Patent Description:
With continuous development of society, people pay more attention to vehicle crash safety. Firewalls are strengthened in more and more vehicles, and longitudinal beams are designed with energy absorption and collapsing structures to improve the safety performance of vehicles. Although a dash intrusive amount may be reduced after a crash to a certain extent, the increase to surviving space is limited, and it is still unable to resolve and transmit an applied force effectively, which does not fundamentally solve the problem of single force transmission path and low force transmission efficiency.

<CIT> discloses a vehicle body floor structure. Stiffeners are connected to the underside portion of the sides of the front portion of a floor panel, and the stiffeners extend to the rear of a front cross member and have upward open U-shaped recesses as seen in the cross section of the vehicle body. Beads are provided in the rear portion of the floor panel, and the beads have U-shaped recesses as seen in the cross section of the vehicle body. The beads are aligned with the recesses of the stiffeners and contiguous with the stiffeners.

Based on the above, the present disclosure aims to provide a vehicle body to solve the problem of single force transmission path and low force transmission efficiency.

To achieve the above objective, a technical scheme of the present disclosure is realized as follows.

A vehicle body includes: a front longitudinal beam; a first bracket extending in a left-right direction and having an inner end connected to an outer side of the front longitudinal beam; an upper side beam having a front lower end connected to an outer end of the first bracket, and the front lower end obliquely extending upwards from a front to a rear; a front floor longitudinal beam having a front end connected to a rear end of the front longitudinal beam and having a linear configuration; a rocker panel having a front end connected to a rear end of the front longitudinal beam; and a rear floor longitudinal beam connected to a rear end of the front floor longitudinal beam and a rear end of the rocker panel to make the front floor longitudinal beam, the rocker panel and the rear floor longitudinal beam form a closed-loop force transmission structure.

Furthermore, the first bracket has a closed cross section.

According to the invention the first bracket includes a first bracket plate and a second bracket plate. The first bracket plate is in a shape of U. The second bracket plate is fixed to an opening of the first bracket plate and seals the opening.

Furthermore, the upper side beam includes an arc segment and a straight segment. The arc segment is connected in front of the straight segment, and a front lower end of the arc segment is fixed to the first bracket.

Furthermore, the rear floor longitudinal beam includes a front segment, a middle segment, and a rear segment. The front segment is connected to the rear end of the front floor longitudinal beam. The middle segment is connected to a rear end of the rocker panel, and the rear segment extends backwards from the middle segment.

Furthermore, a width of the middle segment is larger than a width of the front segment. An outer wall of the middle segment abuts an inner wall of the rocker panel and is fixed to the inner wall of the rocker panel.

Furthermore, the vehicle body also includes a floor centre aisle and a rear floor cross member, the floor centre aisle being connected between a rear end of the front longitudinal beam and the rear floor cross member, the rear floor cross member being further connected to the rear floor longitudinal beam to form a closed-loop force transmission structure with the floor centre aisle, the front floor longitudinal beam, and the rear floor longitudinal beam.

Furthermore, the floor centre aisle is provided with a centre aisle force transmission path extending along a front-rear direction.

Furthermore, the centre aisle force transmission path is a groove.

Furthermore, a front torsion box is connected between the rocker panel and a rear portion of the front longitudinal beam. A centre aisle connecting plate is connected between the floor centre aisle and the rear portion of the front longitudinal beam, and the front torsion box, the front floor longitudinal beam, and the centre aisle connecting plate form a trifurcated structure.

Furthermore, when a vehicle is in frontal crash, an impact force transmitted to the front longitudinal beam is transmitted to the rear floor longitudinal beam by means of the front floor longitudinal beam and the rocker panel, and transmitted to the upper side beam by means of the first bracket.

Furthermore, when a vehicle is in offset crash, the first bracket transmits an impact force to the front longitudinal beam to enable the front longitudinal beam deforms towards an outer side of the vehicle.

Furthermore, when a vehicle is in frontal crash, an impact force transmitted to the front longitudinal beam is transmitted to the rear floor longitudinal beam by means of the front floor longitudinal beam and the rocker panel, also transmitted to the rear floor longitudinal beam by means of the floor centre aisle and the rear floor cross member, and transmitted to the upper side beam by means of the first bracket.

Relative to the related art, the vehicle body according to the present disclosure has the following advantages.

