Vehicle body structure and vehicle

Abstract

Disclosed in the present application are a vehicle body structure and a vehicle. The vehicle body structure comprises a dash panel beam assembly and a center tunnel, wherein the dash panel beam assembly comprises a dash panel area, a beam body and a lower dash panel which are sequentially connected from top to bottom; and the center tunnel is located on the rear side of the lower dash panel and is fixedly connected thereto. The vehicle body structure further comprises: a reinforcing structure, which is fixedly connected to a rear side surface of the dash panel beam assembly and the center tunnel; and an energy absorption structure, which protrudes from a front side surface of the lower dash panel and is fixedly connected thereto, wherein the projection of the energy absorption structure in the front-rear direction of the vehicle at least partially overlaps with that of the center tunnel. In the vehicle body structure, the dash panel beam assembly is supported by means of the center tunnel, thereby improving the support strength of the dash panel beam assembly. By means of the energy absorption structure, the energy absorption and buffer effects can be directly achieved on a power assembly and the like in an engine compartment when a collision occurs at the front of the vehicle, thereby reducing the intrusion of the power assembly and the like in the engine compartment into a passenger compartment, and avoiding the problems of the excessive intrusion of a dash panel and poor crashworthiness of the entire vehicle.

Description

Body structure and vehicle

[0001] This application claims priority to Chinese patent application No. 202423044205.8, filed on December 10, 2024, entitled "Vehicle Body Structure and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle manufacturing technology, and in particular to a vehicle body structure and a vehicle equipped with the vehicle body structure. Background Technology

[0003] Today's increasingly numerous new energy hybrid vehicles, due to their larger curb weight, generate significant energy during collisions. Therefore, to ensure the safety of occupants, the requirements for vehicle crashworthiness are extremely high.

[0004] To prevent the powertrain from intruding into the passenger compartment and injuring occupants after a collision with the front bulkhead crossbeam assembly, it is necessary to control the intrusion amount by increasing the thickness of the front bulkhead crossbeam assembly, enlarging the cross-sectional area of ​​the parts, and improving the material strength. This increases the design complexity of the front bulkhead crossbeam assembly. Furthermore, an inappropriate collision strategy design may not only increase the vehicle's weight but also affect its safety performance. Summary of the Invention

[0005] In view of the above, this application provides a vehicle body structure and a vehicle. The following is an overview of the subject matter described in detail in this application. This overview is not intended to limit the scope of the claims.

[0006] To achieve the above objectives, this application provides the following technical solution:

[0007] A vehicle body structure includes a front bulkhead crossbeam assembly and a central tunnel. The front bulkhead crossbeam assembly includes a bulkhead panel area, a crossbeam body, and a lower front bulkhead panel connected sequentially from top to bottom. The central tunnel is located behind and fixedly connected to the lower front bulkhead panel. The vehicle body structure further includes:

[0008] The reinforced structure is fixedly connected to the rear side of the front beam assembly and to the central channel;

[0009] An energy-absorbing structure protrudes from and is fixedly connected to the front side of the lower front panel; the projections of the energy-absorbing structure and the central channel in the vehicle's longitudinal direction at least partially overlap.

[0010] Optionally, the connection between the reinforcing structure and the front beam assembly is located on the upper side of the beam body.

[0011] Optionally, the stiffness of the reinforcing structure is K1, and the stiffness of the energy-absorbing structure is K2, where K1 > K2.

[0012] Optionally, the reinforcing structure includes an integral reinforcing beam, the two ends of which are fixedly connected to the rear side of the front crossbeam assembly and the upper surface of the central channel, respectively.

[0013] Alternatively, the reinforcing structure may include at least two reinforcing beams arranged side by side along the left-right direction of the vehicle, with each reinforcing beam having its two ends fixedly connected to the rear side of the front crossbeam assembly and the upper side surface of the center channel, respectively.

[0014] Optionally, the reinforcing structure further includes:

[0015] The first connecting part, wherein the first connecting end of the reinforcing beam is connected to the rear side of the front crossbeam assembly through the first connecting part;

[0016] And / or,

[0017] The second connecting part connects the second connecting end of the reinforcing beam to the upper surface of the central channel.

