinforcing beam 42, reliably protecting passengers in the vehicle's passenger compartment and improving vehicle safety.

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

[0188] In some embodiments of this 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 interval between the two fifth connecting members 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 this application, the interval between the two fourth connecting members 45 is 450mm, and the interval between the two fifth connecting members 46 is 370mm, that is, F3 / F1 can be 0.82. This setting makes the ratio between the interval F3 between the two fifth connecting members 46 and the interval F1 between the two fourth connecting members 45 reasonable, so that the fourth connecting members 45 and the fifth connecting members 46 can firmly fix the reinforcing beam 42 in the receiving cavity 41, which is beneficial to improving the vehicle's impact resistance.

[0189] In some embodiments of this application, as shown in Figures 18 and 19, the spacing between the two fifth connectors 46 along the first direction of the vehicle (i.e., the X direction shown in Figure 16) can be F3, where F3 satisfies the relationship: 320mm ≤ F3 ≤ 420mm. That is, along the first direction of the vehicle (i.e., the X direction shown in Figure 19), the spacing 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 arrangement ensures a reasonable spacing between the two fifth connectors 46, firmly fixing the reinforcing beam 42 to the receiving cavity 41, thereby further improving the vehicle's impact resistance.

[0190] The spacing between the two fifth connectors 46 can be understood as the minimum spacing between the two fifth connectors 46 along the first direction of the vehicle (i.e., the X direction shown in Figure 16), specifically 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 Figure 16). Alternatively, the spacing between the two fifth connectors 46 can be understood as the maximum spacing between the two fifth connectors 46 along the first direction of the vehicle (i.e., the X direction shown in Figure 16), specifically the distance between the end of the first fifth connector 46 furthest from the second fifth connector 46 and the end of the second fifth connector 46 furthest from the first fifth connector 46 along the first direction of the vehicle (i.e., the X direction shown in Figure 16). Or, the spacing 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 Figure 16) (for example, as shown in Figure 19).

[0191] In some embodiments of this 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, both of which can be connected to the connector body 461. In some embodiments of this application, the connector body 461, the first connecting flange 462, and the second connecting flange 463 may be integrally formed parts.

[0192] The connecting member main body 461 can be connected to the reinforcing beam 42, the first connecting flange 462 can be connected to the bottom wall of the accommodating cavity 41, and the second connecting flange 463 can be connected to the inner side wall 411 of the accommodating cavity 41. As some embodiments of the present application, the connecting member main body 461 can be connected to the bottom wall of the reinforcing beam 42, the first connecting flange 462 can be connected to the bottom wall of the inner plate body 431 of the inner door sill plate 43, the second connecting flange 463 can be connected to the inner side wall 411 of the accommodating cavity 41, and the inner side wall 411 of the accommodating cavity 41 can be understood as the side wall of the inner plate body 431 of the inner door sill plate 43.

[0193] Such a setting can make the structure of the fifth connecting member 46 reasonable, and can make the fifth connecting member 46 have connection relationships with the reinforcing beam 42, the bottom wall of the accommodating cavity 41, and the inner side wall 411 of the accommodating cavity 41, so that the reinforcing beam 42 and the door sill beam 40 can be firmly connected together.

[0194] As some embodiments of the present application, the connection manner between the outer door sill plate 44 and the inner door sill plate 43, the connection manner between the fourth connecting member 45 and the reinforcing beam 42, the connection manner between the fourth connecting member 45 and the door sill beam 40, the connection manner between the fifth connecting member 46 and the reinforcing beam 42, and the connection manner between the fifth connecting member 46 and the door sill beam 40 can be, but are not limited to, welding, screwing, riveting, etc.

[0195] As some embodiments of the present application, as shown in FIGS. 17 and 18, the connecting member main body 461 can include: a first plate body 4611, a second plate body 4612, and a third plate body 4613. Among them, the first plate body 4611 and the third plate body 4613 are opposite and spaced apart, and the second plate body 4612 is connected between the first plate body 4611 and the third plate body 4613. Specifically, one end of the second plate body 4612 can be connected to the first plate body 4611, and the other end of the second plate body 4612 can be connected to the third plate body 4613. As some embodiments of the present application, the first plate body 4611, the second plate body 4612, and the third plate body 4613 can be integrally formed. The second plate body 4612 can be connected to the reinforcing beam 42. As some embodiments of the present application, the second plate body 4612 can be connected to the bottom wall of the reinforcing beam 42.

[0196] As some embodiments of the present application, both the first plate body 4611 and the third plate body 4613 can extend along the height direction of the vehicle (i.e., the Z direction shown in FIG. 20) and 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 a "U" shape. Such a setting can make the fifth connecting member 46 have 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 ends of the first plate 4611 and the third plate 4613 away from the second plate 4612 may be provided with a first connecting flange 462. As some embodiments of this application, both the ends of the first plate 4611 and the third plate 4613 away from the second plate 4612 are provided with a first connecting flange 462. This arrangement allows the fifth connector 46 to have more first connecting flanges 462, which can improve the connection strength between the fifth connector 46 and the 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 edges of the first plate 4611 and the third plate 4613 may be provided with a second connecting flange 463. As some embodiments of this application, both the side edges of the first plate 4611 and the side edges of the third plate 4613 are provided with a second connecting flange 463. This arrangement allows the fifth connector 46 to have more second connecting flanges 463, which can further improve the connection strength between the fifth connector 46 and the sill beam 40.

[0199] Understandably, the fifth connector 46 can be supported between the reinforcing beam 42 and the sill beam 40.

[0200] As some embodiments of this 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 this application, both the fourth connector 45 and the fifth connector 46 can be cold-stamped parts.

[0202] As some embodiments of this application, the fifth connector 46 is configured to correspond to the battery pack mounting point of the sill beam 40.

[0203] In some embodiments of this application, as shown in Figures 16 and 17, along the second direction of the vehicle (i.e., the Y direction shown in Figure 16), the orthographic projection of the fourth connector 45 overlaps with the orthographic projection of the vehicle's seat mounting beam 199.