The vehicle body according to the present disclosure is provided with the first bracket, the front floor longitudinal beam, and the rocker panel, the applied force can be absorbed and resolved quickly and efficiently, thereby effectively dispersing the impact force that is transmitted backwards. Thus, the intrusive amount of the dash panel can be significantly reduced, which may avoid serious damage to the vehicle body and better ensure a sufficient surviving space for the passenger compartment.

Another objective of the present disclosure is to provide a vehicle.

To achieve above objective, the technical scheme is realized as follows.

A vehicle includes the above vehicle body.

The advantages of the vehicle and those of the above vehicle body are the same relative to the related art, which will not be described herein.

The accompanying drawings constituting as a part of the present disclosure are used to provide a further understanding of the present disclosure. The exemplary embodiments of the present disclosure and their explanations are used to explain the present disclosure, which do not constitute as improper limitation of the present disclosure. In the drawings:.

It should be noted that, in the case of non-contradiction, the embodiments of the present disclosure and the features of the embodiments may be combined with each other.

A vehicle body <NUM> of embodiments of the present disclosure will be described in detail as follows with reference to <FIG> and in combination with the embodiments.

According to the embodiments of the present disclosure, a vehicle body <NUM> may include two A-pillars <NUM>, a front impact beam <NUM>, two front longitudinal beams <NUM>, a dash panel <NUM>, a dash upper cross member <NUM>, a dash lower vertical member <NUM>, and two front floor longitudinal beams <NUM>. Certainly, the vehicle body <NUM> may also include other components, such as an upper side beam <NUM>, a rocker panel <NUM>, and a rear floor longitudinal beam <NUM>, etc..

As illustrated in <FIG>, front ends of the two front longitudinal beams <NUM> are connected at two ends of the front impact beam <NUM> respectively. Specifically, energy absorbers <NUM> are arranged between the front ends of the two front longitudinal beams <NUM> and the two ends of the front impact beam <NUM>. The energy absorbers <NUM> can absorb energy when the vehicle is in frontal crash, thereby reducing an impact force that is transmitted backwards and improving passenger's safety.

Each of the front longitudinal beams <NUM> is connected to the A-pillar <NUM> at the same side therewith by means of a plurality of force transmission paths. The term "same side" herein means that the front longitudinal beam <NUM> at the left side is connected to the A-pillar <NUM> at the left side, and the front longitudinal beam <NUM> at the right side is connected to the A-pillar <NUM> at the right side. The force transmission path is a path along which the impact force is transmitted, which may be a physical component. It should be understood that by means of arranging a plurality of force transmission paths, the force transmission paths increase, such that the applied force can be absorbed and resolved quickly and efficiently, thereby effectively dispersing the impact force that is transmitted backwards. Thus, the intrusive amount of the dash panel <NUM> can be significantly reduced, which can avoid serious damage to the vehicle body <NUM>, thereby better ensuring a sufficient surviving space for a passenger compartment. The specific layout of the force transmission path is described in detail as follows.

Rear ends of the two front longitudinal beams <NUM> are connected on the dash panel <NUM>, such that the impact force can be transmitted to the dash panel <NUM> by means of the front impact beam <NUM> and the front longitudinal beam <NUM> when the vehicle is in frontal crash. The dash panel <NUM> is connected to two A-pillars <NUM>. As illustrated in <FIG> and <FIG>, the dash upper cross member <NUM> is arranged at an upper portion of the dash panel <NUM>. The dash panel <NUM> herein includes a dash upper panel <NUM> and a dash lower panel <NUM>. The dash upper panel <NUM> is arranged above the dash lower panel <NUM>. The dash upper panel <NUM> is configured as the upper portion of the dash panel <NUM>, and the dash lower panel <NUM> is configured as a lower portion of the dash panel <NUM>. The dash upper cross member <NUM> may be arranged at an upper end of the dash upper panel <NUM>. It should be noted that the dash upper cross member <NUM> is arranged on a rear surface of the dash upper panel <NUM>.

As illustrated in <FIG> and <FIG>, the lower portion of the dash panel <NUM> is provided with a dash centre aisle <NUM>. An upper end of the dash lower vertical member <NUM> is connected to the dash upper cross member <NUM>, and a lower end of the dash lower vertical member <NUM> extends to the dash centre aisle <NUM>. Optionally, the lower end of the dash lower vertical member <NUM> may be welded to the dash centre aisle <NUM>, such that the connection between the two is reliable and the force transmission efficiency is high. Thus, the impact force transmitted to the dash upper cross member <NUM> can be transmitted to the dash centre aisle <NUM> by means of the dash lower vertical member <NUM>. The dash centre aisle <NUM> can be connected to a floor centre aisle <NUM> on a floor, such that the impact force may be transmitted to the floor, thereby better dispersing the impact force, hence effectively reducing a load on the dash panel <NUM>, and further effectively protecting passenger.

