Vehicle body and vehicle

Abstract

A vehicle body and a vehicle. The vehicle body (10) comprises a frame having a cavity, wherein at least part of the cavity forms an air duct (120); the frame is provided with an air outlet (130) in communication with the air duct (120), the air outlet (130) being configured to face a passenger compartment (140); and an area of the frame corresponding to the air duct (120) is configured to communicate with an air conditioning system, and the air duct (120) and the air outlet (130) are configured to guide airflow generated by the air conditioning system to flow to the passenger compartment (140). The cavity of the frame of the vehicle body can replace solid pipes of the air conditioning system, thereby reducing the space occupied by the air conditioning system, preventing the impact on the arrangement of other parts in the vehicle due to solid pipes occupying space, and improving the space utilization rate of the vehicle.

Description

Body and vehicle Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular to a vehicle body and a vehicle. Background Technology

[0002] A vehicle typically includes a front driver's cabin and a rear passenger cabin. The air conditioning system can regulate the temperature, humidity, and air purification of the air in both the driver's cabin and the rear passenger cabin to improve the passenger's riding experience.

[0003] To improve the ability to regulate the air in the passenger compartment, such as the temperature, vehicles are equipped with a separate air conditioning system.

[0004] However, the air conditioning system used in the passenger compartment in the aforementioned technologies occupies a large amount of space, affecting the arrangement of other components in the vehicle.

[0005] Utility Model Content

[0006] This application provides a vehicle body and a vehicle that solves the technical problem in the above-mentioned related technologies where the air conditioning system for the passenger compartment occupies a large amount of space, affecting the arrangement of other components in the vehicle.

[0007] A first aspect of this application provides a vehicle body, comprising:

[0008] A frame having a cavity, at least a portion of which forms an air duct, and an air outlet communicating with the air duct is provided on the frame, the air outlet being directed toward the passenger compartment;

[0009] The area on the frame corresponding to the air duct is used to connect with the air conditioning system, and the air duct and the air outlet are used to guide the airflow generated by the air conditioning system to the passenger compartment.

[0010] This application provides a vehicle body with a frame having a cavity. At least a portion of the cavity forms an air duct connected to an air conditioning system. An air outlet connected to the air duct is provided on the frame so that the airflow provided by the air conditioning system is delivered through the air duct formed by the cavity to the air outlet on the frame, and further flows from the air outlet into the passenger compartment. This enables the air in the passenger compartment to be regulated, improving the passenger compartment's riding experience and enhancing the overall vehicle's riding experience.

[0011] In addition, by utilizing the cavities inherent in the body frame itself as air ducts, the advantages of the body structure can be fully utilized to enrich the functions of the body's structural components, such as the functions of the frame.

[0012] Furthermore, since the cavity inherent in the frame structure is used as the air duct, instead of using additional physical pipes, it avoids occupying a large space due to the installation of physical pipes, thus avoiding a large space occupation by the air conditioning system. In turn, it avoids affecting the arrangement of other components in the vehicle due to the space occupied by physical pipes, thereby improving the space utilization of the vehicle.

[0013] Based on the above scheme, this application also has the following improvements.

[0014] In one possible implementation, the frame includes a plurality of beam-shaped structures having cavities within them, and the cavities within the beam-shaped structures constitute the air ducts;

[0015] The air outlet is located on the beam wall of the beam-shaped structure.

[0016] In this way, the frame includes multiple beam-shaped structures, and the beam-shaped structures are hollow, so that cavities can be formed inside the beam-shaped structures. Air ducts can be set in the cavities inside the beam-shaped structures, so that the air ducts can use the length extension direction of the beam-shaped structures as the extension direction of the air ducts. This allows the air ducts to guide the airflow along the length direction of the beam-shaped structures. It not only realizes that the cavities can be used as air ducts, but also makes full use of the structural features of the beam-shaped structures to guide the flow of air.

[0017] In one possible implementation, the beam structure includes a first upper beam and a second upper beam;

[0018] The first upper beam and the second upper beam are arranged along the width direction of the vehicle body, and both the first upper beam and the second upper beam extend along the length direction of the vehicle body; the cavity corresponding to the first upper beam and / or the second upper beam constitutes the air duct;

[0019] The air duct is located on the side of the cavity near the rear of the vehicle body.

[0020] In this way, the beam structure includes a first upper beam and a second upper beam arranged along the width of the vehicle body. The first upper beam and the second upper beam extend along the length of the vehicle body, and the cavities within the first upper beam and the second upper beam serve as air ducts. When airflow is delivered to the passenger compartment by the first upper beam and / or the second upper beam, the airflow can flow from the top to the bottom of the passenger compartment from top to bottom, which facilitates the diffusion of airflow in the passenger compartment. If the air duct delivers airflow used to regulate the temperature in the passenger compartment, it can enable the delivered airflow to fully exchange heat with the air in the passenger compartment, thereby improving the temperature regulation effect.

[0021] Furthermore, the air duct is located on the side of the cavity near the rear of the vehicle body, which allows the air duct to be closer to the passenger compartment, making it easier to shorten the length of the air duct. This, in turn, shortens the flow distance of the airflow within the air duct and improves the efficiency of delivering airflow into the passenger compartment.

[0022] In one possible implementation, the frame includes a first stiffener and a second stiffener;

[0023] The first stiffener and the second stiffener form the cavity, and the first stiffener and / or the second stiffener have the air outlet.

[0024] In this way, by using the first and second stiffeners to form an internal hollow structure, the frame can reduce the weight of the vehicle body while increasing the structural strength of the frame. Furthermore, by setting the first and second stiffeners, a cavity for forming the air duct can be formed, so that the air duct can be set in the cavity formed by the first and second stiffeners.

[0025] In one possible implementation, the first stiffener faces the passenger compartment relative to the second stiffener, and the first stiffener has the air outlet.

[0026] In this way, by setting the first stiffener on the side facing the passenger compartment and opening an air outlet on the first stiffener, compared with opening the air outlet on the second stiffener, it is easier for the airflow to be delivered to the passenger compartment more directly, thus improving the airflow delivery efficiency.

[0027] In one possible implementation, the vehicle body further includes a first absorbent layer disposed on the surface of the first stiffener facing the outside of the air duct.

[0028] In this way, the vehicle body includes a first water-absorbing layer, which is disposed on the surface of the first stiffener facing the outside of the air duct. This allows the first water-absorbing layer to absorb the liquid formed by condensation on the first stiffener when the air duct is used to transport cold air. This keeps the outer surface of the first stiffener dry at all times, thereby preventing damage to the outer surface of the first stiffener due to water erosion, improving the durability of the first stiffener, and preventing the area on the vehicle body corresponding to the first stiffener from getting damp or moldy.