[0018] Optionally, the upper surface of the first connecting part is provided with a first groove, the first connecting end is located in the first groove, and is limited to each other in the left and right direction of the vehicle by the first groove and the first connecting part.

[0019] Optionally, the first connecting portion includes:

[0020] The first connecting area is fixedly connected to the upper side of the crossbeam body, and the first groove is located in the first connecting area;

[0021] The second connecting area is bent relative to the first connecting area and is fixedly connected to the enclosure area.

[0022] Optionally, the second connecting portion includes:

[0023] The main body area is fitted to the upper side of the central channel;

[0024] The covering area is connected to the main body area and is sleeved outside the second connecting end and fixedly connected to the second connecting end;

[0025] The side panel area is located on the left and right sides of the central channel and is fixedly connected to the central channel; the main body area and the covering area are both connected to the side panel area.

[0026] Optionally, the reinforcing beam is a straight hollow structure with a cross-sectional shape that is inverted U-shaped, circular, or polygonal.

[0027] A vehicle comprising the body structure described above.

[0028] As can be seen from the above technical solutions, in the vehicle body structure and vehicle provided by this application, because an energy-absorbing structure is provided on the front side of the front crossbeam assembly, it can directly absorb and buffer the powertrain and other devices in the engine compartment during a frontal collision. Furthermore, in the vehicle body structure and vehicle provided by this application, because a reinforcing structure is provided at the connection between the front crossbeam assembly and the central tunnel, the front crossbeam assembly can be supported. When the powertrain and other devices impact the energy-absorbing structure, a high connection strength is maintained between the front crossbeam assembly and the central tunnel. This not only improves the structural stability of the front crossbeam assembly but also helps to transfer the force of the energy-absorbing structure to the central tunnel, reducing the stress and deformation of the front crossbeam assembly.

[0029] It is evident that by combining the reinforcing structure and the energy-absorbing structure, the structural stability of the front crossbeam assembly can be improved without changing the material thickness, increasing the cross-section of the parts, or improving the material strength. This reduces the intrusion of the powertrain and other devices in the engine compartment into the passenger compartment during a frontal collision, thereby avoiding the problem of excessive front intrusion and poor overall vehicle crashworthiness. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 is a schematic diagram of a vehicle body structure provided in an embodiment of this application.

[0032] Figure 2 is a schematic diagram of Figure 1 from another perspective;

[0033] Figure 3 is a schematic diagram showing the positional relationship between the beam body and the panel area in the front beam assembly;

[0034] Figure 4 is a schematic diagram of the front crossbeam assembly in Figure 1 from another perspective.

[0035] Figure 5 is a schematic diagram of the combined structure with reinforced structure;

[0036] Figure 6 is a schematic diagram of the exploded structure of the reinforced structure;

[0037] Figure 7 is a schematic diagram of the combined structure of the energy-absorbing box;

[0038] Figure 8 is a schematic diagram of the exploded structure of the energy-absorbing box.

[0039] Wherein: 1-Front bulkhead crossbeam assembly, 11-Bridge body, 12-Blocking panel area, 13-Lower front bulkhead panel, 130-Inclined groove, 131-Limiting protrusion, 2-Central channel, 3-Reinforcing structure, 31-Reinforcing beam, 32-First connecting part, 321-First connecting area, 322-Second connecting area, 33-Second connecting part, 331-Main body area, 332-Covering area, 333-Side panel area, 34-First groove, 4-Energy-absorbing structure, 41-Box unit, 42-Cover unit, 43-Collapse hole, 44-Third connecting part, 45-Fourth connecting part, 46-Fifth connecting part, 411-First collapse area, 4111-First collapse rib, 421-Second collapse area, 4211-Second collapse rib. Detailed Implementation

[0040] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0041] Please refer to Figures 1, 2, 3, and 4. This application embodiment provides a vehicle body structure including a front bulkhead crossbeam assembly 1 and a central tunnel 2. The front bulkhead crossbeam assembly 1 includes a bulkhead panel area 12, a crossbeam body 11, and a lower front bulkhead panel 13 connected sequentially from top to bottom. The central tunnel 2 is located on the rear side of the lower front bulkhead panel 13 (i.e., the central tunnel 2 is located on the side of the front bulkhead crossbeam assembly 1 away from the front bumper beam) and is fixedly connected to it. The vehicle body structure also includes a reinforcing structure 3, located at the connection between the front bulkhead crossbeam assembly 1 and the central tunnel 2. The reinforcing structure 3 is fixedly connected to the rear side of the front bulkhead crossbeam assembly 1 and to the upper surface of the central tunnel 2, providing support to the rear side of the front bulkhead crossbeam assembly 1 and improving the connection strength between the front bulkhead crossbeam assembly 1 and the central tunnel 2.

