Vehicle body structure and vehicle

Abstract

A vehicle body structure and a vehicle. The vehicle body structure comprises: an engine compartment cross member (4), with one end connected to a first shock tower (1) and the other end connected to a second shock tower (2); a first diagonal brace (5), with one end connected to the first shock tower (1) and the other end connected to a first connection position (36) of a cowl (31); and a second diagonal brace (6), with one end connected to the second shock tower (2) and the other end connected to a second connection position (37) of the cowl (31). In the direction of width of the vehicle, there is a gap between the first connection position (36) and the second connection position (37).

Description

A vehicle body structure and vehicle

[0001] This application claims priority to Chinese patent application No. 202423044216.6, filed on December 10, 2024, entitled “A vehicle body structure and a 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] In today's increasingly popular new energy pure electric and hybrid vehicles, in pursuit of efficient space utilization, reduce the distance from the front wheel center to the heel (i.e., the horizontal distance between the front wheel center and the accelerator pedal) to increase the proportion of passenger compartment space. However, this results in a smaller engine compartment. Moreover, the current pursuit of extreme vehicle styling also leads to a smaller engine compartment. When the vehicle collides with a barrier, this design shortens the distance between the second and third bending points of the longitudinal beams, reducing the stability of the ring structure formed by the front bumper beam, first longitudinal beam, front crossbeam, and second longitudinal beam, potentially leading to instability during a collision. Summary of the Invention

[0004] 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.

[0005] A vehicle body structure includes a first damping tower, a second damping tower, and a front bulkhead crossbeam assembly, the front bulkhead crossbeam assembly including a water channel; and further includes:

[0006] The cabin crossbeam is connected at one end to the first vibration damping tower and at the other end to the second vibration damping tower;

[0007] The first inclined beam is connected at one end to the first vibration damping tower and at the other end to the first connection position of the water channel;

[0008] The second inclined beam is connected at one end to the second vibration damping tower and at the other end to the second connection position of the water channel;

[0009] Along the width direction of the vehicle, there is a gap between the first connecting position and the second connecting position.

[0010] Optionally, in the above-mentioned vehicle body structure, the first connecting position and the second connecting position are respectively located on the channel wall of the water channel near the front anti-collision beam.

[0011] Optionally, in the above-mentioned vehicle body structure, the engine compartment crossbeam includes a crossbeam body and a first assembly joint and a second assembly joint assembled at both ends of the crossbeam body, wherein the first assembly joint is connected to the first damping tower and the second assembly joint is connected to the second damping tower.

[0012] Optionally, in the above-mentioned vehicle body structure, the first assembly joint and the second assembly joint are respectively inserted into and welded to both ends of the crossbeam body.

[0013] Optionally, in the above-mentioned vehicle body structure,

[0014] The first assembly joint has a first assembly hole, and a first fastener passes through the first assembly hole to detachably connect the first assembly joint to the first vibration damping tower.

[0015] The second assembly joint has a second assembly hole, through which a second fastener passes to detachably connect the second assembly joint to the second vibration damping tower;

[0016] Optionally, in the above-mentioned vehicle body structure,

[0017] The first assembly joint has a first assembly hole, and the circumferential sidewall of the first assembly hole has a first notch to facilitate the insertion of the first fastener into the first assembly hole.

[0018] And / or,

[0019] The second assembly joint has a second assembly hole, and the circumferential sidewall of the second assembly hole has a second notch to facilitate the insertion of the second fastener into the second assembly hole.

[0020] Optionally, in the above-mentioned vehicle body structure,

[0021] The first cable-stayed beam includes a first cable-stayed beam body, and a third assembly joint and a fourth assembly joint assembled at both ends of the first cable-stayed beam body. The third assembly joint is connected to the first vibration damping tower, and the fourth assembly joint is connected to the first connection position.

[0022] And / or,

[0023] The second cable tie beam includes a second cable tie beam body and a fifth assembly joint and a sixth assembly joint assembled at both ends of the second cable tie beam body. The fifth assembly joint is connected to the second vibration damping tower, and the sixth assembly joint is connected to the second connection position.

[0024] Optionally, in the above-mentioned vehicle body structure,

[0025] The third assembly joint and the fourth assembly joint are respectively inserted into and welded to both ends of the first cable-stayed beam body;

[0026] And / or,

[0027] The fifth assembly joint and the sixth assembly joint are respectively inserted into and welded to both ends of the second cable-stayed beam body.

[0028] Optionally, in the above-mentioned vehicle body structure,

[0029] The third assembly joint has a third assembly hole, through which a third fastener passes to connect the third assembly joint to the first vibration damping tower; or, the third assembly joint has a third assembly hole, through which a first fastener passes sequentially through the third assembly hole and the first assembly hole to connect the third assembly joint and the first assembly joint together to the first vibration damping tower.

[0030] And / or,

[0031] The fourth assembly joint has a fourth assembly hole, through which a fourth fastener passes to detachably connect the fourth assembly joint to the first connection position.

[0032] And / or,

[0033] The fifth assembly joint has a fifth assembly hole, through which a fifth fastener passes to connect the fifth assembly joint to the second vibration damping tower; or, the fifth assembly joint has a fifth assembly hole, through which a second fastener passes sequentially through the fifth assembly hole and the second assembly hole to connect the fifth assembly joint and the second assembly joint together to the second vibration damping tower.

[0034] And / or,

[0035] The sixth assembly joint has a sixth assembly hole, through which a sixth fastener passes to detachably connect the sixth assembly joint to the second connection position.