[0029] In one possible implementation, the vehicle body further includes a second absorbent layer disposed on the surface of the second stiffener facing the outside of the air duct.

[0030] In this way, the vehicle body includes a second water-absorbing layer, which is placed on the surface of the second stiffener facing the outside of the air duct. This allows the second water-absorbing layer to absorb the liquid formed by condensation on the second stiffener when the air duct is used to transport cold air. This keeps the outer surface of the second stiffener dry at all times, thus preventing damage to the outer surface of the second stiffener due to water erosion, improving the durability of the second stiffener, and preventing the area on the vehicle body corresponding to the second stiffener from getting damp or moldy.

[0031] In one possible implementation, the second absorbent layer is an insulation layer used to prevent heat exchange between the interior of the air duct and the exterior of the vehicle body.

[0032] In this way, since the second stiffener is closer to the outside of the vehicle body than the first stiffener, by setting the second water-absorbing layer as an insulation layer, in addition to the function of absorbing liquid, the second water-absorbing layer can also block the second stiffener from exchanging heat with the external environment, thereby reducing the influence of the external environment on the temperature of the airflow in the air duct and ensuring the temperature regulation effect of the air conditioning system.

[0033] In one possible implementation, the vehicle body further includes a skin disposed on the side of the second stiffener facing away from the passenger compartment, and a cavity is provided between the skin and the second stiffener;

[0034] The second absorbent layer is a foamed material, which fills the area within the cavity corresponding to the air duct.

[0035] In this way, by creating a cavity between the skin and the second stiffener, and spacing the second stiffener and the skin apart, it is easier to apply electrophoretic coating to the body skin later. Furthermore, by using a foaming material for the second absorbent layer, which fills the cavity as foam, the operation is more convenient compared to attaching the second absorbent layer to the outer surface of the second stiffener. Moreover, the fact that the second absorbent layer completely fills the cavity further improves its heat insulation and water absorption effects.

[0036] One possible implementation also includes a sealing structure;

[0037] The cavity also includes a cavity section communicating with the air duct. The sealing structure is disposed inside the cavity and between the air duct and the cavity section. The sealing structure is used to prevent airflow between the air duct and the cavity section.

[0038] In this way, by setting a sealing structure between the air duct and the cavity section, the airflow between the air duct and the air conditioning section can be blocked, thereby preventing the airflow delivered to the air duct by the air conditioning system from flowing into the cavity section. This ensures that the airflow in the air duct can be completely delivered to the passenger compartment through the air outlet, thus guaranteeing the air duct's air delivery effect.

[0039] In one possible implementation, the frame also includes a trunk rack;

[0040] The trunk rack is located near the rear of the vehicle body;

[0041] The trunk rack forms a first receiving cavity, which is used to accommodate the air conditioning system.

[0042] In this way, by setting up a trunk rack and forming a first accommodating cavity, the first accommodating cavity can be used to create space for the vehicle's trunk, thereby improving the vehicle's load-bearing capacity. By placing the air conditioning system within the first accommodating cavity, the air conditioning system can be positioned closer to the passenger compartment along the length of the vehicle body, shortening the distance the air conditioning system needs to travel to deliver airflow into the ducts, thus improving the efficiency of airflow delivery into the passenger compartment.

[0043] Furthermore, by placing the air conditioning system in the first cavity, the space occupied by the air conditioning system in the front control panel area of ​​the vehicle body can be avoided, thereby improving the space utilization rate of the front of the vehicle body.

[0044] A second aspect of this application provides a vehicle including an air conditioning system and a vehicle body as described above;

[0045] The air conditioning system is installed on the frame of the vehicle body and is connected to the air duct of the frame. The air conditioning system is used to deliver airflow to the passenger compartment through the air duct and air outlet.

[0046] The vehicle provided in this application, by using the aforementioned body structure, can avoid the air conditioning system's physical ductwork occupying too much space inside the vehicle, thereby reducing the air conditioning system's space occupancy rate. Furthermore, by setting up air ducts corresponding to the passenger compartment, it can also improve the airflow regulation effect in the passenger compartment and enhance the vehicle's passenger experience.

[0047] In one possible implementation, the frame includes multiple beam-shaped structures, each beam-shaped structure including a first upper beam and a second upper beam arranged along the width direction of the vehicle body. The first upper beam and the second upper beam have cavities within them. The cavities corresponding to the first upper beam and / or the second upper beam constitute the air ducts. The air conditioning system communicates with the air ducts within the first upper beam and / or the second upper beam.

[0048] In this way, the frame includes multiple beam-shaped structures, and the beam-shaped structures are hollow, so that cavities can be formed inside the beam-shaped structures. Air ducts can be set in the cavities inside the beam-shaped structures, so that the air ducts can use the length extension direction of the beam-shaped structures as the extension direction of the air ducts. This allows the air ducts to guide the airflow along the length extension direction of the beam-shaped structures. It not only realizes that the cavities can be used as air ducts, but also makes full use of the structural features of the beam-shaped structures to guide the flow of air.

[0049] In one possible implementation, the air conditioning system includes a duct assembly and an air conditioning unit, one end of the duct assembly being connected to the air conditioning unit, and the other end of the duct assembly being connected to the air duct of the first upper beam and / or the second upper beam.

[0050] In this way, the air conditioning system includes a duct assembly and an air conditioning unit. One end of the duct assembly is connected to the air conditioning unit, and the other end is connected to the air duct. This allows the duct assembly to be used entirely to deliver airflow to the passenger compartment. The duct assembly only serves as a connection between the cavity and the air conditioning unit, which shortens the length of the duct assembly and avoids the duct assembly occupying too much space in the vehicle, thus reducing the space occupied by the air conditioning system.

[0051] In one possible implementation, the pipe assembly includes a first pipe;

[0052] One end of the first pipe is connected to the air conditioner body, and the other end of the first pipe is connected to the air duct in the first upper beam or the second upper beam.

[0053] In this way, the duct assembly, by including the first duct, enables the air conditioning system to communicate with the air duct in the first or second upper beam, so that the air conditioning system can deliver airflow to the passenger compartment through the air duct in the first or second upper beam.

[0054] In one possible implementation, the pipe assembly further includes a second pipe;

[0055] One end of the first pipe is connected to the air conditioner body, and the other end of the first pipe is connected to the air duct in the first upper beam;

[0056] One end of the second pipe is connected to the first pipe, and the other end of the second pipe is connected to the air duct inside the second upper beam.

[0057] In this way, the duct assembly, by including the second duct, enables the airflow of the air conditioning unit to be delivered to the first and second upper beams through the first and second ducts, thereby enabling both the first and second upper beams to deliver airflow into the passenger compartment and improving the airflow regulation effect in the passenger compartment.