[0042] In addition, the vehicle body structure also includes an energy-absorbing structure 4, which protrudes from and is fixedly connected to the front side of the lower front panel 13; the projections of the energy-absorbing structure 4 and the central channel 2 in the X direction of the vehicle body at least partially overlap. When the vehicle is involved in a frontal collision, the powertrain and other devices located in the engine compartment not only compress the front crossbeam assembly 1, but also the energy-absorbing structure 4. Thus, the energy-absorbing structure 4 can specifically absorb and buffer the powertrain and other devices, share the force on the front crossbeam assembly 1, and reduce the deformation of the front crossbeam assembly 1.

[0043] As can be seen, the vehicle body structure provided in this application not only adds a reinforcing structure 3 between the front crossbeam assembly 1 and the central tunnel 2, but also adds an energy-absorbing structure 4 to the front side of the front crossbeam assembly 1. Thus, in the event of a frontal collision, the energy-absorbing structure 4 can directly absorb and buffer the powertrain and other devices in the engine compartment. Furthermore, the reinforcing structure 3 supports the front crossbeam assembly 1, maintaining a high connection strength between the front crossbeam assembly 1 and the central tunnel 2 when the powertrain and other devices impact the energy-absorbing structure 4. This not only improves the structural stability of the front crossbeam assembly 1 but also helps transfer the force from the energy-absorbing structure 4 to the central tunnel 2, reducing the stress and deformation of the front crossbeam assembly 1. It is evident that by combining the reinforcing structure 3 and the energy-absorbing structure 4, the structural stability of the front crossbeam assembly 1 can be improved without changing the material thickness, increasing the cross-section of the parts, or improving the material strength. This reduces the intrusion of the powertrain and other devices in the engine compartment into the passenger compartment during a frontal collision, thereby avoiding the problem of excessive front intrusion and poor overall vehicle crashworthiness.

[0044] Understandably, a traditional vehicle body structure includes a central tunnel 2, and a front bumper beam, a first longitudinal beam, a front bulkhead crossbeam assembly 1, and a second longitudinal beam, which are connected end-to-end to form a U-shaped frame structure. The central tunnel 2 is located behind the front bulkhead crossbeam assembly 1 (i.e., the central tunnel 2 is located on the side of the front bulkhead crossbeam assembly 1 furthest from the front bumper beam), and is fixedly connected to the front bulkhead crossbeam assembly 1. Furthermore, this vehicle body structure includes a first energy-absorbing section located at the front end of the first longitudinal beam and a second energy-absorbing section located at the front end of the second longitudinal beam, thereby forming a first force transmission path and a second force transmission path that can absorb energy and buffer the impact during a frontal collision.

[0045] Based on the aforementioned first and second force transmission paths, this application adds a third energy-absorbing part (i.e., the energy-absorbing structure 4 mentioned above) to the front side of the front beam assembly 1, thereby forming a third force transmission path. Specifically, the projections of the energy-absorbing structure 4 and the central channel 2 in the vehicle's X-direction at least partially overlap. The energy-absorbing structure 4 is located behind the powertrain, connected to the front side of the lower front panel 13 in the front beam assembly 1, and located on the longitudinal extension line of the central channel 2. Thus, the energy-absorbing structure 4 and the central channel 2 are located on the front and rear sides of the lower front panel 13, respectively, and their projections in the vehicle's longitudinal direction at least partially overlap, forming a third force transmission path capable of transmitting force to the central channel 2 through the energy-absorbing structure 4.

