Vehicle body protection structure and vehicle

Abstract

A vehicle, having a vehicle body protection structure. The vehicle body protection structure comprises frame longitudinal beams, door sills, and protective members. At least one side of each frame longitudinal beam is provided with a door sill. First gaps are formed between the frame longitudinal beams and the door sills. The protective members are at least partially disposed in the first gaps.

Description

Vehicle body protection structure and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410867854.3, filed on June 28, 2024, and entitled "A vehicle body protection structure and vehicle", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application belongs to the technical field of automobile safety protection, and particularly relates to a vehicle body protection structure and vehicle. BACKGROUND

[0003] In order to solve the range anxiety of consumers, new energy vehicles need to be equipped with larger power batteries to match or even exceed the driving range of existing fuel vehicles. Therefore, compared with fuel vehicles of the same specification, new energy vehicles need to increase the overall vehicle weight by a large margin. Compared with ordinary fuel vehicles, new energy vehicles need to be equipped with large power motors, powerful cooling systems and large capacity batteries. Therefore, the curb weight of new energy vehicles is generally larger. In the process of side collision, new energy vehicles need to absorb more collision energy.

[0004] In the related art, when a vehicle is subjected to a side collision, the vehicle body structure relies on the deformation of the rocker to absorb most of the energy, and relies on the deformation of the two ends of the seat beam to absorb a small part of the energy. TECHNICAL PROBLEM

[0005] However, due to the limitation of the vehicle body structure, the rocker will usually overturn when subjected to a side collision and cannot fully absorb energy, which endangers the reliability of the vehicle. TECHNICAL SOLUTION

[0006] The present application aims to provide a vehicle body protection structure and vehicle, which can solve the problem that the rocker overturns in the side collision condition due to the limitation of the vehicle body structure, cannot fully absorb energy, and endangers the reliability of the vehicle.

[0007] In order to solve the above technical problems, the present application is implemented as follows:

[0008] In a first aspect, the embodiments of the present application provide a vehicle body protection structure, comprising a vehicle frame longitudinal beam, a rocker and a protection piece.

[0009] At least one side of the vehicle frame longitudinal beam is provided with a rocker, a first gap is formed between the vehicle frame longitudinal beam and the rocker, and the protection piece is at least partially arranged in the first gap.

[0010] In some embodiments of the present application, the protection member comprises a first end and a second end arranged opposite to each other along a first direction, the second end is connected to the longitudinal beam of the vehicle frame, and the first end is arranged opposite to the rocker panel; a dimension of the first end along a second direction is less than or equal to a dimension of the second end along the second direction, and the second direction is perpendicular to the extending direction of the longitudinal beam of the vehicle frame and the first direction respectively.

[0011] In some embodiments of the present application, the dimension of the protection member along the second direction gradually increases from the first end to the second end.

[0012] In some embodiments of the present application, the protection member is provided with a hollow structure.

[0013] In some embodiments of the present application, the protection member comprises a shell and a first reinforcing rib; the shell is arranged in the first gap, and the shell is connected to the longitudinal beam of the vehicle frame; the shell is provided with a cavity, and the first reinforcing rib is arranged in the cavity to form a hollow structure, and the first reinforcing rib extends from the first end to the second end.

[0014] In some embodiments of the present application, the protection member further comprises a second reinforcing rib, the second reinforcing rib is arranged in the cavity, and the second reinforcing rib is connected to the first reinforcing rib to form a cross structure.

[0015] In some embodiments of the present application, at least part of the second gap exists between the protection member and the rocker panel.

[0016] In some embodiments of the present application, the vehicle body protection structure further comprises a reinforcing member and a seat cross beam; the seat cross beam comprises a first cross beam and a second cross beam, and both the first cross beam and the second cross beam are connected to the rocker panel; the second cross beam is located on a side of the first cross beam close to the longitudinal beam of the vehicle frame; the second cross beam is provided with a bent section, and the bent section is bent from the second cross beam towards the first cross beam; and the reinforcing member is arranged between the bent section and the first cross beam.

[0017] In some embodiments of the present application, the reinforcing member at least partially covers the bent section.