[0058] In one possible implementation, the vehicle body includes a trunk rack that encloses a first receiving cavity;

[0059] The vehicle includes a trunk trim panel;

[0060] The trunk trim panel is laid inside the first accommodating cavity, and the air conditioner unit is located between the trunk trim panel and the inner wall of the first accommodating cavity.

[0061] In this way, by placing the air conditioning unit in the first receiving cavity, it is possible to avoid the air conditioning unit occupying the headroom of the vehicle, or to avoid the air conditioning unit occupying the space near the dashboard. Furthermore, by placing the air conditioning unit in the first receiving cavity of the trunk rack, the air conditioning unit can be placed closer to the passenger compartment in the length direction of the vehicle, shortening the length of the duct assembly. It can also shorten the airflow distance and time from the air conditioning unit to the passenger compartment, improving the airflow delivery efficiency, and thus improving the air conditioning system's effect on regulating the airflow in the passenger compartment.

[0062] In one possible implementation, the air conditioning unit is located on one side of the trunk rack along the width direction of the vehicle.

[0063] In this way, by placing the air conditioning unit on one side of the trunk rack along the width of the vehicle, the air conditioning unit can avoid occupying a large space in the first receiving cavity.

[0064] In one possible implementation, the vehicle body further includes a support frame connected to the trunk rack, the support frame facing the top of the vehicle relative to the trunk rack, and the second conduit connected to the support frame.

[0065] In this way, by setting up a support frame, not only can a storage area for items be set up in the area of ​​the passenger compartment near the rear of the vehicle, but the second pipe in the pipe assembly can also be fixed to the support frame to prevent the second pipe from shaking inside the vehicle and improve the connection stability of the second pipe.

[0066] In one possible implementation, the vehicle also includes interior trim panels and airbags;

[0067] The interior trim panel is disposed on the side of the frame facing the passenger compartment, and a second receiving cavity is provided between the interior trim panel and the frame, and the airbag is disposed in the second receiving cavity.

[0068] In this way, by setting the interior panel on the side of the frame facing the passenger compartment and forming a second receiving cavity between the frame and the interior panel, the air duct located in the cavity of the frame and the second receiving cavity are separated by the wall thickness of the cavity. This avoids the air duct formed by the solid pipe occupying the space in the second receiving cavity, thus improving the space utilization of the second receiving cavity and preventing the air duct from encroaching on the installation space of the airbag. Attached Figure Description

[0069] Figure 1 is a cross-sectional schematic diagram of the piping structure of an air conditioning system in the prior art in the upper beam;

[0070] Figure 2 is a partial structural diagram of a vehicle body provided in an embodiment of this application;

[0071] Figure 3 is a partial cross-sectional view of the local structure at point M in Figure 2;

[0072] Figure 4 is a schematic diagram of a cross-section at point AA in Figure 2;

[0073] Figure 5 is a schematic diagram of another cross-section at point AA in Figure 2.

[0074] Explanation of reference numerals in the attached drawings: 10-Body body; 20-Air conditioning system; 30-Upper side beam; 40-Interior panel; 50-Partition space; 60-Airbag; 70-Wiring harness; 80-Pipe structure; 21-Pipe assembly; 21a-First pipe; 21b-Second pipe; 22-Air conditioning unit; 100-Frame; 110-Cavity; 120-Air duct; 130-Air outlet; 140-Passenger compartment; 150-First stiffener; 160-Second stiffener; 170-Trunk rack; 111-Cavity section; 171-First receiving cavity; 200-Beam structure; 210-First upper side beam; 220-Second upper side beam; 300-First absorbent layer; 400-Second absorbent layer; 500-Skin; 510-Cavity; 600-Sealing structure; 700-Bearing frame; 800 - Interior trim panel; 810 - Second receiving cavity; 900 - Airbag. Detailed Implementation

[0075] As described in the background section, existing air conditioning systems for passenger compartments occupy a large amount of space, affecting the arrangement of other components in the vehicle.

[0076] The reason for this problem is that existing vehicles, in order to improve the riding experience, use two air conditioning systems. For example, a vehicle may include a first air conditioning system and a second air conditioning system. The first air conditioning system can be located in the head area of ​​the vehicle to regulate the air in the driver's cabin. The second air conditioning system can be located near the rear passenger compartment to regulate the air in the passenger compartment.

[0077] Referring to Figure 1, the second air conditioning system generally includes an air conditioning unit and a physical duct structure. The air conditioning unit delivers airflow to the passenger compartment through this duct structure. This physical duct is typically located in the space between the upper beam of the vehicle body and the interior trim panels. Other components such as airbags, curtain airbags, wiring harnesses, and lighting fixtures are also housed within this space. Furthermore, as vehicles become increasingly intelligent and feature-rich, even more components will be placed within this space. Due to limitations imposed by vehicle size (e.g., small cars) and passenger compartment space, this space is relatively limited. For example, compared to mid-to-large MPVs, small cars have significantly less space in this area. When the physical duct is placed within this space, it encroaches on the layout space for airbags, wiring harnesses, and other components, making it impossible to install other components within this space. This results in a large space requirement for the air conditioning system, impacting the arrangement of other components in the vehicle.

[0078] Referring to Figure 1, the second air conditioning system generally includes an air conditioning unit and a physical duct structure 80. The air conditioning unit delivers airflow to the passenger compartment through the physical duct structure. This physical duct is generally located in the space 50 between the upper beam 30 of the vehicle body and the interior trim panel 40. Other components such as airbags 60, curtain airbags, wiring harnesses 70, and lighting facilities are also arranged within this space. Furthermore, as vehicles become increasingly intelligent and feature-rich, even more components will be placed within this space 50. Due to limitations imposed by vehicle size (e.g., small cars) and passenger compartment space, this space 50 is relatively limited. For example, compared to mid-to-large MPVs, small cars have relatively less space in this area. When the physical duct is placed within this space 50, it encroaches on the layout space of components such as airbags 60 and wiring harnesses 70, making it impossible to install other components in this space 50. This results in a large space occupation by the air conditioning system, affecting the arrangement of other components in the vehicle.

[0079] To address the aforementioned technical problems, this application provides a vehicle body with a frame having a cavity. At least a portion of the cavity forms an air duct connected to an air conditioning system. An air outlet connected to the air duct is provided on the frame so that the airflow provided by the air conditioning system is delivered through the air duct formed by the cavity to the air outlet on the frame, and further flows from the air outlet into the passenger compartment. This enables the air in the passenger compartment to be regulated, improving the passenger compartment's riding experience and enhancing the overall vehicle's riding experience.