[0204] Specifically, a plane is defined that is perpendicular to the vehicle's second direction (i.e., the Y direction shown in Figure 16). That is, the normal to this plane is parallel to the vehicle's second direction (i.e., the Y direction shown in Figure 16). The orthographic projection of the fourth connecting member 45 overlaps with the orthographic projection of the vehicle's seat mounting beam 199. The seat mounting beam 199 may include a front seat mounting beam 1 and a rear seat mounting beam 2. Of the two fourth connecting members 45, the orthographic projection of the front connecting member 45 on this plane overlaps with the orthographic projection of the front seat mounting beam 1 on this plane, and the orthographic projection of the rear connecting member 45 on this plane overlaps with the orthographic projection of the rear seat mounting beam 2 on this plane. When the vehicle is subjected to a side collision, the seat mounting beam 199 can effectively support the fourth connecting members 45, reducing the probability of the reinforcing beam 42 continuing to intrude into the passenger compartment towards the inside of the vehicle. This reliably protects the passengers in the vehicle's passenger compartment and improves vehicle safety.

[0205] In some embodiments of this application, as shown in Figures 22-29, the body assembly 100 may further include a front bulkhead crossbeam 89, and the central channel 9 includes a central channel body 91.

[0206] The center tunnel body 91 includes a first tunnel segment 911 and a second tunnel segment 912 connected to each other. The end of the first tunnel segment 911 away from the second tunnel segment 912 is connected to the front bulkhead crossbeam 89, and the end of the second tunnel segment 912 away from the first tunnel segment 911 is connected to the front seat mounting crossbeam 1. The end of the first tunnel segment 911 near the second tunnel segment 912 is connected to the end of the second tunnel segment 912 near the first tunnel segment 911. By connecting the second tunnel segment 912 to the front seat mounting crossbeam 1, the length of the center tunnel body 91 can be shortened so that the rear passenger compartment does not have a center tunnel body 91, thereby improving the comfort of the rear passengers. Furthermore, by connecting the second tunnel segment 912 to the front seat mounting crossbeam 1, the collision safety performance of the vehicle can be guaranteed. As some optional embodiments of this application, the center tunnel body 91 is a one-piece molded part, that is, the first tunnel segment 911 and the second tunnel segment 912 are integrally molded, which can improve the structural strength of the center tunnel body 91.

[0207] In the length direction of the vehicle (i.e., the X direction shown in Figure 22), the first channel segment 911 is located in front of the second channel segment 912. In other words, the center channel body 91 is a structure extending along the length direction of the vehicle. The front bulkhead crossbeam 89 is located in front of the front seat mounting crossbeam 1. Furthermore, in the height direction of the vehicle (i.e., the Z direction shown in Figure 24), the height of the front bulkhead crossbeam 89 is higher than the height of the front seat mounting crossbeam 1. The end of the first channel segment 911 away from the second channel segment 912 is higher than the second channel segment 912. That is, the end of the first channel segment 911 connected to the front bulkhead crossbeam 89 is higher than the second channel segment 912. Moreover, the first channel segment 911 is constructed as a downwardly concave arc shape. In other words, the first channel segment 911 is constructed as a downwardly concave arc segment, or it can also be understood that the longitudinal section (i.e., the section along the height direction of the vehicle) of the first channel segment 911 is arc-shaped.

[0208] It should be explained that by constructing the center channel body 91 such that the end of the first channel segment 911 furthest from the second channel segment 912 is higher than the second channel segment 912, the center channel body 91 can be easily connected between the front bulkhead crossbeam 89 and the front seat mounting crossbeam 1. Furthermore, by constructing the first channel segment 911 as a downwardly concave arc segment, the space occupied by the center channel body 91 can be reduced, which helps to simplify the arrangement of vehicle components. As some optional embodiments of this application, the vehicle's secondary instrument panel can be obscured by the secondary instrument panel; that is, the first channel segment 911 can provide a mounting point for the vehicle's secondary instrument panel. By constructing the first channel segment 911 as a downwardly concave arc segment, more mounting space can be provided for the vehicle's secondary instrument panel.

[0209] As some optional embodiments of this application, the central tunnel body 91 and the front bulkhead crossbeam 89, and the central tunnel body 91 and the front seat mounting crossbeam 1 can all be connected by welding.

[0210] As some optional embodiments of this application, the center channel body 91 can be located inside the passenger compartment, and the center channel body 91 can be located above the front floor of the vehicle. As some optional embodiments of this application, the upper surface of the vehicle's battery pack can be configured as the front floor of the vehicle. As some optional embodiments of this application, the center channel body 91 can be centrally located inside the passenger compartment.

[0211] Therefore, by connecting the second channel segment 912 to the front crossbeam 1 for mounting the front seats, the length of the central channel body 91 can be shortened so that the central channel body 91 is not present in the rear of the passenger compartment, thereby improving the comfort of the rear passengers. Furthermore, by connecting the second channel segment 912 to the front crossbeam 1 for mounting the front seats, the collision safety performance of the vehicle can be guaranteed. In addition, by constructing the first channel segment 911 as a downwardly concave arc, the space occupied by the central channel body 91 can be reduced, which helps to reduce the difficulty of arranging vehicle parts.

[0212] Furthermore, the short length of the central channel body 91 in this application is beneficial for reducing the weight of the central channel body 91 and for the lightweight design of the vehicle.

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

[0214] In other words, the width of the first passage segment 911 can gradually increase along the length direction of the vehicle (i.e., the X direction shown in Figure 22). The width of the first passage segment 911 can be understood as its width along the width direction of the vehicle (i.e., the Y direction shown in Figure 22). By constructing the width of the first passage segment 911 in a structure that gradually increases along the length direction of the vehicle, the structural strength of the first passage segment 911 and the central passage body 91 can be increased, thereby ensuring the vehicle's collision safety performance and improving vehicle safety.