[0018] In the second aspect, the embodiments of the present application provide a vehicle comprising the vehicle body protection structure of any one of the above. Advantages

[0019] In the embodiments of the present application, by arranging the protection member between the rocker panel and the longitudinal beam, side support is provided for the rocker panel, the possibility of overturning deformation of the rocker panel in the process of collision is reduced, and the rocker panel can fully crush and deform when bearing side collision; at the same time, the protection member can transmit the side collision force received by the rocker panel to the longitudinal beam of the vehicle frame, and by using the high-strength longitudinal beam of the vehicle frame as the main force bearing component, the collision deformation amount of the vehicle body can be reduced, thereby effectively ensuring the reliability of the vehicle.

[0020] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and the attached drawings. BRIEF DESCRIPTION OF DRAWINGS

[0021] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the accompanying drawings, wherein:

[0022] FIG. 1 is a schematic view of a vehicle body structure in the related art;

[0023] FIG. 2 is a cross-sectional view along line A-A in FIG. 1;

[0024] FIG. 3 is a schematic view of a vehicle body protection structure arrangement according to an embodiment of the present application;

[0025] FIG. 4 is a cross-sectional view along line B-B in FIG. 3;

[0026] FIG. 5 is a schematic view of a side impact force transmission path according to an embodiment of the present application;

[0027] FIG. 6 is a cross-sectional view of a protection member according to an embodiment of the present application;

[0028] FIG. 7 is a schematic view of a longitudinal beam force transmission path according to an embodiment of the present application;

[0029] FIG. 8 is a schematic view of a reinforcement position arrangement in a vehicle body according to an embodiment of the present application;

[0030] FIG. 9 is a schematic view of a reinforcement according to an embodiment of the present application;

[0031] FIG. 10 is a structural block diagram of a vehicle according to an embodiment of the present application.

[0032] FIG. 10 is a structural block diagram of a vehicle according to an embodiment of the present application.

[0033] Embodiments of the present application

[0034] The embodiments of the present application will be described below in detail, examples of the embodiments are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only, for the purpose of explanation of the present application, and are not to be understood as a limitation of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor, are within the scope of protection of the present application.

[0035] The terms "first", "second" in the description and claims of the present application can explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / ", generally means that the front and rear associated objects are in an "or" relationship.

[0036] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0037] In the description of the present application, it should be noted that unless otherwise specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0038] In the related art, when the vehicle is subjected to a side collision, the vehicle body structure relies on the deformation of the rocker to absorb most of the energy, and relies on the deformation of the two ends of the seat beam to absorb a small part of the energy.

[0039] Specifically, as shown in FIGS. 1-2, when the vehicle is subjected to a side collision, on the one hand, the energy is mainly absorbed by the rocker 1, and then transmitted to the seat beam 3. Because the middle part of the seat beam 3 is an important guarantee for the survival space of the occupant and does not participate in energy absorption, the deformation region of the seat beam 3 can only be located at both ends of the seat beam 3, so that the seat beam 3 can only absorb less energy. On the other hand, due to the height difference between the center axis of the rocker 1 and the center axis of the seat beam 3 at the joint position of the rocker 1 and the seat beam 3, the rocker 1 is prone to deflection deformation around its own center axis when the vehicle is subjected to a side collision, so that the rocker 1 is not deformed sufficiently, resulting in excessive intrusion into the vehicle space and endangering the reliability of the vehicle.

[0040] Meanwhile, in the related art, the main load-bearing component of the non-load-bearing vehicle is the frame rail 2. The frame rail 2 extends from the front position to the rear position. In order to ensure the smoothness of force transmission of the frame rail 2 during front and rear collisions, the frame rail 2 is usually located inside the rocker 1, which causes the non-load-bearing vehicle to first participate in collision energy absorption by the rocker 1 during a side collision. The collision energy is transmitted to the seat beam 3 through the rocker 1, that is, the force transmission path is shown in the first force transmission path 100 in FIG. 2, and the force is transmitted from the rocker 1 to the seat beam 3. At this time, when the rocker 1 is fully deformed and pressed against the frame rail 2, the frame rail 2 begins to bear the force, causing the passenger compartment to begin to deform under force. At the same time, since the force is also transmitted from the rocker 1 to the floor 4, the floor 4 deforms under force, endangering the reliability of the battery pack located below the floor 4. Therefore, in the related art, the frame rail 2 intervenes late when the vehicle is subjected to a side collision, and the protection of the passenger compartment is poor.