[0080] In addition, by utilizing the cavities inherent in the body frame itself as air ducts, the advantages of the body structure can be fully utilized to enrich the functions of the body's structural components, such as the functions of the frame.

[0081] Furthermore, since the cavity inherent in the frame structure is used as the air duct, instead of using additional physical pipes, it avoids occupying a large space due to the installation of physical pipes, thus avoiding a large space occupation by the air conditioning system. In turn, it avoids affecting the arrangement of other components in the vehicle due to the space occupied by physical pipes, thereby improving the space utilization of the vehicle.

[0082] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, 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 merely some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0083] Referring to Figures 2, 3, and 4, this embodiment of the application provides a vehicle body 10. The vehicle body 10 may include a frame 100, which can be a skeleton structure for assembling a vehicle. The frame 100 may be formed by welding together multiple beam-type structures 200 and stamped plates. For example, the frame 100 of the vehicle body 10 may include A-pillars, B-pillars, and C-pillars, upper side beams, upper crossbeams, door frames, rear floor, front floor, and a rear trunk rack 170, etc. The structure of the frame 100 itself may contain cavities 110 to reduce the weight of the vehicle body 10 while ensuring its strength and impact resistance, thus achieving lightweighting.

[0084] The frame 100 may have a cavity 110, at least a portion of which forms an air duct 120. An air outlet 130 communicating with the air duct 120 is provided on the frame 100, and the air outlet 130 is directed toward the passenger compartment 140.

[0085] In some embodiments, the vehicle body 10 may have a cabin, which may be divided into a driver's cabin in the front driving area and an occupant cabin 140 that is closer to the rear of the vehicle body 10 than the driver's cabin in the direction of extension of the length of the vehicle body 10 (Y direction in Figure 2).

[0086] In some embodiments, the air outlet 130 can be formed on the side wall of the frame 100, and the air outlet 130 can be arranged corresponding to the passenger compartment 140 to facilitate the direct delivery of airflow into the passenger compartment 140. There can be multiple air outlets 130, and each air outlet 130 can be connected to the air duct 120, which can increase the airflow rate and thus enhance the air conditioning effect of the passenger compartment 140.

[0087] The area on frame 100 corresponding to air duct 120 is used to connect with air conditioning system 20. Air duct 120 and air outlet 130 are used to guide the airflow generated by air conditioning system 20 to passenger compartment 140.

[0088] In some embodiments, the passenger compartment 140 and the air conditioning system 20 can exchange air through the air duct 120 and the air outlet 130. For example, the airflow generated by the air conditioning system 20 can be delivered into the air duct 120 and further delivered into the passenger compartment 140 through the air outlet 130. The air in the passenger compartment 140 can also flow into the air duct 120 through the air outlet 130 and be further delivered to the air conditioning system 20.

[0089] In some embodiments, an air inlet communicating with the air duct 120 may be provided in the area of ​​the frame 100 corresponding to the air duct 120, and the air conditioning system 20 may be connected to the air inlet to deliver airflow into the air duct 120 through the air inlet.

[0090] This application provides a vehicle body 10, the frame 100 of the vehicle body 10 having a cavity 110, at least a portion of the cavity 110 forming an air duct 120 communicating with an air conditioning system 20, and an air outlet 130 communicating with the air duct 120 being opened on the frame 100, so that the airflow provided by the air conditioning system 20 is delivered through the air duct 120 formed by the cavity 110 to the air outlet 130 on the frame 100, and further flows from the air outlet 130 into the passenger compartment 140, thereby enabling the air in the passenger compartment 140 to be regulated, improving the riding experience of the passenger compartment 140, and improving the overall riding experience of the vehicle.

[0091] In addition, by utilizing the cavity 110 inherent in the frame 100 of the body 10 as the air duct 120, the advantages of the body 10 structure can be fully utilized to enrich the functions of the structural components of the body 10, such as enriching the functions of the frame 100.

[0092] Furthermore, since the cavity 110 inherent in the frame 100 is used as the air duct 120, instead of using an additional physical pipe as the air duct 120, it is possible to avoid occupying a large space due to the setting of physical pipes, thus avoiding a large space occupation of the air conditioning system 20, and further avoiding the impact of physical pipes occupying space on the arrangement of other components in the vehicle, thereby improving the space utilization of the vehicle.

[0093] Referring to Figures 2 and 3, in some embodiments, the frame 100 may include a plurality of beam-shaped structures 200, each beam-shaped structure 200 having a cavity 110, and the cavity 110 within the beam-shaped structure 200 can form an air duct 120, with an air outlet 130 opened on the beam wall of the beam-shaped structure 200.

[0094] In this way, the frame 100 can include multiple beam-shaped structures 200, and the beam-shaped structures 200 are hollow, so that cavities 110 are formed inside the beam-shaped structures 200, and air ducts 120 are set in the cavities 110 inside the beam-shaped structures 200. This allows the air ducts 120 to use the length extension direction of the beam-shaped structures 200 as the extension direction of the air ducts 120, thereby allowing the air ducts 120 to guide the airflow along the length direction of the beam-shaped structures 200. This not only realizes that the cavity 110 can be used as the air duct 120, but also makes full use of the structural features of the beam-shaped structures 200 to facilitate the flow of airflow.

[0095] Referring to Figures 2 and 3, in some embodiments, the multiple beam structures 200 may include a first upper beam 210 and a second upper beam 220. The first upper beam 210 and the second upper beam 220 can be located on the top of the vehicle body 10. The first upper beam 210 and the second upper beam 220 can be arranged at intervals along the width direction of the vehicle body 10 (as shown by the X direction in Figure 2). The first upper beam 210 and the second upper beam 220 can be located on both sides of the width direction of the vehicle body 10, and both the first upper beam 210 and the second upper beam 220 extend along the length direction of the vehicle body 10. The first upper beam 210 and the second upper beam 220 can improve the strength of the vehicle body 10 and ensure the integrity of the vehicle body 10.

[0096] Both the first upper beam 210 and the second upper beam 220 have cavities 110. The cavities 110 corresponding to the first upper beam 210 and / or the second upper beam 220 constitute an air duct 120. For example, the cavity 110 in the first upper beam 210 or the cavity 110 in the second upper beam 220 constitutes an air duct 120. Alternatively, both the cavities 110 in the first upper beam 210 and the second upper beam 220 can constitute an air duct 120.