[0215] In some embodiments of this application, as shown in FIG28, the width of the end of the first channel segment 911 away from the second channel segment 912 can be N1, and N1 can satisfy the relationship: 100mm≤N1≤180mm. That is, 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 segment 911 away from the second channel segment 912 can be any value between 100mm and 180mm. For example, N1 can be, but is not limited to, 100mm, 140mm, 180mm, etc. This setting makes the width dimension of the end of the first channel segment 911 away from the second channel segment 912 reasonable, which is beneficial to ensuring the structural strength of the first channel segment 911.

[0216] In some embodiments of this application, the end width of the first channel segment 911 near the second channel segment 912 can be N2, where N2 satisfies the relationship: 150mm ≤ N2 ≤ 230mm. That is, along the width direction of the vehicle (i.e., the Y direction shown in Figure 22), the end width N2 of the first channel segment 911 near the second channel segment 912 can be any value between 150mm and 230mm. For example, N2 can be, but is not limited to, 150mm, 190mm, 230mm, etc. This arrangement makes the end width of the first channel segment 911 near the second channel segment 912 reasonable, which is beneficial for further ensuring the structural strength of the first channel segment 911.

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

[0218] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 24), the two side walls of the central tunnel body 91 can be constructed in a gradually approaching structural form (as shown in Figure 29). N1 can be understood as the width dimension at any point along the width direction of the vehicle (i.e., the Y direction shown in Figure 22) of the end of the first tunnel segment 911 away from the end of the second tunnel segment 912. For example, N1 can be the width dimension of the top wall of the end of the first tunnel segment 911 away from the end of the second tunnel segment 912, or N1 can be the distance between the bottommost points of the two side walls of the end of the first tunnel segment 911 away from the end of the second tunnel segment 912.

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

[0220] In some embodiments of this application, as shown in Figures 22, 24, and 26-28, the end of the second channel segment 912 away from the first channel segment 911 may have a first overlapping flange 9121. The first overlapping flange 9121 is adapted to connect with the top wall of the front crossbeam 1 for mounting the front seat. As some optional embodiments of this 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 central 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. That is, N4 may be, but is not limited to, 0.3N5, ​​0.4N5, 0.5N5, etc. This configuration allows for a reasonable ratio between the length of the first overlapping flange 9121 and the width of the front crossbeam 1 for the front seat mounting, which helps to ensure the connection strength between the first overlapping flange 9121 and the front crossbeam 1 for the front seat mounting, thereby reducing the probability of the first overlapping flange 9121 separating from the front crossbeam 1 for the front seat mounting.

[0221] As some optional embodiments of this application, as shown in Figures 27 and 28, the end of the second channel segment 912 away from the first channel segment 911 may have a second overlapping flange 9122. There may be multiple second overlapping flanges 9122; for example, there may be two. The two second overlapping flanges 9122 may be located on opposite sides of the second channel segment 912 along the width direction of the vehicle (i.e., the Y direction shown in Figure 22). The second overlapping flanges 9122 are adapted to connect to the front sidewall of the front seat mounting beam 1. As some optional embodiments of this application, the second overlapping flange 9122 may be welded to the front sidewall of the front seat mounting beam 1. This arrangement can improve the connection strength between the center channel body 91 and the front seat mounting beam 1, and can reduce the probability of separation between the center channel body 91 and the front seat mounting beam 1.

[0222] In some embodiments of this application, as shown in FIG29, the height of the second channel segment 912 along the vehicle's height direction (i.e., the Z direction shown in FIG24) can be N6, where N6 satisfies the relationship: 40mm ≤ N6 ≤ 120mm. That is, the height N6 of the second channel segment 912 can be any value between 40mm and 120mm; for example, N6 can be, but is not limited to, 40mm, 80mm, 120mm, etc. It should be noted that the height of the second channel segment 912 at any point along the vehicle's height direction (i.e., the Z direction shown in FIG24) can be N6. This arrangement makes the height dimension of the second channel segment 912 reasonable, which is beneficial to ensuring the structural strength of the second channel segment 912.

[0223] In some embodiments of this application, as shown in Figures 22-28, the width of the second channel segment 912 can remain constant from the direction from the first channel segment 911 to the second channel segment 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 segment 912 in the width direction of the vehicle can remain constant. As some optional embodiments of this application, the width of the end of the first channel segment 911 near the second channel segment 912 can be N2, and the width of the second channel segment 912 can be N2, where N2 can satisfy the relationship: 150mm ≤ N2 ≤ 230mm. That is, the width of the second channel segment 912 can be any value between 150mm and 230mm.

[0224] In other words, along the length of the vehicle (i.e., the X direction shown in Figure 22), the width of the second channel segment 912 can remain constant, and the width of the second channel segment 912 is the same as the width of the end of the first channel segment 911 near the second channel segment 912. As some optional embodiments of this application, the width of the second channel segment 912 can be 190mm. This arrangement makes the structural form of the second channel segment 912 reasonable, which is beneficial to ensuring the structural strength of the second channel segment 912. Furthermore, by setting the second channel segment 912 to a structural form with a constant width, it is beneficial to reduce the production difficulty of the middle channel 9.

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

[0226] It should be explained that, along the height direction of the vehicle (i.e., the Z direction shown in Figure 24), the two side walls of the central tunnel body 91 can be constructed in a gradually approaching structural form (as shown in Figure 29). N2 can be understood as the width dimension at any point along the width direction of the vehicle (i.e., the Y direction shown in Figure 22). For example, N2 can be the width dimension of the top wall of the second tunnel segment 912, or N2 can be the distance between the bottom edges of the two side walls of the second tunnel segment 912.

[0227] In some embodiments of this application, as shown in Figures 22-25, the center tunnel body 91 is adapted to be connected to the longitudinal beams 82 of the vehicle. As some optional embodiments of this application, there can be two longitudinal beams 82, both extending along the length direction of the vehicle (i.e., the X direction shown in Figure 22), and spaced apart and opposite to each other along the width direction of the vehicle (i.e., the Y direction shown in Figure 22). The two ends of the front bulkhead crossbeam 89 can be welded to the two longitudinal beams 82 respectively, and the center tunnel body 91 can be indirectly connected to the longitudinal beams 82 of the vehicle through the front bulkhead crossbeam 89.