[0041] The vehicle body protection structure 1000 and the vehicle 2000 provided by the embodiments of the present application will be described in detail below in combination with FIGS. 3-9 through specific embodiments and application scenarios.

[0042] As shown in FIGS. 3 and 4, according to some embodiments of the present application, the vehicle body protection structure 1000 includes a frame rail 2, a rocker 1, and a protection piece 5. At least one side of the frame rail 2 is provided with the rocker 1. A first gap 6 is formed between the frame rail 2 and the rocker 1. The protection piece 5 is at least partially arranged in the first gap 6.

[0043] In the embodiments of the present application, by arranging the protection piece 5 between the rocker 1 and the frame rail 2, side support is provided for the rocker 1, the possibility of overturning deformation of the rocker 1 during the collision process is reduced, and the rocker 1 can be fully crushed and deformed when subjected to a side collision. At the same time, the protection piece 5 can transmit the side collision force received by the rocker 1 to the frame rail 2, and by using the high-strength frame rail 2 as the main force-bearing component, the collision deformation amount of the vehicle body can be reduced, thereby effectively protecting the reliability of the vehicle.

[0044] Specifically, as shown in FIG. 4, the X direction refers to the extension direction of the frame rail 2, the Y direction refers to the extension direction of the frame cross beam 10, and the Z direction refers to the height direction of the vehicle body. The protection piece 5 is arranged between the rocker 1 and the frame rail 2. The protection piece 5 provides Y direction support for the rocker 1 when the vehicle is subjected to a side impact, so that the bearing surface of the rocker 1 is uniformly stressed in the Y direction, greatly reducing the possibility of the rocker 1 turning and deforming around the X direction during the impact, so that the rocker 1 is fully crushed and deformed, thereby better protecting the battery pack structure below the floor 4.

[0045] In addition, the protection piece 5 will be crushed and energy-absorbed when subjected to a side impact, absorbing part of the collision energy, while improving the reliability of the battery pack, effectively reducing the intrusion amount of the floor 4, and effectively ensuring the reliability of the battery pack below the floor 4.

[0046] In some embodiments, the protection piece 5 can be connected with at least one of the frame rail 2, the seat cross beam 3, or the floor 4, which can be flexibly set according to actual conditions, and the embodiments of the present application are not limited herein.

[0047] In some embodiments, as shown in FIG. 5, the frame rail 2 and the frame cross beam 10 are connected. When the vehicle is subjected to a side impact, the collision force can be transmitted to the protection piece 5 through the rocker 1, and then transmitted to the frame rail 2 through the protection piece 5, and the frame rail 2 transmits the collision force to the frame cross beam 10, i.e., the second force transmission path 200 as shown in FIG. 5. Compared with the first force transmission path 100 in the related art, the second force transmission path 200 is newly added. The second force transmission path 200 is: collision force → rocker 1 → protection piece 5 → frame rail 2 → frame cross beam 10 → frame rail 2. The embodiments of the present application use the high-strength frame rail 2 and frame cross beam 10 as the main force-bearing components of the vehicle body when subjected to a side impact, effectively reducing the collision deformation amount of the vehicle body, thereby effectively ensuring the reliability of the vehicle.

[0048] In some embodiments, as shown in FIG. 3, the vehicle body protection structure 1000 further comprises a front underpanel reinforcement beam 11 and a middle floor underbeam 12. The protection member 5 extends from the front underpanel reinforcement beam 11 to the middle floor underbeam 12. As shown in FIG. 7, when the vehicle is subjected to a side impact, the vehicle body protection structure 1000 generates a third force transmission path 300. The third force transmission path 300 comprises 4 second force transmission paths 200, i.e. the impact force can be transmitted to the protection member 5 through the rocker 1, and then transmitted to the chassis frame rail 2 through the protection member 5. Specifically: impact force → rocker 1 → protection member 5 → chassis frame rail 2 → chassis cross beam 10 → chassis frame rail 2. When the vehicle is subjected to a side impact, the third force transmission path 300 can make the protection member 5 absorb more energy during the stress crushing process, thereby effectively reducing the residual impact energy and the intrusion amount of the passenger compartment, effectively protecting the battery structure below the floor 4.