[0097] Thus, the beam structure 200 may include a first upper beam 210 and a second upper beam 220 arranged along the width direction of the vehicle body 10. The first upper beam 210 and the second upper beam 220 extend along the length direction of the vehicle body 10, and the cavity 110 within the first upper beam 210 and the second upper beam 220 serves as an air duct 120. When airflow is delivered to the passenger compartment 140 by the first upper beam 210 and / or the second upper beam 220, the airflow can flow from the top to the bottom of the passenger compartment 140 from top to bottom, thereby facilitating the diffusion of airflow within the passenger compartment 140. If the air duct 120 delivers airflow used to regulate the temperature within the passenger compartment 140, the delivered airflow can fully exchange heat with the air within the passenger compartment 140, improving the temperature regulation effect.

[0098] By making the cavities 110 in the first upper beam 210 and the cavities 110 in the second upper beam 220 both form air ducts 120, the number of air ducts 120 can be increased, and the air intake in the passenger compartment 140 can be increased, thereby improving the air conditioning capability in the passenger compartment 140.

[0099] In some embodiments, the air duct 120 may be located on the side of the cavity 110 near the rear of the vehicle body 10.

[0100] In this way, the air duct 120 is located on the side of the cavity 110 near the rear of the vehicle body 10, which allows the air duct 120 to be closer to the passenger compartment 140, making it easier to shorten the length of the air duct 120, thereby shortening the flow distance of the airflow in the air duct 120 and improving the efficiency of airflow delivery to the passenger compartment 140.

[0101] Referring to Figures 3 and 4, in some embodiments, the frame 100 may include a first stiffener 150 and a second stiffener 160, which can be connected by welding. The first stiffener 150 and the second stiffener 160 form a cavity 110, and the first stiffener 150 and / or the second stiffener 160 are provided with an air outlet 130.

[0102] In this way, by using the first stiffener 150 and the second stiffener 160 to form an internally hollow structure, the frame 100 can reduce the weight of the vehicle body 10 while improving the structural strength of the frame 100. Furthermore, by setting the first stiffener 150 and the second stiffener 160, a cavity 110 for forming the air duct 120 can be formed, so that the air duct 120 can be set in the cavity 110 formed by the first stiffener 150 and the second stiffener 160.

[0103] In some embodiments, if the frame 100 includes a first upper beam 210 and / or a second upper beam 220, and both the first stiffener 150 and the second stiffener 160 can be two in number, then the first upper beam 210 can be formed by welding one of the first stiffener 150 and one of the second stiffener 160, and the second upper beam 220 can also be formed by welding the other of the first stiffener 150 and the other of the second stiffener 160.

[0104] In some examples, both the first stiffener 150 and the second stiffener 160 can be stamped plates, for example, both the first stiffener 150 and the second stiffener 160 can be stamped steel plates. The air outlet 130 can be formed on the first stiffener 150 and / or the second stiffener 160.

[0105] In some embodiments, the first stiffener 150 can be an inner plate, and the second stiffener 160 can be connected to the first stiffener 150 as a reinforcing plate. The second stiffener 160 can be used to supplement and strengthen the structural strength at the corresponding location of the first stiffener 150, so as to improve the structural strength of the overall frame 100.

[0106] Referring to Figures 3 and 4, in some embodiments, the first stiffener 150 faces the passenger compartment 140 relative to the second stiffener 160, and the first stiffener 150 is provided with an air outlet 130. Compared with the second stiffener 160, since the first stiffener 150 faces the passenger compartment 140, it is easier for airflow to be delivered to the passenger compartment 140 through the air outlet 130.

[0107] In this way, by setting the first stiffener 150 on the side facing the passenger compartment 140 and opening the air outlet 130 on the first stiffener 150, compared with opening the air outlet 130 on the second stiffener 160, it is easier for the airflow to be delivered to the passenger compartment 140 more directly, thereby improving the airflow delivery efficiency.

[0108] Referring to Figures 3 and 5, in some embodiments, the vehicle body 10 may further include a first water-absorbing layer 300 disposed on the surface of the first stiffener 150 facing the outside of the air duct 120.

[0109] In this way, the vehicle body 10 may include a first water-absorbing layer 300, which is disposed on the surface of the first stiffener 150 facing the outside of the air duct 120. This allows the first water-absorbing layer 300 to absorb the liquid formed by condensation on the first stiffener 150 when the air duct 120 is used to transport cold air, keeping the outer surface of the first stiffener 150 dry at all times. This prevents the outer surface of the first stiffener 150 from being damaged by water erosion, improves the durability of the first stiffener 150, and prevents the area on the vehicle body 10 corresponding to the first stiffener 150 from getting damp or moldy.

[0110] In some embodiments, the first absorbent layer 300 can be a finished layered structure that can be directly applied to the surface of the first stiffener 150 facing the outside of the air duct 120. Alternatively, the first absorbent layer 300 can be coated onto the surface of the first stiffener 150, and the coating is dried and formed to create the first absorbent layer 300. The first absorbent layer 300 can be absorbent cotton, absorbent resin, etc.

[0111] Referring to Figures 3 and 5, in some embodiments, the vehicle body 10 may further include a second water-absorbing layer 400 disposed on the surface of the second stiffener 160 facing the outside of the air duct 120.

[0112] In this way, the vehicle body 10 may include a second water-absorbing layer 400, which is disposed on the surface of the second stiffener 160 facing the outside of the air duct 120. This allows the second water-absorbing layer 400 to absorb liquid formed by condensation on the second stiffener 160 when the air duct 120 is used to transport cold air, keeping the outer surface of the second stiffener 160 dry at all times. This prevents the outer surface of the second stiffener 160 from being damaged by water erosion, improves the durability of the second stiffener 160, and prevents the area on the vehicle body 10 corresponding to the second stiffener 160 from getting damp or moldy.

[0113] In some embodiments, the second absorbent layer 400 may be disposed on the second stiffener 160 in the same manner as the first absorbent layer 300 may be disposed on the first stiffener 150. The material of the second absorbent layer 400 may be the same as that of the first absorbent layer 300, or the second absorbent layer 400 and the first absorbent layer 300 may be made of different materials.

[0114] Referring to Figures 3 and 5, in some embodiments, the second absorbent layer 400 is an insulation layer used to prevent heat exchange between the interior of the air duct 120 and the exterior of the vehicle body 10. For example, the second absorbent layer 400 can be an absorbent surface, foam material, felt fiber, or absorbent resin.

[0115] In this way, since the second stiffener 160 is closer to the outside of the vehicle body than the first stiffener 150, by setting the second water-absorbing layer 400 as a heat insulation layer, in addition to the function of absorbing liquid, the second water-absorbing layer 400 can also block the second stiffener 160 from exchanging heat with the external environment, thereby reducing the influence of the external environment on the temperature of the airflow in the air duct 120 and ensuring the temperature regulation effect of the air conditioning system 20.