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

[0229] The central channel body 91 is adapted to be connected to the front bulkhead 621 of the vehicle. As some optional embodiments of this application, as shown in Figures 26-28, the lower ends of the first channel segment 911 and the second channel segment 912 can be provided with connecting flanges 9112, and the central channel body 91 can be connected to the front bulkhead 621 of the vehicle through the connecting flanges 9112.

[0230] Furthermore, at least a portion of the open end of the first channel body and / or at least a portion of the open end of the second channel body 9123 are obscured by the front bulkhead 621. That is, the front bulkhead 621 can obscure at least a portion of the open end of the first channel body, or the front bulkhead 621 can obscure at least a portion of the open end of the second channel body 9123, or the front bulkhead 621 can obscure at least a portion of the open end of both the second channel body 9123 and the first channel body. As some optional embodiments of this application, the connecting flange 9112 of the first channel segment 911 of the central channel body 91 and the connecting flange 9112 of a portion of the second channel segment 912 can be connected to the front bulkhead 621 of the vehicle.

[0231] This arrangement allows a cavity to be formed between the central tunnel body 91 and the front bulkhead 621 of the vehicle, which helps to improve the impact resistance of the front of the vehicle and thus ensures the collision safety performance of the vehicle.

[0232] As some optional embodiments of this application, the central tunnel body 91 can be located on one side of the front bulkhead 621, and the central crossbeam 89 can be located on the other side of the front bulkhead 621. It should be explained that although the central tunnel body 91 and the central crossbeam 89 are located on opposite sides of the front bulkhead 621, they can also be directly connected by spot welding the central tunnel body 91, the central crossbeam 89, and the front bulkhead 621 together. As some optional embodiments of this application, along the height direction of the vehicle, the central crossbeam 89 has two flanged structures, and the end of the first tunnel segment 911 away from the second tunnel segment 912 can be spot welded to at least one of the two flanged structures of the central crossbeam 89.

[0233] In some embodiments of this application, as shown in FIG24, the second channel segment 912 may have a first sub-channel segment 9124 and a second sub-channel segment 9125. The first sub-channel segment 9124 may be connected between the first channel segment 911 and the second sub-channel segment 9125. The first channel segment 911 and the first sub-channel segment 9124 are adapted to be connected to the front bulkhead 621, and the second sub-channel segment 9125 is adapted to be connected to the front crossbeam 1 for mounting the front seat. In other words, the first channel segment 911 can define an open first groove, the first sub-channel segment 9124 can define an open first sub-groove, and the second sub-channel segment 9125 can define an open second sub-groove. The first sub-groove and the second sub-groove together constitute the second groove 9123. The first channel segment 911 and the first sub-channel segment 9124 are adapted to be connected to the front bulkhead 621. Furthermore, the open end of the first groove of the first channel segment 911 facing the front bulkhead 621 is blocked by the front bulkhead 621, and the open end of the first sub-groove of the first sub-channel facing the front bulkhead 621 is blocked by the front bulkhead 621.

[0234] It should be noted that the first channel section 911 and the first sub-channel section 9124 are subjected to large forces. By having the open end of the first channel body facing the front bulkhead 621 blocked by the front bulkhead 621, and by having the open end of the first sub-channel body facing the front bulkhead 621 blocked by the front bulkhead 621, the impact resistance of the first channel section 911 and the first sub-channel section 9124 can be improved, thereby improving the impact resistance of the front of the vehicle and ensuring the collision safety performance of the vehicle.

[0235] As some optional embodiments of this application, as shown in Figures 26-29, the central channel body 91 may have a reinforcing structure 913, which may protrude in a direction away from the front bulkhead 621. There may be multiple reinforcing structures 913; for example, as shown in Figure 26, there may be two reinforcing structures 913.

[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 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 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 body 6 are the same direction (i.e., the height direction of the body assembly 100).

[0237] In some embodiments of this application, as shown in Figures 30-33, the vehicle body assembly 100 further includes: a crossbeam 20 and an energy-absorbing box 30, wherein the energy-absorbing box 30 is located between the longitudinal beam 82 and the crossbeam 20, and the energy-absorbing box 30 is fixedly connected to both the longitudinal beam 82 and the crossbeam 20; and a support member 40, wherein the support member 40 is located on the side of the crossbeam 20 away from the energy-absorbing box 30, and the support member 40 is fixedly connected to the crossbeam 20.

[0238] The longitudinal beam 82, the anti-collision crossbeam 20, and the energy-absorbing box 30 can all be made of traditional steel, thereby reducing the overall vehicle development cost and usage cost. The anti-collision crossbeam 20 can have multiple cavities 21, for example, it can have two, three, or four cavities 21. However, this application is not limited to this, and the anti-collision crossbeam 20 can also have other numbers of cavities 21, as long as the anti-collision crossbeam 20 has multiple cavities 21. This application uses two cavities 21 as an example for explanation. The multiple cavities 21 can be arranged sequentially along the height direction of the vehicle so that the cross-sectional shape of the anti-collision crossbeam 20 can be bow-shaped or similar to bow-shaped, and the height dimension of the anti-collision crossbeam 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 crossbeam 20 along the height direction of the vehicle can be 102mm, 122mm, or any value between 102mm and 122mm. The length of the anti-collision beam 20 along the vehicle's length direction can be A2, satisfying the relationship 35mm≤A2≤45mm, meaning the length A2 of the anti-collision beam 20 along the vehicle's length direction can be any value between 35mm, 45mm, and 35-45mm. The width of the anti-collision beam 20 along the vehicle's width direction can be A3, satisfying the relationship 1005mm≤A3≤1335mm, meaning the width A3 of the anti-collision beam 20 along the vehicle's width direction can be any value between 1005mm, 1335mm, and 1005mm-1335mm. Furthermore, along the vehicle's width direction, the cavity 21 of the anti-collision beam 20 can have a second recess 22 extending along the vehicle's width direction, and the energy-absorbing box 30 can also have an energy-absorbing box cavity, with dimensions of 174mm*71mm. This configuration ensures that the anti-collision beam 20 and energy-absorbing box 30 meet performance requirements while minimizing their weight, thereby reducing the manufacturing cost of the anti-collision beam 20 and energy-absorbing box 30, and consequently reducing the overall vehicle development cost and usage cost.