[0049] It should be noted that the cross-sectional shape of the protection member 5 can be a combined shape, for example, the shape of the protection member 5 can be a combination of trapezoidal and rectangular shapes, or a combination of triangular and rectangular shapes, which is not limited in the present application. The cross-sectional shape of the protection member 5 can also be a single shape, such as trapezoidal, semicircular, triangular, rectangular, etc., and the cross-section refers to the face seen after cutting the protection member 5 along the Z direction.

[0050] In some embodiments, as shown in FIG. 6, the protection member 5 comprises a first end 51 and a second end 52 arranged opposite along a first direction Y. The second end 52 is connected with the chassis frame rail 2. The first end 51 is arranged opposite to the rocker 1. The dimension of the first end 51 along a second direction Z is less than or equal to the dimension of the second end along the second direction Z. The second direction Z is perpendicular to the extension direction of the chassis frame rail 2 and the first direction Y, respectively.

[0051] In the embodiments of the present application, by arranging the first end 51 and the second end 52 of the protection member 5 along the first direction Y, connecting the second end 52 with the chassis frame rail 2, and arranging the first end 51 opposite to the rocker 1, wherein the dimension of the first end 51 along the second direction Z is less than or equal to the dimension of the second end 52 along the second direction Z, such a cross-sectional design can effectively avoid the instability and overturning of the protection member 5 when subjected to a side impact, thereby affecting the energy absorption effect.

[0052] Exemplarily, the cross-sectional shape of the protection member 5 is trapezoidal, the narrow side of the trapezoidal cross-section is opposite to the rocker 1, and the wide side of the trapezoidal cross-section is opposite to the longitudinal beam 2 of the vehicle frame, so that the deformation resistance of the side of the protection member 5 close to the rocker 1 is lower than that of the side close to the longitudinal beam 2 of the vehicle frame. When the protection member 5 is subjected to a collision, it will be deformed by extrusion from the side with lower deformation resistance, which is consistent with the principle that the vehicle body deforms from left to right in turn when subjected to a side collision. At the same time, the deformation mode of the protection member 5 from left to right can also reduce the tendency of the rocker 1 to deform by turning downward, effectively improving the energy absorption effect of the rocker 1.

[0053] Specifically, the first direction Y is the direction in which the beam of the vehicle frame extends, i.e., the Y direction in FIG. 4; and the second direction Z is the direction along the height of the vehicle body, i.e., the Z direction in FIG. 4. The protection member 5 is provided with a first end 51 and a second end 52 in the Y direction. The size of the first end 51 and the size of the second end 52 refer to the size in the Z direction, i.e., the size in the direction along the height of the vehicle body. The protection member 5 is also provided with a mounting hole 55, and the corresponding longitudinal beam 2 of the vehicle frame is also provided with a corresponding mounting hole. A fastener passes through the mounting hole 55 of the protection member 5 and the mounting hole of the longitudinal beam 2 of the vehicle frame in turn to connect the protection member 5 to the longitudinal beam 2 of the vehicle frame.

[0054] In some embodiments, the size of the first end 51 in the Z direction is smaller than the size of the second end 52 in the Z direction. In this way, the side of the protection member 5 close to the rocker 1 is narrow, and the side close to the longitudinal beam 2 of the vehicle frame is wide, and the cross-sectional design from narrow to wide can effectively prevent the protection member 5 from losing stability and turning over when subjected to a side collision, thereby affecting the energy absorption effect.

[0055] It should be noted that the material of the protection member 5 can be aluminum, alloy, carbon fiber, etc., which is not limited in the present application.

[0056] In some embodiments, as shown in FIG. 6, the size of the protection member 5 in the second direction gradually increases from the first end 51 to the second end 52.

[0057] In the embodiments of the present application, by setting the size of the protection member 5 to gradually increase from the first end 51 to the second end 52, the force gradually increases from the first end 51 to the second end 52 when the protection member 5 is subjected to a collision, which can effectively transmit the force.