[0116] Referring to Figures 3 and 5, in some embodiments, the vehicle body 10 may further include a skin 500 disposed on the side of the second stiffener 160 facing away from the passenger compartment 140. The skin 500 requires electrophoretic coating, therefore a cavity 510 is formed between the skin 500 and the second stiffener 160. The second absorbent layer 400 is a foaming material, which fills the area within the cavity 510 corresponding to the air duct 120.

[0117] Thus, by providing a cavity 510 between the skin 500 and the second stiffener 160, and by creating a gap between the second stiffener 160 and the skin 500, it is easier to subsequently perform electrophoretic coating on the skin 500 of the vehicle body 10. Furthermore, by using a foaming material for the second absorbent layer 400, which fills the cavity 510 in the form of foam, the operation is more convenient compared to attaching the second absorbent layer 400 to the outer surface of the second stiffener 160. Moreover, since the second absorbent layer 400 is completely filled into the cavity 510, the heat insulation and water absorption effects of the second absorbent layer 400 can be further improved.

[0118] In some embodiments, the installation of the first absorbent layer 300 and the second absorbent layer 400 can be carried out after the electrophoretic coating of the skin 500, so as to avoid the foaming material affecting the electrophoretic coating process of the skin 500.

[0119] Referring to Figures 2 and 3, Figure 3 is a partial structural schematic diagram of point M in Figure 2, with a portion of the first stiffener at point M cut open to reveal the air duct 120, sealing structure 600, and cavity section 111 within the cavity 110. In some embodiments, the vehicle body 10 may further include a sealing structure 600, and the cavity 110 may further include a cavity section 111 communicating with the air duct 120. The sealing structure 600 is disposed within the cavity 110 and between the air duct 120 and the cavity section 111, and is used to prevent airflow between the air duct 120 and the cavity section 111.

[0120] In some embodiments, there may be multiple cavity segments 111, and the air duct 120 may be connected to multiple cavity segments 111. Therefore, there may also be multiple sealing structures 600. Each sealing structure 600 is provided in the connection between the air duct 120 and the cavity segments 111 to ensure that airflow cannot pass between the air duct 120 and each cavity segment 111.

[0121] In this way, by setting a sealing structure 600 between the air duct 120 and the cavity section 111, the airflow between the air duct 120 and the air conditioning section can be blocked, thereby preventing the airflow delivered by the air conditioning system 20 to the air duct 120 from flowing into the cavity section 111, ensuring that the airflow in the air duct 120 can be completely delivered to the passenger compartment 140 through the air outlet 130, and ensuring the air duct 120's air delivery effect.

[0122] In some embodiments, the sealing structure 600 can be a sealant, which is filled into the cavity 110. After the sealant is filled and cured, it can block the air duct 120 from the cavity section 111, preventing the flow of gas between the air duct 120 and the cavity section 111. The sealant can be a foaming material.

[0123] In other embodiments, the sealing structure 600 may also be a structural member with a fixed shape. For example, the sealing structure 600 may be a sealing plug disposed within the cavity 110 and located between the air duct 120 and the cavity section 111. The sealing plug can block the airflow between the air duct 120 and the cavity section 111. In some examples, the sealing plug may be a rubber plug.

[0124] Alternatively, the sealing structure 600 can be a baffle, which is set inside the cavity 110 and between the air duct 120 and the cavity section 111. The joint between the outer edge of the baffle and the inner wall of the cavity 110 can be sealed with sealant, thereby blocking the airflow between the air duct 120 and the cavity section 111 through the combination of the baffle and the sealant.

[0125] Referring to Figure 2, in some embodiments, the frame 100 may further include a trunk rack 170 located near the rear of the vehicle body 10. The trunk rack 170 forms a first receiving cavity 171 for accommodating the air conditioning system 20. The first receiving cavity 171 can be used as a support frame for the vehicle's trunk.

[0126] If the frame 100 includes a first upper beam 210 and a second upper beam 220, then both the first upper beam 210 and the second upper beam 220 can be connected to the trunk rack 170.

[0127] Thus, by setting up the trunk rack 170 and forming the first receiving cavity 171, the first receiving cavity 171 can be used to form the space of the vehicle's trunk, thereby improving the vehicle's load-bearing capacity. By placing the air conditioning system 20 within the first receiving cavity 171, the air conditioning system 20 can be placed closer to the passenger compartment 140 in the length direction of the vehicle body 10, shortening the distance that the air conditioning system 20 needs to deliver airflow into the air duct 120, thereby improving the efficiency of delivering airflow into the passenger compartment 140.

[0128] Furthermore, by placing the air conditioning system 20 in the first receiving cavity 171, the air conditioning system 20 can avoid occupying the space of the front control panel area of ​​the vehicle body 10, thereby improving the space utilization rate of the front of the vehicle body 10.

[0129] Referring to Figures 2 and 3, this application embodiment also provides a vehicle, which may include an air conditioning system 20 and the aforementioned body 10. The air conditioning system 20 is disposed on the frame 100 of the body 10, and the air conditioning system 20 is connected to the air duct 120 formed by the cavity 110 of the frame 100. The air conditioning system 20 is used to deliver airflow to the passenger compartment 140 through the air duct 120 and the air outlet 130.

[0130] In some embodiments, the vehicle may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0131] By using the aforementioned body 10, the vehicle provided in this application can avoid the air duct 120 of the air conditioning system 20 occupying too much space inside the vehicle, thereby reducing the space occupancy rate of the air conditioning system 20. By setting the air duct 120 corresponding to the passenger compartment 140, the airflow regulation effect of the passenger compartment 140 can also be improved, thus enhancing the vehicle's passenger experience.

[0132] Referring to Figures 2, 3 and 4, in some embodiments, the vehicle may further include an interior panel 800 and an airbag 900. The interior panel 800 is disposed on the side of the frame 100 facing the passenger compartment 140, and a second receiving cavity 810 is provided between the interior panel 800 and the frame 100. The airbag 900 is disposed in the second receiving cavity 810.

[0133] In this way, by setting the interior panel 800 on the side of the frame 100 facing the passenger compartment 140, and forming a second receiving cavity 810 between the frame 100 and the interior panel 800, the air duct 120 located in the cavity 110 of the frame 100 and the second receiving cavity 810 are separated by the wall thickness of the cavity 110. This avoids the air duct 120 formed by the solid pipe occupying the space in the second receiving cavity 810, thus improving the space utilization of the second receiving cavity 810 and preventing the air duct 120 from encroaching on the installation space of the airbag 900.