[0239] The energy-absorbing box 30 is located between the longitudinal beam 82 and the anti-collision crossbeam 20, and is fixedly connected to both the longitudinal beam 82 and the anti-collision crossbeam 20. For example, the energy-absorbing box 30 can be fixedly connected to the longitudinal beam 82 and the anti-collision crossbeam 20 by welding, or the energy-absorbing box 30 can be fixedly connected to the longitudinal beam 82 and the anti-collision crossbeam 20 by bolts. However, this application is not limited to these methods. The energy-absorbing box 30 can also be fixedly connected to the longitudinal beam 82 and the anti-collision crossbeam 20 by other means, as long as the energy-absorbing box 30 is fixedly connected to both the longitudinal beam 82 and the anti-collision crossbeam 20. This application uses the fixed connection between the energy-absorbing box 30 and the anti-collision crossbeam 20 by welding as an example. The welded connection has greater connection strength and rigidity, which can ensure that the connection between the energy-absorbing box 30 and the anti-collision crossbeam 20 will not fail when the vehicle is involved in a high-speed collision, thereby improving the safety and reliability of the entire vehicle. In addition, the welding connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0240] By placing the energy-absorbing box 30 between the longitudinal beam 82 and the anti-collision crossbeam 20, and fixing the energy-absorbing box 30 to both the longitudinal beam 82 and the anti-collision crossbeam 20, when a vehicle collides, the anti-collision crossbeam 20 and the energy-absorbing box 30 can fully absorb the collision energy, protect the battery pack from damage during the collision, and thus improve the overall vehicle safety performance.

[0241] The support member 40 is located on the side of the anti-collision beam 20 opposite to the energy-absorbing 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 be fixedly connected by bolts. However, this application is not limited to these methods. The support member 40 and the anti-collision beam 20 can also be fixedly connected by other methods, 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-absorbing box 30 collapses to absorb a large amount of collision energy, so that the longitudinal beam 82 does not deform, thereby ensuring the economical maintenance of the entire vehicle and reducing the cost of vehicle use.

[0242] According to the vehicle body assembly 100 of this application embodiment, by fixing the energy-absorbing box 30 to the longitudinal beam 82 and the anti-collision crossbeam 20, when the vehicle collides, the anti-collision crossbeam 20 and the energy-absorbing box 30 can fully absorb the collision energy, protect the battery pack from damage during the collision, and thus improve the overall vehicle safety performance. The support member 40 is located on the side of the anti-collision crossbeam 20 away from the energy-absorbing box 30, and the support member 40 is fixedly connected to the anti-collision crossbeam 20. When the vehicle collides with a pedestrian, the support member 40 can provide support and protection for the pedestrian's legs, and the energy-absorbing 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 whole vehicle and reducing the cost of vehicle use.

[0243] According to some embodiments of this application, as shown in FIG30, the support member 40 may include: a fourth plate 41, a fifth plate 42 and a sixth plate 44, the fifth plate 42 being connected between the fourth plate 41 and the sixth plate 44, the fifth plate 42 being located on the side of the anti-collision beam 20 away from the energy absorption box 30 and spaced apart from the anti-collision beam 20, and the fourth plate 41 and the sixth plate 44 being 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 can be integrally formed with the fourth plate 41 and the sixth plate 44, or the fifth plate 42 can be welded to the fourth plate 41 and the sixth plate 44. However, this application is not limited to this. The fifth plate 42 can also be connected to the fourth plate 41 and the sixth plate 44 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-absorbing box 30 and is spaced apart from the anti-collision beam 20, so that the support member 40 forms a support cavity. When a collision occurs between a vehicle and a pedestrian, the support cavity of the support member 40 can absorb the collision energy, thereby reducing the damage to the anti-collision beam 20 and improving the maintenance economy of the entire vehicle.

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

[0246] According to some embodiments of this application, as shown in FIG30, the fifth plate 42 may have a second weight-reduction hole 43, so that the support member 40 can be weight-reduced while meeting the strength and stiffness requirements, thereby facilitating the lightweight design of the vehicle and reducing the manufacturing cost of the whole vehicle. It can be noted that there can be multiple second weight-reduction holes 43, for example, one, two, three, four, etc., but this application is not limited to this, and there may be other numbers of second weight-reduction holes 43, as long as the fifth plate 42 has second weight-reduction holes 43.

[0247] According to some embodiments of this application, the length of the support member 40 can be L1, and the length of the anti-collision beam 20 can be L2, satisfying the relationship: 0.5L2≤L1≤L2. That is, the length L1 of the support member 40 can be any value between 0.5L2, L2, or 0.5L2-L2. For example, the length L1 of the support member 40 can be 0.5L2, 0.6L2, 0.7L2, 0.9L2, L2, etc. However, this application is not limited to this. The length L1 of the support member 40 can also be other values ​​between 0.5L2-L2, as long as the length L1 of the support member 40 can be between 0.5L2, L2, or 0.5L2-L2. Therefore, the length L1 of the support member 40 satisfies the relationship: 0.5L2≤L1≤L2. When a vehicle collides with a pedestrian, the 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 this application, as shown in FIG30, the end of the energy-absorbing box 30 facing away from the anti-collision crossbeam 20 is connected to a third connecting plate 31, and the end of the longitudinal beam 82 facing the energy-absorbing box 30 is connected to a fourth connecting plate 11. The third connecting plate 31 and the fourth connecting plate 11 are fitted together to fix the energy-absorbing box 30 and the longitudinal beam 82.

[0249] The end of the energy-absorbing box 30 facing away from the anti-collision beam 20 can be connected to a third connecting plate 31. For example, the energy-absorbing box 30 and the third connecting plate 31 can be connected by welding or by bolts. However, this application is not limited to this. The energy-absorbing box 30 and the third connecting plate 31 can also be connected in other ways, as long as the end of the energy-absorbing 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-absorbing box 30 can be connected to a fourth connecting plate 11. For example, the longitudinal beam 82 and the fourth connecting plate 11 can be connected by welding or by bolts. However, this application is not limited to this. The longitudinal beam 82 and the fourth connecting plate 11 can also be connected in other ways, as long as the end of the longitudinal beam 82 facing the energy-absorbing 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-absorbing 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 by bolting. However, this 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-absorbing box 30 and the longitudinal beam 82.