[0036] Optionally, in the above-mentioned vehicle body structure,

[0037] The vehicle body structure includes a central tunnel and a front bumper beam. The central tunnel is located behind and connected to the front bulkhead beam assembly. The vehicle body structure also includes a central energy-absorbing structure connected to the front side of the front bulkhead beam assembly. In a projection plane perpendicular to the vehicle height direction, the central energy-absorbing structure at least partially overlaps with the central tunnel.

[0038] And / or,

[0039] The front crossbeam assembly is equipped with several reinforcing beams that can transmit force towards the central channel.

[0040] A vehicle comprising the body structure described above.

[0041] In the vehicle body structure and vehicle of this application, the front bumper beam, the first longitudinal beam, the front bulkhead crossbeam assembly, and the second longitudinal beam form a first ring structure; the front bumper beam, the first engine compartment side beam, the drainage channel, and the second engine compartment side beam form a second ring structure; based on the first and second ring structures, a third ring structure is added, formed by the engine compartment crossbeam, the first diagonal beam, the drainage channel, and the second diagonal beam, which compensates for the disadvantage of the reduced stability of the first ring structure due to the reduced engine compartment space, significantly improves the stability of the vehicle body structure, and avoids vehicle instability during a collision; the third ring structure significantly improves the Y-axis support of the vehicle body structure, ensuring that the entire vehicle can slide smoothly out during a collision, thereby reducing side injuries to occupants; moreover, the multi-ring structure composed of the first, second, and third ring structures significantly improves the torsional stiffness of the entire vehicle. Attached Figure Description

[0042] 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0043] Figure 1 is a schematic diagram of the vehicle body structure according to an embodiment of this application;

[0044] Figure 2 is a bottom view of the vehicle body structure according to an embodiment of this application;

[0045] Figure 3 is a schematic diagram of the powertrain installed on the vehicle body structure according to an embodiment of this application;

[0046] Figure 4 is an exploded view of the cabin beam according to an embodiment of this application;

[0047] Figure 5 is a structural schematic diagram of the first assembly joint according to an embodiment of this application;

[0048] Figure 6 is an exploded view of the cabin crossbeam, the first diagonal tie beam, and the second diagonal tie beam according to an embodiment of this application;

[0049] Figure 7 is a schematic diagram of the connection between the intermediate energy-absorbing structure and the front crossbeam assembly in an embodiment of this application.

[0050] Figure 8 is an exploded view of the front crossbeam assembly according to an embodiment of this application;

[0051] Figure 9 is a schematic diagram of the vehicle body structure of this application being impacted by a barrier according to an embodiment of the present application;

[0052] Figure 10 is an illustration of multiple annular structures in the vehicle body structure of an embodiment of this application;

[0053] Figure 11 is a force diagram of the vehicle body structure of the present application embodiment when it is hit by a barrier;

[0054] Figure 12 is a force diagram of the front bulkhead assembly when the vehicle body structure of this application is hit by an obstacle.

[0055] In Figure 1-12 above: 1. First vibration damping tower; 2. Second vibration damping tower; 3. Front bulkhead crossbeam assembly; 4. Nacelle crossbeam; 5. First diagonal tie beam; 6. Second diagonal tie beam; 7. Front anti-collision beam; 8. Middle energy-absorbing structure; 9. Central passage; 10. First longitudinal beam; 11. Second longitudinal beam; 12. First nacelle side beam; 13. Second nacelle side beam; 14. Powertrain; 15. First energy-absorbing structure; 16. Second energy-absorbing structure; 17. Barrier; 21. First bending point; 22. Second bending point; 23. Third bending point; 31. Water channel; 32. Front bulkhead crossbeam body; 33. Front bulkhead panel; 34. Front bulkhead lower panel; 35. Reinforcing beam; 36. First connection position; 37. Second connection position; 41. Crossbeam body; 42. First assembly joint; 43. Second assembly joint; 51. First inclined beam body; 52. Third assembly joint; 53. Fourth assembly joint; 61. Second inclined beam body; 62. Fifth assembly joint; 63. Sixth assembly joint; 101. First longitudinal beam body; 102. First connecting plate; 111. Second longitudinal beam body; 112. Second connecting plate; 421. First assembly hole; 431. Second assembly hole; 521. Third assembly hole; 522. First perimeter; 531. Fourth assembly hole; 532. Second perimeter; 621. Fifth assembly hole; 622. Third perimeter; 631. Sixth assembly hole; 632. Fourth perimeter; 4211. First notch; 4311. Second notch. Detailed Implementation

[0056] This application provides a vehicle body structure and a vehicle.

[0057] 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.

[0058] As shown in Figures 1-12, this application embodiment provides a vehicle body structure, which includes a first damping tower 1, a second damping tower 2, and a front bulkhead crossbeam assembly 3. The front bulkhead crossbeam assembly 3 includes a drainage channel 31. The vehicle body structure also includes an engine compartment crossbeam 4, a first diagonal brace 5, and a second diagonal brace 6. One end of the engine compartment crossbeam 4 is connected to the first damping tower 1, and the other end is connected to the second damping tower 2. Referring to Figures 1-2, one end of the first diagonal brace 5 is connected to the first damping tower 1, and the other end is connected to a first connection position 36 of the drainage channel 31. One end of the second diagonal brace 6 is connected to the second damping tower 2, and the other end is connected to a second connection position 37 of the drainage channel 31. Along the Y direction, there is a gap between the first connection position 36 and the second connection position 37.