[0134] Referring to Figure 2, in some embodiments, the frame 100 may include a plurality of beam-shaped structures 200. The plurality of beam-shaped structures 200 may include a first upper beam 210 and a second upper beam 220 arranged along the width direction of the vehicle body 10. The first upper beam 210 and the second upper beam 220 have cavities 110. The cavities 110 corresponding to the first upper beam 210 and / or the second upper beam 220 constitute air ducts 120. The air conditioning system 20 is connected to the air ducts 120 in the first upper beam 210 and / or the second upper beam 220.

[0135] In this way, the frame 100 can include multiple beam-shaped structures 200, and the beam-shaped structures 200 can be set as hollow structures, so that cavities 110 can be formed inside the beam-shaped structures 200, and air ducts 120 can be set in the cavities 110 inside the beam-shaped structures 200. This allows the air ducts 120 to use the length extension direction of the beam-shaped structures 200 as the extension direction of the air ducts 120, thereby allowing the air ducts 120 to guide the airflow along the length extension direction of the beam-shaped structures 200. This not only realizes that the cavity 110 can be used as the air duct 120, but also makes full use of the structural features of the beam-shaped structures 200 to facilitate the flow of airflow.

[0136] Referring to Figure 2, in some embodiments, the air conditioning system 20 may include a duct assembly 21 and an air conditioning unit 22. One end of the duct assembly 21 is connected to the air conditioning unit 22, and the other end of the duct assembly 21 is connected to the air duct 120 of the first upper beam 210 and / or the second upper beam 220. An air inlet is provided on the first upper beam 210 and / or the second upper beam 220 at a position corresponding to the air duct 120, and the duct assembly 21 can be connected to the air inlet.

[0137] Furthermore, in order to prevent airflow from leaking at the connection between the air inlet and the duct assembly 21, a sealant can be used to seal the connection between the duct assembly 21 and the air inlet, thereby ensuring the airtightness of the air conditioning unit 22 when delivering airflow to the air duct 120.

[0138] In this way, the air conditioning system 20 can include a duct assembly 21 and an air conditioning unit 22. One end of the duct assembly 21 is connected to the air conditioning unit 22, and the other end is connected to the air duct 120. This allows the duct assembly 21 to be used entirely to deliver airflow to the passenger compartment 140. The duct assembly 21 only serves as a connection between the cavity 110 and the air conditioning unit 22, thereby shortening the length of the duct assembly 21, avoiding excessive space occupation by the duct assembly 21, and reducing the space occupied by the air conditioning system 20.

[0139] Referring to Figure 2, in some embodiments, if the air conditioning unit 22 is connected to the air duct 120 in the first upper beam 210 or the second upper beam 220, the pipe assembly 21 may include a first pipe 21a, one end of which is connected to the air conditioning unit 22, and the other end of which is connected to the air duct 120 in the first upper beam 210 or the second upper beam 220.

[0140] Thus, the duct assembly 21 may include a first duct 21a, thereby enabling the air conditioning system 20 to communicate with the air duct 120 in the first upper beam 210 or the second upper beam 220, so that the air conditioning system 20 can deliver airflow to the passenger compartment 140 through the air duct 120 in the first upper beam 210 or the second upper beam 220.

[0141] Referring to Figures 2 and 3, in some embodiments, the duct assembly 21 may further include a second duct 21b. One end of the first duct 21a is connected to the air conditioning unit 22, and the other end of the first duct 21a is connected to the air duct 120 within the first upper beam 210. One end of the second duct 21b is connected to the first duct 21a, and the other end of the second duct 21b is connected to the air duct 120 within the second upper beam 220.

[0142] In this way, the duct assembly 21 may include a second duct 21b, thereby enabling the airflow of the air conditioning unit 22 to be delivered to the first upper beam 210 and the second upper beam 220 through the first duct 21a and the second duct 21b, so that both the first upper beam 210 and the second upper beam 220 can deliver airflow into the passenger compartment 140, thereby improving the airflow regulation effect in the passenger compartment 140.

[0143] In some embodiments, if the vehicle includes an interior panel 800 and the frame 100 includes a first upper beam 210, the interior panel 800 can be disposed on the first upper beam 210 toward the passenger compartment 140, and there is a gap between the interior panel 800 and the first upper beam 210, within which automotive components such as airbags 900 and wiring harnesses can be disposed.

[0144] Based on the above embodiments, the duct assembly 21 may further include a third duct. The third duct is located within the gap between the first upper side beam 210 and the interior panel 800. The interior panel 800 may have an opening facing the passenger compartment 140. The first end of the third duct is connected to the air outlet 130 on the first upper side beam 210, and the other end of the third duct is connected to the opening. The third duct can directly guide the airflow in the air duct 120 into the passenger compartment 140, preventing the airflow from flowing into the gap between the first upper side beam 210 and the interior panel 800.

[0145] Referring to Figure 2, in some embodiments, the vehicle body 10 may include a trunk rack 170, which encloses a first receiving cavity 171. The vehicle may include a trunk trim panel, which is laid within the first receiving cavity 171. The air conditioning unit 22 is located between the trunk trim panel and the inner wall of the first receiving cavity 171. By placing the air conditioning unit 22 between the trunk trim panel and the trunk rack 170, the trunk trim panel can shield the air conditioning unit 22, improving the flatness and aesthetics of the trunk area. It also prevents the air conditioning unit 22 from directly colliding with items placed in the trunk, thus protecting the air conditioning unit 22.

[0146] Furthermore, by placing the air conditioning unit 22 within the first receiving cavity 171, the air conditioning unit 22 can avoid occupying the headroom of the vehicle, or the space near the dashboard of the vehicle. Moreover, by placing the air conditioning unit 22 within the first receiving cavity 171 of the trunk rack 170, the air conditioning unit 22 can be placed closer to the passenger compartment 140 in the length direction of the vehicle, shortening the length of the duct assembly 21. It can also shorten the airflow distance and time from the air conditioning unit 22 to the passenger compartment 140, improve the airflow delivery efficiency, and thus improve the air conditioning system 20's effect on regulating the airflow in the passenger compartment 140.

[0147] Referring to Figure 2, in some embodiments, the air conditioning unit 22 is disposed on one side of the trunk rack 170 along the width direction of the vehicle. In this way, by disposing of the air conditioning unit 22 on one side of the trunk rack 170 along the width direction of the vehicle, it is possible to avoid the air conditioning unit 22 occupying a large space within the first receiving cavity 171.

[0148] Referring to Figure 2, in some embodiments, the vehicle body 10 may further include a support frame 700 connected to a trunk rack 170, the support frame 700 facing the top of the vehicle relative to the trunk rack 170, and a second conduit 21b connected to the support frame 700.