[0252] Therefore, by using the third connecting plate 31 and the fourth connecting plate 11 to fix the energy-absorbing box 30 and the longitudinal beam 82 together, the connection strength and rigidity between the energy-absorbing box 30 and the longitudinal beam 82 can be guaranteed, thereby preventing the connection between the energy-absorbing box 30 and the longitudinal beam 82 from failing. Furthermore, the fourth connecting plate 11 can guarantee 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, thus ensuring the economical maintenance of the entire vehicle and reducing the cost of vehicle use.

[0253] It can be noted that both the third connecting plate 31 and the fourth connecting plate 11 can 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 whole vehicle.

[0254] According to some embodiments of this application, as shown in FIG32, the vehicle body assembly 100 may further include a structural reinforcement 13, which is connected between the fourth connecting plate 11 and the longitudinal beam 82. For example, the structural reinforcement 13 can be welded to the fourth connecting plate 11 and the longitudinal beam 82, or it can be bolted to the fourth connecting plate 11 and the longitudinal beam 82. However, this application is not limited to these methods. The structural reinforcement 13 can also be connected to the fourth connecting plate 11 and the longitudinal beam 82 in other ways, 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 improve 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, and further ensuring the maintenance economy of the vehicle, thereby further reducing the cost of vehicle use.

[0255] According to some embodiments of this application, as shown in FIG32, the structural reinforcement 13 may include: a first reinforcement 14 and a second reinforcement 15. The first reinforcement 14 is located outside the longitudinal beam 82 and fixed to the longitudinal beam 82, and the first reinforcement 14 is fixedly connected to the fourth connecting plate 11; the second reinforcement 15 is located inside the longitudinal beam 82 and fixed to the longitudinal beam 82, and the second reinforcement 15 is fixedly connected to the fourth connecting plate 11.

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

[0257] The first reinforcing member 14 is located outside and fixed to the longitudinal beam 82. For example, the first reinforcing member 14 and the longitudinal beam 82 can be connected by welding or by bolts. However, this application is not limited to these methods; the first reinforcing member 14 and the longitudinal beam 82 can also be connected in other ways, as long as the first reinforcing member 14 is located outside and fixed to the longitudinal beam 82. Furthermore, the first reinforcing member 14 is fixedly connected to the fourth connecting plate 11. For example, the first reinforcing member 14 and the fourth connecting plate 11 can be connected by welding or by bolts. However, this application is not limited to these methods; the first reinforcing member 14 and the fourth connecting plate 11 can also be connected in other ways, as long as the reinforcing member is fixedly connected to the fourth connecting plate 11.

[0258] The second reinforcing member 15 is located inside and fixed to the longitudinal beam 82. For example, the second reinforcing member 15 and the longitudinal beam 82 can be connected by welding or by bolts. However, this application is not limited to these methods; the second reinforcing member 15 and the longitudinal beam 82 can also be connected in other ways, as long as the second reinforcing member 15 is located inside and fixed to the longitudinal beam 82. Furthermore, the second reinforcing member 15 is fixedly connected to the fourth connecting plate 11. For example, the second reinforcing member 15 and the fourth connecting plate 11 can be connected by welding or by bolts. However, this application is not limited to these methods; the second reinforcing member 15 and the fourth connecting plate 11 can also be connected in other ways, as long as the second reinforcing member and the fourth connecting plate 11 are fixedly connected.

[0259] Therefore, by fixing the first reinforcing member 14 and the second reinforcing member 15 to the longitudinal beam 82, and by fixing the first reinforcing member 14 and the second reinforcing member 15 to the fourth connecting plate 11, the strength and rigidity of the front of the longitudinal beam 82 can be further guaranteed, thereby ensuring that the longitudinal beam 82 does not absorb energy or deform during a low-speed collision of the vehicle, thus further ensuring the economical maintenance of the whole vehicle and further reducing the cost of vehicle use.

[0260] According to some embodiments of this application, as shown in Figures 30 and 33, the energy-absorbing box 30 may include a first energy-absorbing box segment 32 and a second energy-absorbing box segment 33 connected together. The first energy-absorbing box segment 32 is fixedly connected to the anti-collision crossbeam 20, and the second energy-absorbing box segment 33 is fixedly connected to the longitudinal beam 82. From the anti-collision crossbeam 20 to the longitudinal beam 82, the cross-sectional size of the first energy-absorbing box segment 32 gradually decreases.

[0261] The energy-absorbing box 30 may include a first energy-absorbing box segment 32 and a second energy-absorbing box segment 33 connected together. For example, the first energy-absorbing box segment 32 and the second energy-absorbing box segment 33 may be integrally formed, or the first energy-absorbing box segment 32 and the second energy-absorbing box segment 33 may be welded together. However, this application is not limited to this. The first energy-absorbing box segment 32 and the second energy-absorbing box segment 33 may also be connected in other ways, as long as the first energy-absorbing box segment 32 and the second energy-absorbing box segment 33 are connected.

[0262] The first energy-absorbing box segment 32 is fixedly connected to the anti-collision beam 20. For example, the first energy-absorbing box segment 32 and the anti-collision beam 20 can be fixedly connected by welding, or by bolts. However, this application is not limited to these methods. The first energy-absorbing box segment 32 and the anti-collision beam 20 can also be fixedly connected by other methods, as long as the first energy-absorbing box segment 32 and the anti-collision beam 20 are fixedly connected. This application uses the example of the first energy-absorbing box segment 32 and the anti-collision beam 20 being fixedly connected by welding. The welded connection has greater connection strength and rigidity, which can ensure that the connection between the energy-absorbing box 30 and the anti-collision beam 20 will not fail when the vehicle is involved in a high-speed collision, thereby improving the safety and reliability of the entire vehicle. In addition, the welding connection is simple to process, saves steel, and can reduce the manufacturing cost of the vehicle.