[0059] It should be noted that the X-axis is the length direction of the vehicle, that is, the front-to-back direction, as shown by the arrow in Figure 1; front and back are relative, with front being closer to the front of the vehicle than back. The Y-axis is the width direction of the vehicle, that is, the left-to-right direction, as shown by the arrow in Figure 1. The Z-axis is the height direction of the vehicle, that is, the up-and-down direction, as shown by the arrow in Figure 1; up and down are relative, with up being closer to the roof than down.

[0060] Further explanation is needed, as shown in Figure 8, where the vehicle body structure includes a central tunnel 9; and as shown in Figure 1, where the vehicle body structure includes a front bumper beam 7, a first longitudinal beam 10, a second longitudinal beam 11, a first engine compartment side beam 12, and a second engine compartment side beam 13. Referring to Figures 1 and 10, the front bumper beam 7, the first longitudinal beam 10, the front bulkhead crossbeam assembly 3, and the second longitudinal beam 11 form a first annular structure a; the front bumper beam 7, the first engine compartment side beam 12, the drainage channel 31, and the second engine compartment side beam 13 form a second annular structure b.

[0061] Please refer to Figures 1 and 10. Based on the first ring structure a and the second ring structure b, a third ring structure c is added, which is formed by the engine compartment crossbeam 4, the first diagonal tie beam 5, the water channel 31, and the second diagonal tie beam 6. This compensates for the disadvantage of the reduced stability of the first ring structure a due to the smaller engine compartment space, significantly improves the stability of the vehicle body structure, and avoids the vehicle from becoming unstable during a collision. The third ring structure c significantly improves the Y-direction support of the vehicle body structure, ensuring that the whole vehicle can slide smoothly out during a collision, thereby reducing the side injury to the occupants. Moreover, the multi-ring structure composed of the first ring structure a, the second ring structure b, and the third ring structure c significantly improves the torsional stiffness of the whole vehicle.

[0062] Please refer to Figure 2. The gap between the first connecting position 36 and the second connecting position 37 is less than the length of the cabin beam 4 along the Y direction. The gap between the first connecting position 36 and the second connecting position 37 is large enough to ensure the dimensions of the enclosed third annular structure c, thereby ensuring the reliable load-bearing effect of the third annular structure c.

[0063] Please refer to Figures 9 and 11. Taking the second longitudinal beam 11 as an example, when the vehicle is subjected to a small offset frontal collision with the barrier 17, the second longitudinal beam 11 will sequentially form a first bending point 21, a second bending point 22, and a third bending point 23 along the X-direction. The third bending point 23 is located closer to the front bulkhead crossbeam assembly 3, and the engine compartment crossbeam 4 is located between the second bending point 22 and the third bending point 23. Under the load-bearing support of the third annular structure c, it can reliably withstand the impact of the powertrain 14 on the third bending point 23, preventing the third bending point 23 from intruding into the front bulkhead crossbeam assembly 3, thus better protecting occupant safety.

[0064] Please refer to Figures 1 and 11. When the vehicle is subjected to a small offset frontal collision with barrier 17, part of the force on the first longitudinal beam 10 will be transferred to the engine compartment crossbeam 4 through the first damping tower 1, and part of the force on the second longitudinal beam 11 will be transferred to the engine compartment crossbeam 4 through the second damping tower 2. The force on the engine compartment crossbeam 4 will be transferred to the rear of the vehicle through the first diagonal tie beam 5 and the second diagonal tie beam 6 to the water channel 31. The force on the water channel 31 will be transferred to the central channel 9 through the front crossbeam assembly 3, and the central channel 9 will continue to transmit force to the rear of the vehicle, thereby reducing the collision energy at the front crossbeam assembly 3. This avoids the risk of the front crossbeam assembly 3 being invaded by barrier 17 due to the collision energy being concentrated at the front crossbeam assembly 3, thus better protecting the safety of the occupants.

[0065] Please refer to Figures 1 and 11. The first longitudinal beam 10 has a "V"-shaped structure. Part of the force on the first longitudinal beam 10 is transferred to the central channel 9 along one branch of the "V" shape, and part of the force is transferred to the first engine compartment side beam 12 along the other branch of the "V" shape. Part of the force on the front crossbeam assembly 3 is also transferred to the central channel 9. This design further avoids the risk of collision energy being concentrated in the front crossbeam assembly 3, which could lead to the front crossbeam assembly 3 being intruded by the barrier 17, thereby better protecting the safety of the occupants.

[0066] Furthermore, referring to Figures 1 and 10, the first diagonal beam 5, the water channel 31, and the first vibration damping tower 1 form a fourth annular structure d; the second diagonal beam 6, the water channel 31, and the second vibration damping tower 2 form a fifth annular structure e; the first longitudinal beam 10, the first engine compartment side beam 12, and the first vibration damping tower 1 form a sixth annular structure f; and the second longitudinal beam 11, the second engine compartment side beam 13, and the second vibration damping tower 2 form a seventh annular structure g. The combined effect of these multiple annular structures enhances the vehicle's NVH performance and handling requirements, meets the higher demands of current pure electric and hybrid vehicles for torsional stiffness, and improves the utilization rate of the engine compartment space.

[0067] In some embodiments of this application, the first connection position 36 and the second connection position 37 are respectively located on the channel wall of the water trough 31 near the front anti-collision beam 7. The water trough 31 is a U-shaped channel.