When the vehicle is in frontal crash, the impact force on the front impact beam <NUM> is transmitted to the two front longitudinal beams <NUM> in the rear thereof. Each of the front longitudinal beams <NUM> then transmits the impact force to the dash panel <NUM>, to the A-pillar <NUM> at the same side therewith by means of a plurality of force transmission paths at the same side therewith, and also to the front floor longitudinal beam <NUM> at the same side therewith. The impact force transmitted to the A-pillar <NUM> is transmitted to the dash centre aisle <NUM> by means of the dash upper cross member <NUM> and the dash lower vertical member <NUM>.

Specifically, as illustrated in <FIG>, when the vehicle is in frontal crash, the impact force is transmitted from two ends of the dash upper cross member <NUM> to a midpoint, and then to the dash lower vertical member <NUM>. The dash lower vertical member <NUM> can also transmit the impact force to the dash centre aisle <NUM>.

Certainly, when the vehicle is in side crash, the A-pillar arranged at a crash side transmits the impact force to the other side by means of the dash upper cross member <NUM>, and to the dash lower vertical member <NUM> and the dash centre aisle <NUM> by means of the dash upper cross member <NUM>.

A front end of each of the front floor longitudinal beams <NUM> is connected to a rear end of the front longitudinal beam <NUM> at the same side therewith, such that the front longitudinal beam <NUM> can transmit the impact force to the front floor longitudinal beam <NUM>, thereby effectively dispersing the impact force in a front-rear direction of the vehicle. Moreover, each of the front floor longitudinal beams <NUM> has a linear configuration, and the linear front floor longitudinal beam <NUM> has high force transmission efficiency. The manufacturing process of the linear front floor longitudinal beam <NUM> is easy, so as to reduce a manufacturing cost of the front floor longitudinal beam <NUM>.

As illustrated in <FIG> and <FIG>, there may be two rocker panels <NUM>, and a front end of each of the rocker panels <NUM> is connected to a rear end of the front longitudinal beam <NUM> at the same side therewith. The rocker panels <NUM> extend in the front-rear direction, such that the front longitudinal beam <NUM> may also transmit the impact force to the rocker panels <NUM>, thereby effectively transmitting and resolving the impact force, and improve a crash performance of the vehicle.

There are two rear floor longitudinal beams <NUM>, and each of the rear floor longitudinal beams <NUM> is connected to a rear end of the front floor longitudinal beam <NUM> at the same side therewith and a rear end of the rocker panel <NUM>, such that the front floor longitudinal beam <NUM>, the rocker panel <NUM> and the rear floor longitudinal beam <NUM> form a closed-loop force transmission structure. Therefore, the impact force transmitted to the front longitudinal beam <NUM> can be dispersed and transmitted by means of the front floor longitudinal beam <NUM> and the rocker panel <NUM>, and then the front floor longitudinal beam <NUM> and the rocker panel <NUM> transmit the impact force to the rear floor longitudinal beam <NUM>. The rear floor longitudinal beam <NUM> can transmit the impact force to a subframe, which can effectively enhance the force transmission effect and modality of a lower portion of the vehicle body <NUM>, so as to improve passenger's safety. It should be noted that the arrangement of the closed-loop force transmission structure can not only improve the force transmission effect, but also improve the structural reliability of the vehicle body <NUM>.

As illustrated in <FIG>, the vehicle body <NUM> can also include two upper side beams <NUM>. A rear end of each of the upper side beams <NUM> is connected to the A-pillar <NUM> at the same side therewith, and a plurality of connecting parts are provided between each of the upper side beams <NUM> and the front longitudinal beam <NUM> at the same side therewith, such that the front longitudinal beam <NUM> is connected to the A-pillar <NUM> by means of a plurality of force transmission paths. Therefore, it should be understood that the front longitudinal beam <NUM> can be connected to the A-pillar <NUM> by means of the upper side beams <NUM>. There are a plurality of methods of connection between the front longitudinal beam <NUM> and the upper side beam <NUM>, each of which is embodied by different connecting parts, such that a plurality of force transmission paths is arranged between the front longitudinal beam <NUM> and the A-pillar <NUM>. In other words, one connecting portion and the upper side beam <NUM> can form one force transmission path. In addition, the front longitudinal beam <NUM> can also be connected to the A-pillar by means of the dash panel <NUM>, which also forms one force transmission path.