[0263] The second energy-absorbing box segment 33 is fixedly connected to the longitudinal beam 82. For example, the second energy-absorbing box segment 33 and the longitudinal beam 82 can be fixedly connected by welding or by bolts. However, this application is not limited to these methods. The second energy-absorbing box segment 33 and the longitudinal beam 82 can also be fixedly connected by other methods, as long as the second energy-absorbing box segment 33 and the longitudinal beam 82 are fixedly connected. From the anti-collision crossbeam 20 to the longitudinal beam 82, the cross-sectional size of the first energy-absorbing box segment 32 gradually decreases, so that the cross-sectional shape of the energy-absorbing box 30 is flared or similar to a flared mouth. This design can increase the connection area between the energy-absorbing box 30 and the anti-collision crossbeam 20, thereby improving the connection strength between the energy-absorbing box 30 and the anti-collision crossbeam 20, and thus improving the safety performance and stability of the entire vehicle.

[0264] Furthermore, the cross-sectional dimensions of the first energy-absorbing box segment 32 are W1*W2. Specifically, the height dimension of the first energy-absorbing box segment 32 along the vehicle's height direction can be W1, satisfying the relationship: 90mm≤W1≤115mm. That is, the dimension W1 of the first energy-absorbing box segment 32 along the vehicle's height direction can be any value between 90mm, 115mm, and 90mm-115mm. The width dimension of the first energy-absorbing box segment 32 along the vehicle's width direction can be W2, satisfying the relationship: 80mm≤W2≤85mm. That is, the dimension W2 of the first energy-absorbing box segment 32 along the vehicle's width direction can be any value between 80mm, 85mm, and 80mm-85mm. This configuration maximizes the absorption of impacts received by the anti-collision beam 20 by the energy-absorbing box 30 during a collision, transmitting them to the rear of the vehicle in a straight line.

[0265] According to some embodiments of this application, as shown in FIG30, the second energy-absorbing box segment 33 may be formed with a first crumple rib 34 that is recessed toward the energy-absorbing box 30. When a vehicle collision occurs, the first crumple rib 34 can crumple and deform to absorb a large amount of collision energy, thereby reducing the risk of collision energy damaging the longitudinal beam 82 behind the energy-absorbing box 30, thereby improving the safety of the vehicle and the reliability of the people.

[0266] According to some embodiments of this application, as shown in Figures 30 and 33, there can be multiple first contraction ribs 34, and the multiple first contraction ribs 34 are arranged sequentially along the arrangement direction of the first energy-absorbing box segment 32 and the second energy-absorbing box segment 33.

[0267] The first contraction rib 34 can be multiple, for example, there can be two, three, four, or other numbers of first contraction ribs 34. However, this application is not limited to this, and there can be other numbers of first contraction ribs 34, as long as there are multiple first contraction ribs 34. This application uses two first contraction ribs 34 as an example for explanation. Specifically, in the direction from the anti-collision beam 20 to the longitudinal beam 82, the distance between the first first contraction rib 34 closest 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 contraction rib 34 closest to the anti-collision beam 20 and the anti-collision beam 20 can be any value between 28mm, 50mm, and 28mm-50mm. From the anti-collision crossbeam 20 to the longitudinal beam 82, the width of the first crumple rib 34 can be D2, satisfying the relationship: 17mm≤D2≤23mm, that is, the width D2 of the first crumple rib 34 can be any value between 17mm, 23mm, and 17mm-23mm. Furthermore, multiple first crumple ribs 34 are arranged sequentially along the arrangement direction of the first energy-absorbing box section 32 and the second energy-absorbing box section 33. Therefore, when a low-speed collision occurs, after the energy-absorbing box 30 deforms, the entire vehicle can absorb all the collision energy, thus preventing deformation of the longitudinal beam 82. In both low-speed and high-speed frontal collisions, the first crumple ribs 34 participate in energy-absorbing deformation, enabling stable crushing without instability, preventing significant lateral plastic deformation of the energy-absorbing box 30. This improves the collision energy absorption effect and crumple stability of the body component 100, and also ensures the economical maintenance of the entire vehicle, thereby reducing operating costs.

[0268] According to some embodiments of this application, as shown in FIG30, the longitudinal beam 82 may be formed with a second crumple rib 16 that is recessed toward the longitudinal beam 82. When the vehicle is involved in a high-speed collision, after the anti-collision beam 20 and the energy absorption box 30 crumple to absorb the collision energy, the second crumple rib 16 can further crumple to absorb the residual collision energy, thereby further ensuring that the vehicle battery pack will not be damaged, and further improving the safety performance and reliability of the vehicle.

[0269] Furthermore, along the height direction of the vehicle, a mounting box 17 can be provided below the longitudinal beam 82, and along the width direction of the vehicle, the mounting box 17 is located at the lowest position on the lower end of the side wall facing the outside of the vehicle, so that the mounting box 17 can be used to centrally install other components, thereby improving the space utilization rate inside the vehicle.

[0270] According to some embodiments of this 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 following relationships: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, 102mm≤G3≤122mm.

[0271] The anti-collision beam 20 can have a width dimension of G1, a length dimension of G2, and a height dimension of G3, satisfying the following relationships: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, 102mm≤G3≤122mm. That is, the width dimension G1 of the anti-collision beam 20 can be any value between 35mm, 45mm, or 35mm-45mm. For example, the width dimension G1 of the anti-collision beam 20 can be 35mm, 36mm, 37mm, 40mm, 44mm, 45mm, etc. However, this 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 any value between 1015mm, 1215mm, or 1015mm-1215mm. For example, the length dimension G2 of the anti-collision beam 20 can be 1015mm, 1016mm, 1020mm, 1200mm, 1211mm, 1215mm, etc. However, this 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 1015mm-1215mm.

[0273] The height dimension G3 of the anti-collision beam 20 can be any value between 102mm, 122mm, or 102mm-122mm. For example, the height dimension G3 of the anti-collision beam 20 can be 102mm, 103mm, 105mm, 108mm, 115mm, 122mm, etc. However, this 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 between 102mm-122mm.