[0068] As shown above, there is no need to make major modifications to the structure of the water channel 31. The first connection position 36 and the second connection position 37 for the installation of the first diagonal beam 5 and the second diagonal beam 6 can be adapted to be set on the channel wall of the water channel 31, which saves the processing, manufacturing and installation costs of the vehicle body structure.

[0069] Referring to Figure 4, in some embodiments of this application, the cabin beam 4 includes a beam body 41, and a first assembly joint 42 and a second assembly joint 43 assembled at both ends of the beam body 41. The first assembly joint 42 is connected to the first vibration damping tower 1, and the second assembly joint 43 is connected to the second vibration damping tower 2.

[0070] The cabin beam 4 is assembled from three independent structures: beam body 41, first assembly joint 42, and second assembly joint 43. This improves the overall structural and performance flexibility of the cabin beam 4, making it easier to manufacture and process each independent structure, as well as to transport and assemble it.

[0071] Please refer to Figure 4. In some embodiments of this application, the first assembly joint 42 and the second assembly joint 43 are respectively inserted into and welded to both ends of the crossbeam body 41.

[0072] It should be noted that the crossbeam body 41 is an extruded aluminum tube structure; the first assembly joint 42 and the second assembly joint 43 are cast aluminum structures. The first assembly joint 42 includes a tubular first connecting part that is inserted into one end of the crossbeam body 41; the second assembly joint 43 includes a tubular second connecting part that is inserted into the other end of the crossbeam body 41.

[0073] As shown above, the first assembly joint 42 and the second assembly joint 43 can be installed and assembled at both ends of the crossbeam body 41 in a convenient and quick manner, and the connection between them can be guaranteed to be firm and stable, avoiding shaking and falling off during use, thereby ensuring the reliability of the vehicle body structure.

[0074] Please refer to Figures 4-5. In some embodiments of this application, the first assembly joint 42 has a first assembly hole 421, and the corresponding first vibration damping tower 1 has a first vibration damping tower assembly hole. The first assembly joint 42 is detachably connected to the first vibration damping tower 1 by passing the first fastener sequentially through the first assembly hole 421 and the first vibration damping tower assembly hole.

[0075] It should be noted that the first assembly joint 42 includes a first assembly portion perpendicular to the Z-direction, and a first assembly hole 421 is formed in the first assembly portion. A first fastener is sequentially inserted into the first assembly hole 421 and the first vibration damping tower assembly hole along the Z-direction. Multiple first assembly holes 421 can be provided, thereby increasing the contact points between the first assembly joint 42 and the first vibration damping tower 1, ensuring the reliable and stable installation of the first assembly joint 42 on the first vibration damping tower 1. The first fastener can be a fastening bolt or a fastening pin.

[0076] As shown above, the nacelle crossbeam 4 is detachably connected to the first vibration damping tower 1, which not only facilitates the disassembly and installation of the nacelle crossbeam 4, but also facilitates replacement and maintenance.

[0077] In some parallel embodiments, the first assembly joint 42 is welded to the first vibration damping tower 1.

[0078] Referring to Figure 4, in some embodiments, the second assembly joint 43 has a second assembly hole 431, and the corresponding second vibration damping tower 2 has a second vibration damping tower assembly hole. The second assembly joint 43 is detachably connected to the second vibration damping tower 2 by passing a second fastener sequentially through the second assembly hole 431 and the second vibration damping tower assembly hole.

[0079] It should be noted that the second assembly joint 43 includes a second assembly portion perpendicular to the Z-direction, and a second assembly hole 431 is formed in the second assembly portion. The second fastener is sequentially inserted into the second assembly hole 431 and the second vibration damper tower assembly hole along the Z-direction. Multiple second assembly holes 431 can be provided, thereby increasing the contact points between the second assembly joint 43 and the second vibration damper tower 2, ensuring the reliable and stable installation of the second assembly joint 43 on the second vibration damper tower 2. The second fastener can be a fastening bolt or a fastening pin.

[0080] As shown above, the nacelle crossbeam 4 can be detached and installed on the second vibration damping tower 2, which not only facilitates the disassembly and installation of the nacelle crossbeam 4, but also facilitates replacement and maintenance.

[0081] In some parallel embodiments, the second assembly joint 43 is welded to the second vibration damping tower 2.

[0082] Please refer to Figures 4-5. In some embodiments, the circumferential sidewall of the first mounting hole 421 is formed with a first notch 4211 to facilitate the insertion of the first fastener into the first mounting hole 421.

[0083] The presence of the first notch 4211 allows the first mounting hole 421 to have a certain deformation, thereby better adapting to the size of the first fastener and simplifying the assembly process of the first fastener in the first mounting hole 421.

[0084] Please refer to Figure 4. In some embodiments, the circumferential sidewall of the second mounting hole 431 is formed with a second notch 4311 to facilitate the insertion of the second fastener into the second mounting hole 431.

[0085] The presence of the second notch 4311 allows the second mounting hole 431 to have a certain deformation, thereby better adapting to the size of the second fastener and simplifying the assembly process of the second fastener in the second mounting hole 431.

[0086] Please refer to Figure 6. In some embodiments of this application, the first cable-stayed beam 5 includes a first cable-stayed beam body 51, and a third assembly joint 52 and a fourth assembly joint 53 assembled at both ends of the first cable-stayed beam body 51. The third assembly joint 52 is connected to the first vibration damping tower 1, and the fourth assembly joint 53 is connected to the first connection position 36 of the water channel 31.