[0046] Specifically, as shown in Figures 4, 7, and 8, the rear end of the top surface of the energy-absorbing structure 4 is connected to the front side of the lower front panel 13, and the rear end of the bottom surface of the energy-absorbing structure 4 extends rearward relative to the rear end of the top surface of the energy-absorbing structure 4; the bottom front end of the central channel 2 is an inclined structure adapted to the inclined rear side of the lower front panel 13. Thus, the energy-absorbing structure 4 and the central channel 2 not only overlap at least partially in the longitudinal direction of the vehicle, but also, in the vertical direction (i.e., the height direction of the vehicle), the rear end of the bottom surface of the energy-absorbing structure 4 overlaps at least partially with the front end of the central channel 2. During a vehicle collision, the energy-absorbing structure 4 can participate in collision energy absorption in advance, absorbing some of the energy from the powertrain during a high-speed frontal collision, and can directly transfer the energy to the central channel 2, thereby improving force transmission efficiency, reducing the amount of frontal intrusion in a high-speed frontal collision, and thus better protecting occupant safety.

[0047] In specific implementation, the aforementioned reinforcing structure 3 may include a reinforcing beam 31, or any other structure that connects the front crossbeam assembly 1 and the central channel 2 and increases the supporting strength of the front crossbeam assembly 1. The aforementioned energy-absorbing structure 4 may be an energy-absorbing box structure with contractile ribs, or any other structure with energy-absorbing effect. For ease of understanding, the reinforcing beam 31 and the energy-absorbing box will be used as examples for specific explanation below.

[0048] In some embodiments, the connection between the reinforcing structure 3 and the front beam assembly 1 is located on the upper side of the beam body 11. The reinforcing structure 3, the rear side of the front beam assembly 1, and the upper surface of the central channel 2 cooperate to form a ring-shaped, triangular-like support structure to enhance the support strength of the front beam assembly 1.

[0049] In some embodiments, assuming the stiffness of the reinforcing structure 3 is K1 and the stiffness of the energy-absorbing structure 4 is K2, then K1 > K2. This arrangement makes the stiffness of the upper reinforcing beam 31 greater than that of the lower energy-absorbing box, forming a reinforcing component structure that is stiffer at the top and softer at the bottom. This structure is advantageous because, in the event of a frontal collision, the reinforcing beam 31 itself does not directly absorb energy. As a more rigid structure, the reinforcing beam 31 can maintain a more stable shape during a collision. The increased stiffness of the reinforcing beam 31 helps to improve the efficiency of the energy-absorbing box in absorbing energy during a collision, and it is also more conducive to transferring collision energy to the central channel 2.

[0050] In some embodiments, the reinforcing structure 3 includes an integral reinforcing beam (not shown in the figures), the two ends of which are fixedly connected to the rear side of the front crossbeam assembly 1 and the upper surface of the center channel 2, respectively. Alternatively, referring to Figures 1, 2, and 5, the reinforcing structure 3 includes at least two reinforcing beams 31 arranged side-by-side along the Y direction of the vehicle body, the two ends of each reinforcing beam 31 being fixedly connected to the rear side of the front crossbeam assembly 1 and the upper surface of the center channel 2, respectively. Providing multiple reinforcing beams 31 can distribute the load to more structural parts, thereby improving the overall structural stability and load-bearing capacity. In some embodiments, a gap greater than zero is provided between adjacent reinforcing beams 31, reducing the material used in the reinforcing structure 3 and lowering costs.

[0051] In some embodiments, as shown in Figures 5 and 6, the reinforcing structure 3 further includes a first connecting portion 32 and / or a second connecting portion 33. Specifically: the first connecting end of the reinforcing beam 31 is connected to the rear side of the front crossbeam assembly 1 via the first connecting portion 32; the second connecting end of the reinforcing beam 31 is connected to the upper surface of the central channel 2 via the second connecting portion 33. For example, the reinforcing beam 31 is a plate-type or rod-type structure with a first connecting end and a second connecting end at its two ends. The first connecting portion 32 is connected to the first connecting end of the reinforcing beam 31, and the first connecting portion 32 is adapted to and connected to the front crossbeam assembly 1. The second connecting portion 33 is connected to the second connecting end of the reinforcing beam 31, and the second connecting portion 33 is adapted to and connected to the central channel 2. Thus, through the design of the external structure of the first connecting part 32 and the second connecting part 33, they are made to better fit the structural characteristics of the front crossbeam assembly 1 and the central channel 2. When installing the reinforcing beam 31, the first connecting part 32 and the second connecting part 33 can be used to easily install the reinforcing beam 31 between the front crossbeam assembly 1 and the central channel 2, ensuring that adjacent components fit together at the connection position and ensuring a stable force transmission path. In some embodiments, the width of the first connecting part 32 and the second connecting part 33 along the Y direction of the vehicle body is greater than the width of the reinforcing beam 31 along the Y direction of the vehicle body. By increasing the width of the first connecting part 32 and the second connecting part 33, the load on the reinforcing beam 31 can be better distributed, reducing concentrated pressure on specific parts of the reinforcing beam 31 and improving the support strength of the reinforcing beam 31.