[0274] Specifically, 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 these dimensions satisfy the following relationships: 35mm≤G1≤45mm, 1015mm≤G2≤1215mm, and 102mm≤G3≤122mm. This setting allows for a reduction in the weight of the anti-collision beam 20 while maintaining its strength and rigidity, thereby lowering its manufacturing cost and facilitating lightweight vehicle design.

[0275] The vehicle according to the embodiments of this application includes the body assembly 100 of the above embodiments. By configuring the battery pack 5 as 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 to improving the driving range of the vehicle. Furthermore, the gap between the body body 6 and the battery pack 5 can be sealed by the sealing assembly 7 and the front bulkhead 621, which can improve the airtightness of the passenger compartment and thus improve the ride comfort of the vehicle.

[0276] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this 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, "multiple" means two or more.

[0279] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0280] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0281] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0282] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle body component, wherein, include: The vehicle body has an installation notch and includes a sill beam that defines a receiving cavity. A battery pack disposed on the vehicle body and covering the mounting notch, the battery pack being configured to constitute at least a portion of the floor of the vehicle body assembly; A sealing assembly and a front bulkhead, the front bulkhead being connected to the sealing assembly to form a ring structure, at least a portion of the sealing assembly and at least a portion of the front bulkhead being located between the vehicle body and the battery pack to seal the gap between the vehicle body and the battery pack, the sealing assembly being connected to the sill beam; A reinforcing beam is disposed within the receiving cavity.

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

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 a second direction of the vehicle body assembly. The front bulkhead, one of the side seals, the rear seal, and the other side seal are connected end to end in sequence. The side seal includes 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 being able to connect to the sill beam.

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

5. The vehicle body assembly according to claim 3 or 4, wherein, The front bulkhead includes: a connected front bulkhead body and a front bulkhead flange, the front bulkhead body having the sealing boss or the sealing groove, the front bulkhead flange being adapted to connect to the A-pillar of the body assembly, and a portion of the front bulkhead 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 flanging sandwiched between the side connecting flanging 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 assembly according to any one of claims 3-5, wherein, The rear seal includes: 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 able to connect to the sill beam, and a portion of the rear connecting flange being sandwiched between the side connecting flange and the sill beam; Along the first direction of the vehicle body assembly, the length of the rear connecting flange sandwiched between the side connecting flange and the sill 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 1-6, wherein, Also includes: The longitudinal beam and the A-pillar, wherein the longitudinal beam includes a first longitudinal beam segment and a second longitudinal beam segment, one end of the second longitudinal beam segment is connected to the first longitudinal beam segment, and the other end of the second longitudinal beam segment is connected to the A-pillar, and the second longitudinal beam segment is an arc-shaped segment that is recessed toward the inside of the vehicle; A first connector, along the height direction of the body assembly, at least a portion of the first connector is located below the longitudinal beam, and the first connector is connected to the longitudinal beam, the A-pillar, and the front bulkhead; A second connector, wherein the first connector and the front bulkhead together define a first cavity structure having an open end facing outwards of the vehicle, and at least a portion of the second connector closes the open end.

8. The vehicle body assembly according to claim 7, wherein, The first connector includes a connecting segment and a connecting body. One end of the connecting segment is connected to the longitudinal beam, and the other end of the connecting segment is connected to the connecting body. The connecting body is connected to the A-pillar and the front bulkhead.

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 segment and the A-pillar. The second sub-body and the third sub-body are connected between the first sub-body and the front bulkhead.

10. The vehicle body assembly according to claim 9, wherein, Along a first direction of the vehicle body assembly, at least a portion of the second sub-body is located behind the first sub-body, and along a second direction of the vehicle 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 1-10, wherein, It also includes: a fourth connector, which is connected between the sill beam and the reinforcing beam. Along the first direction of the vehicle, both ends of the reinforcing beam are provided with the fourth connector, and the interval between the two fourth connectors is F1, satisfying the relationship: 400mm≤F1≤500mm.

12. The vehicle body assembly according to claim 11, wherein, The fourth connector includes a first connecting plate and a second connecting plate that are connected to each other, with an included angle 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 sill beam. The second connecting plate has a notch that extends through the second connecting plate along its thickness direction.

13. The vehicle body assembly according to claim 11 or 12, wherein, Also includes: The fifth connector is located within the receiving cavity and connects the sill beam and the reinforcing beam. Along the first direction, the fifth connector is provided at both ends of the reinforcing beam, and along the height direction of the vehicle, the orthographic projections of the fourth connector and the fifth connector have overlapping areas.

14. The vehicle body assembly according to any one of claims 1-13, wherein, Also includes: The front bulkhead crossbeam, the front seat mounting crossbeam, and the center tunnel, wherein the center tunnel includes: The center tunnel body includes a first tunnel segment and a second tunnel segment connected to each other. The end of the first tunnel segment away from the second tunnel segment is connected to the front bulkhead crossbeam. The end of the second tunnel segment away from the first tunnel segment is connected to the front seat mounting crossbeam. The end of the first tunnel segment away from the second tunnel segment is higher than the second tunnel segment, and the first tunnel segment is constructed as a downwardly concave arc shape.

15. The vehicle body assembly according to any one of claims 1-14, wherein, Also includes: The system includes a longitudinal beam, a crossbeam, an energy-absorbing box, and a support member. The energy-absorbing box is located between the longitudinal beam and the crossbeam, and is fixedly connected to both the longitudinal beam and the crossbeam. The support member is located on the side of the crossbeam away from the energy-absorbing box, and is fixedly connected to the crossbeam.

16. The vehicle body assembly according to claim 15, wherein, The energy-absorbing box includes a first energy-absorbing box segment and a second energy-absorbing box segment connected together. The first energy-absorbing box segment is fixedly connected to the anti-collision crossbeam, and the second energy-absorbing box segment is fixedly connected to the longitudinal beam. From the anti-collision crossbeam to the longitudinal beam, the cross-sectional dimension of the first energy-absorbing box segment gradually decreases.

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

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