[0087] The first cable tie beam 5 is assembled from three independent structures: the first cable tie beam body 51, the third assembly joint 52, and the fourth assembly joint 53. This improves the overall structural and performance flexibility of the first cable tie beam 5, making it easier not only for the production and processing of each independent structure, but also for transportation and assembly.

[0088] Please refer to Figure 6. In some embodiments of this application, the second cable tie beam 6 includes a second cable tie beam body 61 and a fifth assembly joint 62 and a sixth assembly joint 63 assembled at both ends of the second cable tie beam body 61. The fifth assembly joint 62 is connected to the second vibration damping tower 2, and the sixth assembly joint 63 is connected to the second connection position 37 of the water channel 31.

[0089] The second cable tie beam 6 is assembled from three independent structures: the second cable tie beam body 61, the fifth assembly joint 62, and the sixth assembly joint 63. This improves the overall structural and performance flexibility of the second cable tie beam 6, making it easier not only for the production and processing of each independent structure, but also for transportation and assembly.

[0090] Optionally, the first diagonal tie beam 5 and the second diagonal tie beam 6 have the same structure and are arranged symmetrically.

[0091] Please refer to Figure 6. In some embodiments of this application, the third assembly joint 52 and the fourth assembly joint 53 are respectively inserted into and welded to both ends of the first cable-stayed beam body 51.

[0092] It should be noted that the first cable-stayed beam body 51 is an extruded aluminum tube structure; the third assembly joint 52 and the fourth assembly joint 53 are cast aluminum structures. The third assembly joint 52 includes a tubular third connecting part, which is inserted into one end of the first cable-stayed beam body 51; the fourth assembly joint 53 includes a tubular fourth connecting part, which is inserted into the other end of the first cable-stayed beam body 51.

[0093] As shown above, the third assembly joint 52 and the fourth assembly joint 53 can be installed and assembled at both ends of the first tie beam body 51 in a convenient and quick manner, and the connection between them can be guaranteed to be firm and stable, avoiding shaking and falling off during use, thereby ensuring the reliability of the vehicle body structure.

[0094] Please refer to Figure 6. In some embodiments, the fifth assembly joint 62 and the sixth assembly joint 63 are respectively inserted into and welded to both ends of the second cable-stayed beam body 61.

[0095] It should be noted that the second cable-stayed beam body 61 is an extruded aluminum tube structure; the fifth assembly joint 62 and the sixth assembly joint 63 are cast aluminum structures. The fifth assembly joint 62 includes a tubular fifth connecting part, which is inserted into one end of the second cable-stayed beam body 61; the sixth assembly joint 63 includes a tubular sixth connecting part, which is inserted into the other end of the second cable-stayed beam body 61.

[0096] As shown above, the fifth assembly joint 62 and the sixth assembly joint 63 can be installed and assembled at both ends of the second tie beam body 61 in a convenient and quick manner, and the connection between them can be guaranteed to be firm and stable, avoiding shaking and falling off during use, thereby ensuring the reliability of the vehicle body structure.

[0097] Please refer to Figure 6. In some embodiments of this application, the third assembly joint 52 has a third assembly hole 521, through which a third fastener passes to connect the third assembly joint 52 to the first vibration damping tower 1.

[0098] It should be noted that the first vibration damping tower 1 has a third vibration damping tower assembly hole. The third assembly joint 52 includes a third assembly part perpendicular to the Z-direction, and a third assembly hole 521 is formed in the third assembly part. The third fastener is inserted sequentially into the third assembly hole 521 and the third vibration damping tower assembly hole along the Z-direction. The third fastener can be a fastening bolt or a fastening pin.

[0099] As shown above, the first diagonal tie beam 5 and the nacelle crossbeam 4 are connected at different positions on the first vibration damping tower 1. Furthermore, the first diagonal tie beam 5 is detachably connected to the first vibration damping tower 1, which not only facilitates the disassembly and installation of the first diagonal tie beam 5, but also facilitates replacement and maintenance.

[0100] In some other parallel embodiments, the third assembly joint 52 has a third assembly hole 521 along the Z direction. The third assembly joint 52 is placed on the first assembly joint 42. The third assembly hole 521 and the first assembly hole 421 are connected along the Z direction. The third assembly joint 52 and the first assembly hole 421 are connected together to the first vibration damping tower 1 by passing through the third assembly hole 521 and the first assembly hole 421 in sequence with the first fastener.

[0101] As shown above, the first diagonal tie beam 5 and the nacelle crossbeam 4 are connected at the same position on the first vibration damping tower 1, which can reduce the number of fasteners used and simplify the connection process of the first diagonal tie beam 5 and the nacelle crossbeam 4 on the first vibration damping tower 1, reduce the assembly time, and save labor costs.

[0102] Furthermore, a first perimeter 522 is formed around the third mounting hole 521 along its circumference. The first perimeter 522 increases the connection strength between the third mounting hole 521 and the first or third fastener, ensuring a reliable and stable connection.

[0103] In some other parallel embodiments, the third assembly joint 52 is welded to the first vibration damping tower 1.

[0104] Please refer to Figure 6. In some embodiments, the fourth assembly connector 53 has a fourth assembly hole 531. A fourth fastener passes through the fourth assembly hole 531 to detachably connect the fourth assembly connector 53 to the first connection position 36 of the water channel 31.

[0105] It should be noted that the first connecting position 36 has a first water channel assembly hole. The fourth assembly joint 53 includes a fourth assembly part perpendicular to the X direction, and a fourth assembly hole 531 is formed in the fourth assembly part. The fourth fastener is inserted sequentially into the fourth assembly hole 531 and the first water channel assembly hole along the X direction. The fourth fastener can be a fastening bolt or a fastening pin.