[0052] In some embodiments, as shown in Figure 6, a first groove 34 is provided on the upper surface of the first connecting portion 32. The first connecting end of the reinforcing beam 31 is located within the first groove 34 and is fixedly connected to it by fasteners or welding. The first groove 34 can limit the first connecting end of the reinforcing beam 31 in the Y direction of the vehicle body. Alternatively, the upper surface of the first connecting portion 32 may also be provided with multiple protrusions, with a first groove 34 formed between adjacent protrusions, and the first groove 34 can limit the first connecting end of the reinforcing beam 31 in the Y direction of the vehicle body. The first groove 34 can significantly improve the stability of the reinforcing beam 31 in the Y direction of the vehicle body, thereby reducing structural deformation and damage caused by vibration and impact. Especially when the vehicle encounters a frontal collision, the first connecting portion 32 and the first groove 34 can restrict the movement of the reinforcing beam 31 in the Y direction of the vehicle body, ensuring that the central channel 2 effectively supports the front crossbeam assembly 1 through the reinforcing beam 31.

[0053] In some embodiments, please refer to FIG6, the first connecting portion 32 includes a first connecting area 321 and a second connecting area 322, wherein: the first connecting area 321 is fixedly connected to the upper side of the beam body 11 in the front beam assembly 1, the first groove 34 is located in the first connecting area 321, the first connecting area 321 can be a plate structure, or other structures that can fit and conform to the upper side structure of the beam body 11, so that when the first connecting area 321 overlaps and is fixed to the upper side of the beam body 11, it is not easy to move relative to the upper side of the beam body 11; the second connecting area 322 is bent relative to the first connecting area 321. Similarly, the second connecting area 322 can be a plate structure and is fixedly connected to the panel area 12 located above the beam body 11 in the front beam assembly 1. In this way, the first connecting area 321 can not only serve as a fixed connection between the first connecting part 32 and the upper side of the crossbeam body 11, but also serve as a supporting structure to support the reinforcing beam 31 and the second connecting area 322, thereby further improving the connection strength between the reinforcing beam 31 and the front crossbeam assembly 1.

[0054] In some embodiments, as shown in Figures 5 and 6, the second connecting portion 33 includes a main body area 331, a covering area 332, and a side plate area 333. The main body area 331 is fitted to the upper side of the central channel 2. The covering area 332 is connected to the main body area 331 and can be disposed on the side of the main body area 331 near the reinforcing beam 31. The covering area 332 is sleeved on the second connecting end of the reinforcing beam 31 and fixedly connected to the second connecting end. The side plate area 333 is located on the left and right sides of the central channel 2 and is fixedly connected to the central channel 2. Both the main body area 331 and the covering area 332 are connected to the side plate area 333. The main body area 331 can be a main plate, the covering area 332 can be a U-shaped covering plate, and the side plate area 333 can be a side plate. The covering plate and the side plate are connected to the main body plate. The main body plate, the covering plate, and the side plate can be an integrally formed structure, which reduces the processing difficulty while tightly connecting the three and improving the connection strength. The cladding plate bends upward relative to the main plate to better accommodate the reinforcing beam 31, while the side plates bend downward relative to the main plate to allow the side plates located on the left and right sides of the central channel 2 to cooperate in covering the central channel 2. Similarly, by using the cladding plate to cover the second connecting end of the reinforcing beam 31, the reinforcing beam 31 is limited in the Y direction of the vehicle body, and the central channel 2 and the side plates are mutually limited in the Y direction of the vehicle body, which can further improve the stability performance of the reinforcing beam 31 in the Y direction of the vehicle body.