[0058] Specifically, the first end 51 and the second end 52 are arranged in parallel. When the bumper 5 is subjected to the impact force from the rocker 1, since the size of the second end 52 is greater than that of the first end 51 and gradually increases, the bumper 5 can effectively avoid the generation of a cross-section mutation and effectively avoid the stress concentration phenomenon. The cross-section design can make the impact force received by the first end 51 uniformly transmitted to the second end 52. Since the size of the second end 52 is greater than that of the first end 51, the first end 51 deforms first, and the second end 52 deforms later, which makes the bumper 5 stable under stress and can better transmit the impact force received by the first end 51 to the vehicle frame rail 2, which is beneficial to protect the vehicle body structure. At the same time, the size of the bumper 5 gradually increases from the first end 51 to the second end 52, which has strong structural stability and is consistent with the principle that the vehicle body deforms from left to right in sequence, thereby maintaining a good crushing deformation mode.

[0059] In some embodiments, as shown in FIG. 6, the bumper 5 is provided with a hollow structure.

[0060] In the embodiments of the present application, by providing the bumper 5 with a hollow structure, the bumper 5 can better absorb energy and collapse when subjected to impact. Moreover, the hollow structure can realize lightweight design of the bumper 5 and reduce production cost.

[0061] Specifically, the specific structure of the hollow structure is not limited here. For example, the hollow structure can be a honeycomb structure, a rhombic structure, a face-centered cubic packing structure, a body-centered cubic packing structure, a hexagonal closest packing structure, etc.

[0062] In some embodiments, as shown in FIG. 6, the bumper 5 includes a shell 56 and a first reinforcing rib 53. The shell 56 is arranged in the first gap 6. The shell 56 is connected with the vehicle frame rail 2. The shell 56 is provided with a cavity 57. The first reinforcing rib 53 is arranged in the cavity 57 to form a hollow structure. The first reinforcing rib 53 extends from the first end 51 to the second end 52.

[0063] In the embodiments of the present application, by arranging the shell 56 and the first reinforcing rib 53 in the bumper 5, the first reinforcing rib 53 is arranged in the cavity 57 in the shell 56 to form a hollow structure, and the first reinforcing rib 53 is connected to the first end 51 and the second end 52 on the shell 56. In this way, when the bumper 5 is subjected to the impact force from the rocker 1, the impact force can be transmitted to the vehicle frame rail 2 through the shell 56 and the first reinforcing rib 53. At the same time, the hollow structure composed of the shell 56 and the first reinforcing rib 53 can better absorb energy. Specifically, the first reinforcing rib 53 is arranged along the Y direction, and the first reinforcing rib 53 can be connected to the first end 51 and the second end 52 perpendicularly or not perpendicularly, which is not limited in the present application. The thickness of the shell 56 can be designed according to the actual stress of the vehicle body structure.

[0064] In some embodiments, the first reinforcing rib 53 can have the same thickness as the shell 56 or can have a different thickness from the shell 56. The first reinforcing rib 53 can be integrally formed with the shell 56, which can increase the overall strength of the shield 5 and facilitate the shield 5 to absorb more collision energy.

[0065] In some embodiments, as shown in FIG. 6, the shield 5 further includes a second reinforcing rib 54, which is arranged in the cavity 57 and connected with the first reinforcing rib 53 to form a cross structure.

[0066] In the embodiments of the present application, the second reinforcing rib 54 is arranged in the shield 5 and connected with the first reinforcing rib 53 to form a cross structure. This can increase the overall strength of the shield 5 and facilitate the shield 5 to absorb more collision energy and transmit collision force.

[0067] Specifically, the shell further includes a third end 58 and a fourth end 59 arranged along the second direction. The second reinforcing rib 54 extends from the third end 58 to the fourth end 59 and intersects with the first reinforcing rib 53. This makes the shield 5 have reinforcing ribs in the Z direction and the Y direction, which facilitates to improve the overall strength of the shield 5 and further absorb more collision force from the rocker 1.

[0068] In some embodiments, the first reinforcing rib 53 and the second reinforcing rib 54 can be integrally formed with the shell 56, or the second reinforcing rib 54 can be integrally formed with the shell 56, or the first reinforcing rib 53 and the second reinforcing rib 54 can be integrally formed. This can all improve the overall strength of the shield 5 and facilitate the shield 5 to absorb more collision energy.