[0106] As shown above, the first inclined tie beam 5 is detachably connected to the first connection position 36 of the water channel 31, which not only facilitates the disassembly and installation of the first inclined tie beam 5, but also facilitates replacement and maintenance.

[0107] Furthermore, a second perimeter 532 is formed around the fourth mounting hole 531 along its circumference. The second perimeter 532 increases the connection strength between the fourth mounting hole 531 and the fourth fastener, ensuring a reliable and stable connection.

[0108] In some other parallel embodiments, the fourth assembly joint 53 is welded to the first connection position 36 of the water channel 31.

[0109] In some embodiments of this application, the fifth assembly joint 62 has a fifth assembly hole 621, through which a fifth fastener passes to connect the fifth assembly joint 62 to the second vibration damping tower 2.

[0110] It should be noted that the second vibration damping tower 2 has a fourth vibration damping tower assembly hole. The fifth assembly joint 62 includes a fifth assembly part perpendicular to the Z-direction, and a fifth assembly hole 621 is formed in the fifth assembly part. The fifth fastener is inserted sequentially into the fifth assembly hole 621 and the fifth vibration damping tower assembly hole along the Z-direction. The fifth fastener can be a fastening bolt or a fastening pin.

[0111] As shown above, the second diagonal tie beam 6 and the nacelle crossbeam 4 are connected at different positions on the second vibration damping tower 2. Furthermore, the second diagonal tie beam 6 is detachably connected to the second vibration damping tower 2, which not only facilitates the disassembly and installation of the second diagonal tie beam 6, but also facilitates replacement and maintenance.

[0112] In some other parallel embodiments, the fifth assembly joint 62 has a fifth assembly hole 621 along the Z direction. The fifth assembly joint 62 rests on the second assembly joint 43. The fifth assembly hole 621 and the second assembly hole 431 are connected along the Z direction. The second fastener passes through the fifth assembly hole 621 and the second assembly hole 431 in sequence to connect the fifth assembly joint 62 and the second assembly joint 43 together to the second vibration damping tower 2.

[0113] As shown above, the second diagonal tie beam 6 and the nacelle crossbeam 4 are connected at the same position on the second vibration damping tower 2, which can reduce the number of fasteners used and simplify the connection process of the second diagonal tie beam 6 and the nacelle crossbeam 4 on the second vibration damping tower 2, reduce the assembly time, and save labor costs.

[0114] Furthermore, a third perimeter 622 is formed around the fifth mounting hole 621 along its circumference. The third perimeter 622 increases the connection strength between the fifth mounting hole 621 and the fifth fastener or the second fastener, ensuring a reliable and stable connection.

[0115] In some other parallel embodiments, the fifth assembly joint 62 is welded to the second vibration damping tower 2.

[0116] In some embodiments, the sixth assembly connector 63 has a sixth assembly hole 631, through which a sixth fastener passes to detachably connect the sixth assembly connector 63 to the second connection position 37 of the water channel 31.

[0117] It should be noted that a second water channel assembly hole is provided on the second connection position 37. The sixth assembly joint 63 includes a sixth assembly part perpendicular to the X direction, and a sixth assembly hole 631 is provided in the sixth assembly part. The sixth fastener is inserted sequentially into the sixth assembly hole 631 and the second water channel assembly hole along the X direction. The sixth fastener can be a fastening bolt or a fastening pin.

[0118] As shown above, the second inclined tie beam 6 is detachably connected to the second connection position 37 of the water channel 31, which not only facilitates the disassembly and installation of the second inclined tie beam 6, but also facilitates replacement and maintenance.

[0119] Furthermore, a fourth perimeter 632 is formed around the sixth mounting hole 631 along its circumference. The fourth perimeter 632 increases the connection strength between the sixth mounting hole 631 and the sixth fastener, ensuring a reliable and stable connection.

[0120] In some other parallel embodiments, the sixth assembly joint 63 is welded to the second connection position 37 of the water channel 31.

[0121] Referring to Figures 7-8, in some embodiments of this application, the central channel 9 is located on the rear side of the front bulkhead beam assembly 3 and is connected to the front bulkhead beam assembly 3. The vehicle body structure also includes a central energy-absorbing structure 8, which is connected to the front bulkhead beam assembly 3; in a projection plane perpendicular to the Z direction, the central energy-absorbing structure 8 and the central channel 9 at least partially overlap.

[0122] Specifically, referring to Figure 8, in some embodiments, the front bulkhead beam assembly 3 includes a front bulkhead plate 33, a front bulkhead beam body 32, and a front bulkhead lower plate 34 connected sequentially from top to bottom; the upper end of the front bulkhead lower plate 34 is connected to the front bulkhead beam body 32, and the lower end of the front bulkhead lower plate 34 extends backward and downward relative to its upper end. Correspondingly, the rear end of the top surface of the intermediate energy-absorbing structure 8 is connected to the front side surface of the front bulkhead lower plate 34, and the rear end of the bottom surface of the intermediate energy-absorbing structure 8 extends backward relative to the rear end of the top surface of the intermediate energy-absorbing structure 8; the bottom front end of the central channel 9 is an inclined structure adapted to the inclined rear side surface of the front bulkhead lower plate 34. As described above, at least a partial overlap between the intermediate energy-absorbing structure 8 and the central channel 9 is achieved.