[0055] In some embodiments, the reinforcing beam 31 is a straight hollow structure with a cross-sectional shape that is inverted U-shaped, circular, or polygonal. Using a straight hollow structure not only ensures the supporting strength of the reinforcing beam 31 but also reduces its weight and lowers operating costs. Furthermore, the inverted U-shaped cross-section helps disperse and transfer stress, providing better stability when the reinforcing beam 31 is under load. The circular cross-section, due to its uniform shape, effectively disperses torsional stress and exhibits good performance under torsional forces. The more complex shape of the polygonal cross-section provides higher stiffness and reduces deformation when the reinforcing beam 31 is subjected to bending and compressive forces. In particular, regular polygons with a large number of sides can provide a larger section modulus, thereby enhancing the load-bearing capacity of the reinforcing beam 31.

[0056] In summary, this application also provides a vehicle that includes the body structure described above. Specifically, the rear side of the front crossbeam assembly 1 and the central tunnel 2 are connected by a reinforcing beam 31, and an energy-absorbing structure 4 is provided on the front side of the front crossbeam assembly 1 at a position opposite to the powertrain. This energy-absorbing structure 4 can be an energy-absorbing box structure.

[0057] When a car is involved in a high-speed frontal collision, the front anti-collision beam deforms first and transfers the collision force to the first and second longitudinal beams. Then, the powertrain moves rapidly backward and compresses the energy-absorbing structure 4. The reinforcing beam 31 supports the front crossbeam assembly 1 and holds the engine in the powertrain. The energy-absorbing structure 4 and the front crossbeam assembly 1 deform and transfer energy through the reinforcing beam 31 to the central tunnel 2 and the rear of the vehicle. At the same time, the energy-absorbing structure 4 comes into contact with the transmission in the powertrain. The energy-absorbing ribs of the energy-absorbing structure 4 are crushed and deformed along the X direction of the vehicle body, quickly absorbing part of the collision energy. The remaining energy is transferred to the central tunnel 2 and the rear of the vehicle body through the rear end of the energy-absorbing structure 4, thereby reducing the intrusion of the powertrain into the passenger compartment and better protecting the safety of the occupants.

[0058] In specific implementation, the reinforcing beam 31 is inclined relative to the central channel 2, and the height of the first connecting end of the reinforcing beam 31 is greater than the height of the second connecting end of the reinforcing beam 31. The reinforcing beam 31, the rear side of the front crossbeam assembly 1, and the upper surface of the central channel 2 cooperate to form a ring structure. In some embodiments, the ring structure is a triangular structure, thereby forming a stable triangular support.

[0059] In specific implementation, the reinforcing beam 31 is an air-expansion tube, the thickness of which can be set at any value within the range of 2mm to 3mm, preferably but not limited to 2.5mm. The reinforcing beam 31 is formed by hot air expansion technology, which involves heating the steel tube to a set temperature, expanding it into the required shape by high-pressure gas, and then rapidly cooling it to harden the material. The air-expansion tube has high strength and high rigidity, which can significantly improve the overall performance of the reinforcing beam 31 while maintaining lightweight. The first connecting part 32 and the second connecting part 33 are sheet metal parts, the thickness of which can be set at any value within the range of 2mm to 3mm, preferably but not limited to 2.5mm. Sheet metal parts have good formability and strength, and can effectively withstand various forces and loads on the reinforcing beam 31, thereby enhancing the overall stability of the vehicle body structure. In addition, sheet metal parts have the advantages of fast connection and easy disassembly, thereby reducing maintenance costs.

[0060] In specific implementation, both the first connecting area 321 and the second connecting area 322 of the first connecting part 32 are provided with screw holes. The first connecting part 32 is connected and fixed to the front crossbeam assembly 1 by bolts. Similarly, the side plate area 333 of the second connecting part 33 is provided with screw holes. The second connecting part 33 is connected and fixed to the central channel 2 by bolts. In this way, the bolted connection has high rigidity, ensuring that the connection does not tear during a collision.