[0069] In some embodiments, more reinforcing ribs can be arranged in the shell 56. The reinforcing ribs are connected with the shell 56 and intersect with each other to form a cross structure. This can further increase the overall strength of the shield 5 and facilitate the shield 5 to absorb more collision energy. The specific number and intersection mode of the reinforcing ribs are not limited in the present application.

[0070] In some embodiments, as shown in FIG. 4 and FIG. 6, the second gap 7 at least partially exists between the shield 5 and the rocker 1.

[0071] In the embodiments of the present application, the second gap 7 is arranged between the shield 5 and the rocker 1. When the rocker 1 is deformed by collision, the second gap 7 can provide a deformation buffer space for the deformation of the rocker 1. At the same time, the second gap 7 can also avoid abnormal noise caused by friction between the rocker 1 and the shield 5 when the vehicle is running.

[0072] Specifically, as shown in FIG. 4, the first end 51 of the shield 5 and the rocker 1 form a second gap 7. The second gap 7 can also be used to prevent the shield 5 from deforming due to thermal expansion, causing friction between the rocker 1 and the shield 5 to produce abnormal noise.

[0073] In some embodiments, as shown in FIG. 4 and FIG. 6, the fourth end 59 and the seat cross beam 3 and / or the floor 4 are at least partially present with a third gap 8. When the rocker 1 is subjected to a collision causing the seat cross beam 3 to deform, the third gap 8 can provide a deformation buffer space for the deformation of the seat cross beam 3. At the same time, the third gap 8 can also effectively avoid abnormal noise caused by friction between the seat cross beam 3 and / or the floor 4 and the shield 5 when the vehicle is running.

[0074] In some embodiments, the second gap 7 and the third gap 8 can be filled with a mute material to further eliminate abnormal noise between the shield 5 and the seat cross beam 3 and the rocker 1. Specifically, the mute material can be sponge, plastic, etc., which is not limited in the present application.

[0075] In some embodiments, as shown in FIG. 4, the vehicle body protection structure 1000 further includes a reinforcing member 9 and a seat cross beam 3. The seat cross beam 3 includes a first cross beam 31 and a second cross beam 32. The first cross beam 31 and the second cross beam 32 are both connected with the rocker 1. The second cross beam 32 is located on one side of the first cross beam 31 close to the longitudinal beam 2. The second cross beam 32 is provided with a bent section 321. The bent section 321 is bent from the second cross beam 32 towards the first cross beam 31. The reinforcing member 9 is arranged between the bent section 321 and the first cross beam 31. Wherein, the seat cross beam 3 extends along the Y direction and is arranged above the longitudinal beam 2.

[0076] In the embodiments of the present application, by arranging the reinforcing member 9 at the corresponding position of the bent section 321 of the seat cross beam 3, the cross-sectional deformation resistance of the bent section 321 can be greatly improved, thereby effectively bearing the remaining collision force transmitted to the bent section 321, avoiding the bending of the bent section 321, effectively protecting the battery pack below the longitudinal beam 2 and the seat cross beam 3, and improving the collision reliability of the vehicle body protection structure 1000.

[0077] Specifically, as shown in FIG. 4 and FIG. 8, the seat cross beam 3 is arranged at a middle position of the vehicle body, extends along the Y direction, and is arranged on the upper side of the longitudinal beam 2. The reinforcement 9 is arranged in the seat cross beam 3 and connected with the seat cross beam 3. The seat cross beam 3 includes a first cross beam 31 and a second cross beam 32. The first cross beam 31 and the second cross beam 32 include a joint 301 at the rocker 1. The seat cross beam 3 is connected with the rocker 1 through the joint 301. The first cross beam 31 is located close to the upper half of the vehicle body. The second cross beam 32 is located close to the longitudinal beam 2 of the vehicle frame. A cavity is formed between the first cross beam 31 and the second cross beam 32. The reinforcement 9 is arranged in the cavity. The middle part of the second cross beam 32 is bent upwards to form a bent section 321. A central passage 13 is formed below the bent section 321.