[0123] By connecting the intermediate energy-absorbing structure 8 to the front crossbeam assembly 3, a force transmission channel is built between the first longitudinal beam 10 and the second longitudinal beam 11 to resist the rearward movement of the powertrain 14 during a frontal collision. As shown above, not only are there two support lines on both sides of the first longitudinal beam 10 and the second longitudinal beam 11, but an additional intermediate support line built by the intermediate energy-absorbing structure 8 is also added. The above three support lines work together to effectively improve the problem of poor stability of the first annular structure a, and can directly resist the impact force of the frontal barrier of the vehicle, with good support effect and high load-bearing efficiency.

[0124] Please refer to Figure 11. Furthermore, the second longitudinal beam 11 absorbs energy through three bends. The engine compartment crossbeam 4 is located between the second bend point 22 and the third bend point 23. The deformation of the third bend point 23 is controlled by the Y-direction support of the third annular structure c, which effectively controls the energy distribution during the collision. The powertrain 14 can move backward and sink smoothly, avoiding collision with the second longitudinal beam 11 and affecting the robustness of the bending state of the second longitudinal beam 11. This allows the powertrain 14 to smoothly contact the lower intermediate energy-absorbing structure 8 and generate effective overlap and collapse to absorb the impact energy of the powertrain 14. After the intermediate energy-absorbing structure 8 collapses, it contacts the front crossbeam assembly 3 and transfers energy to the non-deformable area behind the third bend point 23 of the second longitudinal beam 11 and the central channel 9, so that the energy distribution of the vehicle collision is guided according to the design state, reducing the interference of the powertrain 14 on the bending of the second longitudinal beam 11 during the collision.

[0125] In some embodiments, the intermediate energy-absorbing structure 8 can be an energy-absorbing box structure or any other structure with energy-absorbing effect. The intermediate energy-absorbing structure 8 includes sheet metal structural components.

[0126] In some embodiments, the front crossbeam assembly 3 is provided with several reinforcing beams 35 capable of transmitting force toward the central channel 9.

[0127] Specifically, several reinforcing beams 35 are provided on the side of the front bulkhead 33 near the front bumper beam 7; multiple reinforcing beams 35 are also provided in the area above the front bulkhead crossbeam body 32 of the front bulkhead 33, and the multiple reinforcing beams 35 are arranged at intervals along the Y direction. The reinforcing beams 35 have a downward extension length to transmit force towards the central passage 9 located at the bottom of the cabin. The extension direction of the reinforcing beams 35 can be parallel to the Z direction or at a certain angle to the Z direction; the reinforcing beams 35 can be linear beams, or at least partially curved, to adapt to the spatial layout of various components in the cabin; the shape of the reinforcing beams 35 is not specifically limited here.

[0128] Please refer to Figure 12. The force on the cabin crossbeam 4 is transmitted to the rear of the vehicle via the first diagonal tie beam 5 and the second diagonal tie beam 6 to the water channel 31. The force on the water channel 31 is transmitted to the first longitudinal beam 10 and the second longitudinal beam 11 via multiple reinforcing beams 35 on the front bulkhead 33, and finally to the central tunnel 9 via the first longitudinal beam 10 and the second longitudinal beam 11. As described above, the force on the cabin crossbeam 4 can be transmitted to the central tunnel 9 located at the bottom of the cabin via the reinforcing beams 35, the first longitudinal beam 10, and the second longitudinal beam 11. The central tunnel 9 absorbs and disperses collision energy, thereby avoiding injury to the lower body of the occupants and preventing injury to their feet.

[0129] Referring to Figure 12, the first longitudinal beam 10 further includes a first longitudinal beam body 101 and a first connecting plate 102 connected to the first longitudinal beam body 101, through which force is transmitted to the central channel 9. The second longitudinal beam 11 includes a second longitudinal beam body 111 and a second connecting plate 112 connected to the second longitudinal beam body 111, through which force is transmitted to the central channel 9.

[0130] Referring to Figure 3, further, a first energy-absorbing structure 15 connects the front bumper beam 7 and the first longitudinal beam 10; the first energy-absorbing structure 15 can be an energy-absorbing box structure or any other structure with energy-absorbing effect; the first energy-absorbing structure 15 includes sheet metal structural components. A second energy-absorbing structure 16 connects the front bumper beam 7 and the second longitudinal beam 11; the second energy-absorbing structure 16 can be an energy-absorbing box structure or any other structure with energy-absorbing effect; the second energy-absorbing structure 16 includes sheet metal structural components.

[0131] When a car is involved in a high-speed frontal collision, the front bumper beam 7, together with the first energy-absorbing structure 15 and the second energy-absorbing structure 16, acts as the first line of defense to absorb the collision energy. Subsequently, the powertrain 14 moves rapidly backward and comes into contact with the front crossbeam assembly 3 and the intermediate energy-absorbing structure 8. The front crossbeam assembly 3 deforms and transfers the energy to the central tunnel 9 and the rear of the vehicle. At the same time, the third ring structure c formed by the engine compartment crossbeam 4, the first diagonal tie beam 5, the water channel 31, and the second diagonal tie beam 6 can effectively reduce the amount of front bumper intrusion, reduce the injury of the brake pedal to the human body, and better protect the safety of the occupants.

[0132] In summary, this application also provides a vehicle, which includes the body structure described above.

[0133] Since the vehicle described in this application includes the body structure described above, the beneficial effects of the vehicle body structure are described above and will not be repeated here.

[0134] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not restrict this application from necessarily using the aforementioned specific details for implementation.