[0061] In practical implementation, when the reinforcing beam 31 is connected to the first connecting part 32 and the second connecting part 33, bolted connections and / or MIG / MAG welding are used. For example, the reinforcing beam 31 is connected to the first connecting part 32 by MIG / MAG welding, and the reinforcing beam 31 is connected to the second connecting part 33 by both bolts and MIG / MAG welding. Using MIG / MAG welding facilitates observation and control of the welding process, improves production efficiency and welding consistency, and concentrates the arc heat, resulting in a smaller heat-affected zone and reducing welding deformation and weld cracking tendency. The connection method between the reinforcing beam 31 and the first connecting part 32 and the second connecting part 33 is determined based on the required connection strength.

[0062] In specific implementation, please refer to Figures 7 and 8. The energy-absorbing box is composed of a box body unit 41 and a cover unit 42. The lower side of the box body unit 41 is the lower side of the energy-absorbing box, and this lower side is provided with a first crumple zone 411, which includes multiple first crumple ribs 4111 arranged sequentially along the X direction of the vehicle body. The upper side of the cover unit 42 is the upper side of the energy-absorbing box, and this upper side is provided with a second crumple zone 421, which includes multiple second crumple ribs 4211 arranged sequentially along the X direction of the vehicle body. Moreover, the cover unit 42 is snapped and fixedly connected to the upper opening of the box body unit 41. In this way, the first crumple ribs 4111 and the second crumple ribs 4211 can play an energy-absorbing and buffering role for the powertrain and other devices in the engine compartment when a frontal collision occurs, thereby reducing the amount of the powertrain and other devices in the engine compartment entering the passenger compartment.

[0063] In addition, one or more crumple holes 43 are provided on the box unit 41 and the cover unit 42. The crumple holes 43 can not only play the role of energy absorption and buffer, but also help to reduce the weight of the vehicle body.

[0064] In addition, in the energy-absorbing structure 4, the cover unit 42 is provided with a third connecting part 44, which is used to connect with the front side of the front lower plate 13 in the front beam assembly 1; the box unit 41 is provided with a fourth connecting part 45 and a fifth connecting part 46 on both sides respectively. The fourth connecting part 45 is connected to the front side of the front lower plate 13 in the front beam assembly 1, and the fifth connecting part 46 is located in the inclined groove 130 on the front side of the front lower plate 13 and is connected to the inner wall of the inclined groove 130. The area on the rear side of the front lower plate 13 corresponding to the inclined groove 130 forms a limiting protrusion 131 that is adapted to the bottom groove at the front end of the central channel 2.

[0065] In summary, the vehicle body structure and vehicle provided in this application have at least the following advantages:

[0066] Because a reinforcing beam 31 was added between the central tunnel 2 and the front crossbeam assembly 1, the support strength of the front crossbeam assembly 1 was improved, which in turn improved the support strength of the front crossbeam assembly 1 for the powertrain.

[0067] Because the reinforcing beam 31, the central channel 2, and the front crossbeam assembly 1 work together to form a triangular ring structure, a stable triangular support is formed, which further enhances the support strength of the front crossbeam assembly 1.

[0068] Since the reinforcing beam 31 and the energy-absorbing structure 4 work together to form a structure that is hard on top and soft on the bottom, which has the functions of energy absorption and reinforcement, when a collision occurs at the front of the vehicle, the reinforcing beam 31 helps to improve the efficiency of the energy-absorbing structure 4 in absorbing energy during the collision, thereby more effectively transferring the collision energy to the energy-absorbing structure 4.

[0069] During a frontal collision, the vehicle body structure increases the force transmission path at the front of the vehicle from two to three by adding an energy-absorbing structure 4 to the center of the front crossbeam assembly 1. This reduces the strength requirements of the longitudinal beams on both sides (i.e., the first and second longitudinal beams), lowers the design difficulty of the longitudinal beams, and thus facilitates the realization of a universal design.

[0070] Since the energy-absorbing structure 4 added in this application directly corresponds to the central channel 2, the received collision force can be directly transmitted to the central channel 2 and then dispersed to the rear of the vehicle, resulting in smoother force transmission and better force transmission performance.