[0078] In some embodiments, when the vehicle body protection structure 1000 is subjected to a side collision, the protection piece 5 provides Y-direction support for the lower half of the rocker 1, so that the rocker 1 can smoothly transmit the collision force to the first cross beam 31 and the second cross beam 32 through the joint 301, thereby effectively avoiding the joint 301 from being bent and causing the force transmission to be interrupted. The joint 301 continues to transmit the collision force to the bent section 321. Because the reinforcement 9 is arranged at the bent section 321 and is arranged between the bent section 321 and the first cross beam 31 and connected with the bent section 321 and the first cross beam 31. In this way, the deformation resistance of the seat cross beam 3 at the bent section 321 can be enhanced, thereby effectively bearing the remaining collision force transmitted to the bent section 321 and avoiding the bent section 321 from being bent, ensuring the smoothness of the force transmission at the bent section 321 of the seat cross beam 3, and effectively protecting the reliability of the battery pack below the seat cross beam 3, thereby improving the collision reliability of the vehicle body protection structure 1000.

[0079] In some embodiments, as shown in FIG. 4 and FIG. 9, a floor 4 is further arranged between the first cross beam 31 and the second cross beam 32. The floor 4 is provided with a protruding section. The protruding section protrudes from the second cross beam 32 to the first cross beam 31. The protruding section matches the bent section 321. In this way, the reinforcement 9 can be arranged between the floor 4 and the first cross beam 31, and / or the reinforcement 9 can be arranged between the floor 4 and the second cross beam 32. The shape of the reinforcement 9 matches the protruding section in the floor 4. When the reinforcement 9 is arranged on both upper and lower sides of the floor 4, the reinforcement 9 connects the floor 4 and the seat cross beam 3 into a whole, which can effectively improve the cross-sectional deformation resistance of the seat cross beam 3 at the bent section 321, thereby effectively bearing the remaining collision force transmitted to the bent section 321 and avoiding the bent section 321 from being bent due to deformation, thereby effectively protecting the longitudinal beam 2 of the vehicle frame and the battery pack below the seat cross beam 3, and improving the collision reliability of the vehicle body protection structure 1000.

[0080] It should be noted that the reinforcing member 9 can be connected to the floor 4 and the seat cross beam 3 by adhesive bonding, or can be connected to the floor 4 and the seat cross beam 3 by snap connection, etc., which is not limited in the present application.

[0081] It should be noted that the material and structure of the reinforcing member 9 can be designed as needed according to the vehicle body protection structure 1000, which is not limited in the present application. For example, the structure of the reinforcing member 9 can be a cavity structure or a solid structure. The material of the reinforcing member 9 can be a lightweight material such as a composite material, plastic, aluminum, etc. When the material of the reinforcing member 9 is a composite material, compared with the traditional sheet metal reinforcing structure, the reinforcing member 9 has the advantage of light weight. That is, on the basis of having the same weight as other materials, the composite material can have the advantages of good deformation resistance and high cost performance.

[0082] In some embodiments, as shown in FIG. 4, the reinforcing member 9 is at least partially wrapped around the bent section 321.

[0083] In the embodiments of the present application, by arranging the reinforcing member 9 to be at least partially wrapped around the bent section 321, the cross-sectional bending resistance of the seat cross beam 3 at the bent section 321 can be effectively improved.

[0084] Specifically, as shown in FIGS. 4 and 9, the dimension of the reinforcing member 9 along the Y direction is greater than or equal to the dimension of the bent section 321 along the Y direction, so that the reinforcing member 9 is at least partially wrapped around the bent section 321, thereby effectively improving the cross-sectional deformation resistance of the seat cross beam 3 at the bent section 321.

[0085] In some embodiments, the dimension of the reinforcing member 9 along the Y direction is greater than the dimension of the bent section 321 along the Y direction, that is, the reinforcing member 9 can extend along the Y direction into the cavity formed by the first cross beam 31 and the second cross beam 32 except the bent section 321. Specifically, the two ends of the reinforcing member 9 along the Y direction can extend to the rocker 1 and be connected to the rocker 1, so that the deformation resistance of the entire cross section of the seat cross beam 3 is improved.