[0135] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0136] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0137] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0138] It should be understood that the qualifiers “first,” “second,” “third,” “fourth,” “fifth,” and “sixth” used in the description of the embodiments of this application are only used to more clearly illustrate the technical solutions and are not intended to limit the scope of protection of this application.

[0139] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A vehicle body structure, comprising a first damping tower (1), a second damping tower (2), and a front bulkhead crossbeam assembly (3), wherein the front bulkhead crossbeam assembly (3) includes a water channel (31), wherein, Also includes: The cabin beam (4) is connected at one end to the first vibration damping tower (1) and at the other end to the second vibration damping tower (2); The first inclined beam (5) is connected at one end to the first vibration damping tower (1) and at the other end to the first connection position (36) of the water channel (31); The second inclined beam (6) is connected at one end to the second vibration damping tower (2) and at the other end to the second connection position (37) of the water channel (31); Along the vehicle width direction, there is a gap between the first connecting position (36) and the second connecting position (37).

2. The vehicle body structure according to claim 1, wherein, The first connection position (36) and the second connection position (37) are respectively located on the wall of the water channel (31) near the front anti-collision beam (7).

3. The vehicle body structure according to claim 1 or 2, wherein, The cabin beam (4) includes a beam body (41) and a first assembly joint (42) and a second assembly joint (43) assembled at both ends of the beam body (41). The first assembly joint (42) is connected to the first vibration damping tower (1) and the second assembly joint (43) is connected to the second vibration damping tower (2).

4. The vehicle body structure according to claim 3, wherein, The first assembly joint (42) and the second assembly joint (43) are respectively inserted into and welded to both ends of the crossbeam body (41).

5. The vehicle body structure according to claim 3, wherein, The first assembly joint (42) has a first assembly hole (421), and the first fastener passes through the first assembly hole (421) to detachably connect the first assembly joint (42) to the first vibration damping tower (1); The second assembly joint (43) has a second assembly hole (431), and the second assembly joint (43) is detachably connected to the second vibration damping tower (2) by passing a second fastener through the second assembly hole (431).

6. The vehicle body structure according to claim 5, wherein, The first assembly joint (42) has a first assembly hole (421), and the circumferential sidewall of the first assembly hole (421) has a first notch (4211) to facilitate the insertion of the first fastener into the first assembly hole (421). And / or, The second assembly joint (43) has a second assembly hole (431), and the circumferential sidewall of the second assembly hole (431) has a second notch (4311) to facilitate the insertion of the second fastener into the second assembly hole (431).

7. The vehicle body structure according to any one of claims 3 to 6, wherein, The first cable tie beam (5) includes a first cable tie beam body (51), and a third assembly joint (52) and a fourth assembly joint (53) assembled at both ends of the first cable tie beam body (51). The third assembly joint (52) is connected to the first vibration damping tower (1), and the fourth assembly joint (53) is connected to the first connection position (36). And / or, The second cable tie beam (6) includes a second cable tie beam body (61) and a fifth assembly joint (62) and a sixth assembly joint (63) assembled at both ends of the second cable tie beam body (61). The fifth assembly joint (62) is connected to the second vibration damping tower (2), and the sixth assembly joint (63) is connected to the second connection position (37).

8. The vehicle body structure according to claim 7, wherein, The third assembly joint (52) and the fourth assembly joint (53) are respectively inserted into and welded to both ends of the first cable-stayed beam body (51); And / or, The fifth assembly joint (62) and the sixth assembly joint (63) are respectively inserted into and welded to both ends of the second cable-stayed beam body (61).

9. The vehicle body structure according to claim 7, wherein, The third assembly joint (52) has a third assembly hole (521), and a third fastener passes through the third assembly hole (521) to connect the third assembly joint (52) to the first vibration damping tower (1); or, the third assembly joint (52) has a third assembly hole (521), and a first fastener passes through the third assembly hole (521) and the first assembly hole (421) in sequence to connect the third assembly joint (52) and the first assembly joint (42) together to the first vibration damping tower (1); And / or, The fourth assembly joint (53) has a fourth assembly hole (531), and a fourth fastener passes through the fourth assembly hole (531) to detachably connect the fourth assembly joint (53) to the first connection position (36). And / or, The fifth assembly joint (62) has a fifth assembly hole (621), through which a fifth fastener passes to connect the fifth assembly joint (621) to the second vibration damping tower (2); or, the fifth assembly joint (62) has a fifth assembly hole (621), through which a second fastener passes to the fifth assembly hole (621) and the second assembly hole (431) in sequence, to connect the fifth assembly joint (62) and the second assembly joint (43) together to the second vibration damping tower (2); And / or, The sixth assembly joint (63) has a sixth assembly hole (631), through which a sixth fastener passes to detachably connect the sixth assembly joint (631) to the second connection position (37).

10. The vehicle body structure according to any one of claims 1-9, characterized in that, The vehicle body structure includes a central tunnel (9) and a front bumper beam (7). The central tunnel (9) is located on the rear side of the front crossbeam assembly (3) and is connected to the front crossbeam assembly (3). The vehicle body structure also includes an intermediate energy-absorbing structure (8), which is connected to the front side of the front crossbeam assembly (3). In a projection plane perpendicular to the vehicle height direction, the intermediate energy-absorbing structure (8) and the central tunnel (9) at least partially overlap. And / or, The front crossbeam assembly (3) is provided with several reinforcing beams (35) that can transmit force in the direction of approaching the central channel (9).

11. A vehicle comprising a body structure as claimed in any one of claims 1-10.

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