[0071] Since the energy-absorbing structure 4 added in this application constitutes the central force transmission structure and is designed outside the passenger compartment, it can intervene in advance during the collision process, thereby reducing the impact of the collision force on the passenger compartment and further improving the safety of the occupants.

[0072] It should be noted that the terms "up," "down," "front," "rear," "top," and "bottom" used in this article are based on the perspective when the vehicle is in normal driving mode, and are not limited to the actual orientation of the vehicle body structure in actual production or other situations.

[0073] It should be noted that the X-direction of the vehicle body mentioned in this article refers to the front-to-back direction of the vehicle. Front and back are relative terms, with front being closer to the front of the vehicle than back. The Y-direction of the vehicle body refers to the left-to-right direction of the vehicle body, and the Z-direction of the vehicle body refers to the height direction of the vehicle body.

[0074] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed.

[0075] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0076] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle body structure, comprising a front bulkhead crossbeam assembly (1) and a central tunnel (2), wherein the front bulkhead crossbeam assembly (1) comprises a bulkhead panel area (12), a crossbeam body (11), and a front bulkhead lower plate (13) connected sequentially from top to bottom, and the central tunnel (2) is located on the rear side of the front bulkhead lower plate (13) and fixedly connected thereto, wherein, The vehicle body structure also includes: The reinforcing structure (3) is fixedly connected to the rear side of the front crossbeam assembly (1) and fixedly connected to the central channel (2); An energy-absorbing structure (4) protrudes from and is fixedly connected to the front side of the lower front panel (13); the projections of the energy-absorbing structure (4) and the central channel (2) in the vehicle longitudinal direction at least partially overlap.

2. The vehicle body structure according to claim 1, wherein, The connection between the reinforcing structure (3) and the front crossbeam assembly (1) is located on the upper side of the crossbeam body (11).

3. The vehicle body structure according to claim 1 or 2, wherein, The stiffness of the reinforcing structure (3) is K1, and the stiffness of the energy-absorbing structure (4) is K2, where K1 > K2.

4. The vehicle body structure according to any one of claims 1 to 3, wherein, The reinforcing structure (3) includes an integral reinforcing beam (31), the two ends of which are fixedly connected to the rear side of the front crossbeam assembly (1) and the upper surface of the central channel (2), respectively. Alternatively, the reinforcing structure (3) includes at least two reinforcing beams (31) arranged side by side along the left-right direction of the vehicle, with each reinforcing beam (31) having its two ends fixedly connected to the rear side of the front crossbeam assembly (1) and the upper surface of the central channel (2), respectively.

5. The vehicle body structure according to claim 4, wherein, The reinforcing structure (3) also includes: First connecting part (32), the first connecting end of the reinforcing beam (31) is connected to the rear side of the front crossbeam assembly (1) through the first connecting part (32); And / or, The second connecting part (33) is used to connect the second connecting end of the reinforcing beam (31) to the upper surface of the middle channel (2).

6. The vehicle body structure according to claim 5, wherein, The upper surface of the first connecting part (32) is provided with a first groove (34), the first connecting end is located in the first groove (34), and the first connecting part (32) is limited to each other in the left and right direction of the vehicle by the first groove (34).

7. The vehicle body structure according to claim 6, wherein, The first connecting part (32) includes: The first connecting area (321) is fixedly connected to the upper side of the beam body (11), and the first groove (34) is located in the first connecting area (321); The second connecting area (322) is bent relative to the first connecting area (321) and is fixedly connected to the enclosure area (12).

8. The vehicle body structure according to any one of claims 5 to 7, wherein, The second connecting part (33) includes: The main body area (331) is attached to the upper side of the central channel (2); The covering area (332) is connected to the main body area (331) and is sleeved outside the second connecting end and fixedly connected to the second connecting end; The side panel area (333) is located on the left and right sides of the central channel (2) and is fixedly connected to the central channel (2); the main body area (331) and the covering area (332) are both connected to the side panel area (333).

9. The vehicle body structure according to any one of claims 4 to 8, wherein, The reinforcing beam (31) is a straight hollow structure with a cross-sectional shape that is either inverted U-shaped, circular, or polygonal.

10. A vehicle comprising the body structure as described in any one of claims 1-9.

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