[0149] In this way, by setting up the support frame 700, not only can a storage area for items be set up in the area of ​​the passenger compartment 140 near the rear of the vehicle, but the second pipe 21b in the pipe assembly 21 can also be fixed to the support frame 700 to prevent the second pipe 21b from shaking inside the vehicle and improve the connection stability of the second pipe 21b.

[0150] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0151] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.

[0152] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0153] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0154] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle body (10), characterized in that, include: A frame (100) has a cavity (110), at least a portion of which forms an air duct (120), and an air outlet (130) communicating with the air duct (120) is provided on the frame (100), the air outlet (130) being directed toward the passenger compartment (140). The area on the frame (100) corresponding to the air duct (120) is used to communicate with the air conditioning system (20), and the air duct (120) and the air outlet (130) are used to guide the airflow generated by the air conditioning system (20) to the passenger compartment (140).

2. The vehicle body (10) according to claim 1, characterized in that, The frame (100) includes a plurality of beam-shaped structures (200), each beam-shaped structure (200) having a cavity (110), and the cavity (110) within the beam-shaped structure (200) forming the air duct (120); The air outlet (130) is located on the beam wall of the beam structure (200).

3. The vehicle body (10) according to claim 2, characterized in that, The beam-type structure (200) includes a first upper beam (210) and a second upper beam (220); The first upper side beam (210) and the second upper side beam (220) are arranged along the width direction of the vehicle body (10), and both the first upper side beam (210) and the second upper side beam (220) extend along the length direction of the vehicle body (10). The cavity (110) corresponding to the first upper beam (210) and / or the second upper beam (220) constitutes the air duct (120); The air duct (120) is located on the side of the cavity (110) near the rear of the vehicle body (10).

4. The vehicle body (10) according to claim 1, characterized in that, The frame (100) includes a first stiffener (150) and a second stiffener (160); The first stiffener (150) and the second stiffener (160) form the cavity (110), and the first stiffener (150) and / or the second stiffener (160) are provided with the air outlet (130).

5. The vehicle body (10) according to claim 4, characterized in that, The first stiffener (150) faces the passenger compartment (140) relative to the second stiffener (160), and the first stiffener (150) has the air outlet (130).

6. The vehicle body (10) according to claim 5, characterized in that, The vehicle body (10) also includes a first water-absorbing layer (300), which is disposed on the surface of the first stiffener (150) facing the outside of the air duct (120).

7. The vehicle body (10) according to claim 5, characterized in that, The vehicle body (10) also includes a second water-absorbing layer (400), which is disposed on the surface of the second stiffener (160) facing the outside of the air duct (120).

8. The vehicle body (10) according to claim 7, characterized in that, The second absorbent layer (400) is a heat insulation layer, which is used to prevent heat exchange between the inside of the air duct (120) and the outside of the vehicle body (10).

9. The vehicle body (10) according to claim 8, characterized in that, The vehicle body (10) also includes a skin (500), which is disposed on the side of the second stiffener (160) facing away from the passenger compartment (140), and a cavity (510) is provided between the skin (500) and the second stiffener (160). The second absorbent layer (400) is a foaming material, which fills the area inside the cavity (510) corresponding to the air duct (120).

10. The vehicle body (10) according to any one of claims 1-9, characterized in that, It also includes a sealing structure (600); The cavity (110) further includes a cavity section (111) communicating with the air duct (120). The sealing structure (600) is disposed in the cavity (110) and between the air duct (120) and the cavity section (111). The sealing structure (600) is used to prevent airflow from flowing between the air duct (120) and the cavity section (111).

11. The vehicle body (10) according to any one of claims 1-9, characterized in that, The frame (100) also includes a trunk rack (170); The trunk rack (170) is located near the rear of the vehicle body (10); The trunk rack (170) forms a first receiving cavity (171) for accommodating the air conditioning system (20).

12. A vehicle, characterized in that, Includes an air conditioning system (20) and a vehicle body (10) as claimed in any one of claims 1-11; The air conditioning system (20) is disposed on the frame (100) of the vehicle body (10) and the air conditioning system (20) is connected to the air duct (120) of the frame (100). The air conditioning system (20) is used to deliver airflow to the passenger compartment (140) through the air duct (120) and the air outlet (130).

13. The vehicle according to claim 12, characterized in that, The frame (100) includes multiple beam structures (200), each beam structure (200) including a first upper beam (210) and a second upper beam (220) arranged along the width direction of the vehicle body (10). The first upper beam (210) and the second upper beam (220) have cavities (110). The cavities (110) corresponding to the first upper beam (210) and / or the second upper beam (220) constitute the air duct (120). The air conditioning system (20) is connected to the air duct (120) in the first upper beam (210) and / or the second upper beam (220).

14. The vehicle according to claim 13, characterized in that, The air conditioning system (20) includes a pipe assembly (21) and an air conditioning body (22). One end of the pipe assembly (21) is connected to the air conditioning body (22), and the other end of the pipe assembly (21) is connected to the air duct (120) of the first upper beam (210) and / or the second upper beam (220).

15. The vehicle according to claim 14, characterized in that, The pipe assembly (21) includes a first pipe (21a); One end of the first pipe (21a) is connected to the air conditioning unit (22), and the other end of the first pipe (21a) is connected to the air duct (120) in the first upper beam (210) or the second upper beam (220).

16. The vehicle according to claim 15, characterized in that, The pipe assembly (21) also includes a second pipe (21b); One end of the first pipe (21a) is connected to the air conditioning unit (22), and the other end of the first pipe (21a) is connected to the air duct (120) inside the first upper beam (210); One end of the second pipe (21b) is connected to the first pipe (21a), and the other end of the second pipe (21b) is connected to the air duct (120) inside the second upper beam (220).

17. The vehicle according to claim 16, characterized in that, The frame (100) includes a trunk rack (170) that forms a first receiving cavity (171); The vehicle includes a trunk trim panel; The trunk trim panel is laid inside the first accommodating cavity (171), and the air conditioning unit (22) is located between the trunk trim panel and the inner wall of the first accommodating cavity (171).

18. The vehicle according to claim 17, characterized in that, The air conditioning unit (22) is disposed on one side of the trunk rack (170) along the width direction of the vehicle.

19. The vehicle according to claim 18, characterized in that, The vehicle body (10) also includes a support frame (700) connected to the trunk rack (170), the support frame (700) facing the top of the vehicle relative to the trunk rack (170), and the second pipe (21b) connected to the support frame (700).

20. The vehicle according to any one of claims 12-19, characterized in that, The vehicle also includes interior trim panels (800) and airbags (900); The interior trim panel (800) is disposed on the side of the frame (100) facing the passenger compartment (140), and a second receiving cavity (810) is provided between the interior trim panel (800) and the frame (100), and the airbag (900) is disposed in the second receiving cavity (810).

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