[0086] Referring to FIG. 10, the present application provides a vehicle 2000 comprising any one of the vehicle body protection structures 1000 described above.

[0087] In the embodiments of the present application, by arranging the protection member 5 between the rocker 1 and the vehicle frame longitudinal beam 2, the rocker 1 is provided with side support, the possibility of overturning deformation of the rocker 1 during the collision process is reduced, and the rocker 1 can be fully crushed and deformed when subjected to side impact. At the same time, the protection member 5 can transmit the side impact force received by the rocker 1 to the vehicle frame longitudinal beam 2, and by using the high-strength vehicle frame longitudinal beam 2 as the main force-bearing component, the collision deformation amount of the vehicle body can be reduced, thereby effectively protecting the reliability of the vehicle 2000.

[0088] In the description of the application, reference has been made to descriptive terms such as "one embodiment", "some embodiments", "an embodiment", "example", "specific example" or "some examples" etc. Such terminology means that a particular feature, structure, material or characteristic being described is included in at least one embodiment or example of the application. The illustrative appearances of such terminology in various places in the specification does not necessarily refer to the same embodiment or example. Moreover, it is appreciated that the specific features, structures, materials or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0089] Although embodiments of this application have been shown and described, it is to be understood that various modifications, substitutions, combinations, and variations can be made therein without departing from the spirit and scope of the application, which is defined by the appended claims and their equivalents.

Claims

1. A vehicle body protection structure (1000), comprising: a vehicle frame rail (2); a rocker (1); and a protection piece (5); wherein at least one side of the vehicle frame rail (2) is provided with the rocker (1), a first gap (6) is formed between the vehicle frame rail (2) and the rocker (1), and the protection piece (5) is at least partially arranged in the first gap (6). The protection piece (5) comprises a first end (51) and a second end (52) arranged opposite in a first direction, the second end (52) is connected with the vehicle frame rail (2), and the first end (51) is arranged opposite to the rocker (1); a size of the first end (51) in a second direction is less than or equal to a size of the second end (52) in the second direction, and the second direction is perpendicular to an extending direction of the vehicle frame rail (2) and the first direction, respectively.

2. The vehicle body protection structure (1000) according to claim 1, wherein From the first end (51) to the second end (52), the size of the protection piece (5) in the second direction gradually increases.

3. The vehicle body protection structure (1000) according to claim 2, wherein The protection piece (5) is provided with a hollow structure.

4. The vehicle body protection structure (1000) according to claim 2, wherein The protection piece (5) comprises a shell and a first reinforcing rib (53); the shell is arranged in the first gap (6), and the shell is connected with the vehicle frame rail (2); the shell is provided with a cavity, the first reinforcing rib (53) is arranged in the cavity to form the hollow structure, and the first reinforcing rib (53) extends from the first end (51) to the second end (52).

5. The vehicle body protection structure (1000) according to claim 4, wherein The protection piece (5) further comprises a second reinforcing rib (54), the second reinforcing rib (54) is arranged in the cavity, and the second reinforcing rib (54) is connected with the first reinforcing rib (53) to form a cross structure.

6. The vehicle body protection structure (1000) according to claim 5, wherein There is at least partially a second gap (7) between the protection piece (5) and the rocker (1).

7. The vehicle body protection structure (1000) according to any one of claims 1-6, wherein, The vehicle body protection structure (1000) further comprises a reinforcing piece (9) and a seat cross beam (3); the seat cross beam (3) comprises a first cross beam (31) and a second cross beam (32), the first cross beam (31) and the second cross beam (32) are both connected with the rocker (1); the second cross beam (32) is located on a side of the first cross beam (31) close to the vehicle frame rail (2); the second cross beam (32) is provided with a bent section (321), the bent section (321) is bent from the second cross beam (32) towards the first cross beam (31); and the reinforcing piece (9) is arranged between the bent section (321) and the first cross beam (31).

8. The vehicle body protection structure (1000) according to any one of claims 1-7, wherein, The reinforcing piece (9) is at least partially wrapped around the bent section (321).

9. The vehicle body protection structure (1000) according to claim 8, wherein 10. A vehicle (2000) comprising the vehicle body protection structure (1000) according to any one of claims 1-9. ​

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