Hence, the upper side beam <NUM> can be fully utilized, and the upper side beam <NUM> can share the applied force on the front longitudinal beam <NUM>. Moreover, by means of the plurality of connecting parts, the front compartment of the vehicle body <NUM> can absorb and resolve the applied force efficiently and quickly, so as to significantly reduce the intrusive amount of the dash panel <NUM>, thereby better ensuring the sufficient surviving space for the passenger compartment.

Specific layouts of a plurality of connecting parts are described in detail as follows.

The vehicle body <NUM> includes a front longitudinal beam assembly which includes a front longitudinal beam <NUM>, a first bracket <NUM>, and an upper side beam <NUM>.

According to an optional embodiment of the present disclosure, as illustrated in <FIG>, a plurality of connecting parts can include the first bracket <NUM> extends in a left-right direction, and an inner end of the first bracket <NUM> is connected to an outer side of the front longitudinal beam <NUM>. Moreover, the inner end of the first bracket <NUM> is adjacent to a front end of front longitudinal beam <NUM>, and a front lower end of the upper side beam <NUM> is connected to an outer end of the first bracket <NUM>. In other words, the first bracket <NUM> is connected between the front longitudinal beam <NUM> and the front lower end of the upper side beam <NUM>. Hence, when the vehicle is in frontal crash, the front longitudinal beam <NUM> can transmit force to the A-pillar <NUM> by means of the first bracket <NUM> and the upper side beam <NUM>, and then to the floor and a side wall <NUM>, thus effectively dispersing the impact force. Moreover, in the above process, the upper side beam <NUM> can absorb and resolve the applied force. When the vehicle is in offset crash, the first bracket <NUM> contacts an obstacle and exerts the force on the front longitudinal beam <NUM> towards an outside in a width direction of the vehicle, which can guide the front longitudinal beam <NUM> to deform towards the outside in the width direction of the vehicle, thereby increasing the compression space of the engine compartment, and reducing the load on the dash panel <NUM>. Moreover, the first bracket <NUM> of the arrangement can help to transmit and resolve the applied force.

The upper side beam <NUM> can absorb energy effectively, transmit the impact force to the A-pillar <NUM> and to the front longitudinal beam <NUM> by means of the first bracket <NUM>, thereby dispersing the applied force effectively and improving the crash performance of the vehicle.

The first bracket <NUM> can be welded to the front longitudinal beam <NUM> and the upper side beam <NUM>, the fixing method is simple and reliable, and the welding efficiency is high. The upper side beam <NUM> obliquely extends upward from the front to the rear. The upper side beam <NUM> of the arrangement matches a shape of the vehicle body <NUM> and can transmit force better.

Optionally, the first bracket <NUM> has a closed cross section, and the first bracket <NUM> of the arrangement has better structural reliability. When the vehicle is in offset crash, the first bracket <NUM> can transmit the applied force effectively, thereby improving the effect of the offset crash. Specifically, as illustrated in <FIG>, the first bracket <NUM> includes a first bracket plate <NUM> and a second bracket plate <NUM>. The first bracket plate <NUM> is in the shape of U. The second bracket plate <NUM> is fixed at an opening of the first bracket plate <NUM> and seals the opening. Therefore, the first bracket <NUM> has a simple structure and a low manufacturing cost. In addition, the first bracket <NUM> can be formed as a closed structure in this way.

Optionally, as illustrated in <FIG>, the first bracket plate <NUM> and the second bracket plate <NUM> are provided with side flanges fixed to the front longitudinal beam <NUM>, respectively. The side flanges can be welded to an outer side wall of the front longitudinal beam <NUM>, such that the first bracket <NUM> is fixed to the front longitudinal beam <NUM> reliably, which facilitates the transmission of the impact force when the offset crash occurs.

As illustrated in <FIG>, the first bracket plate <NUM> and the second bracket plate <NUM> are provided with side flanges fixed to the upper side beam <NUM> respectively. That is, the first bracket <NUM> is also fixed to the upper side beam <NUM> by means of the side flanges, such that the first bracket <NUM> and the upper side beam <NUM> are fixed reliably, which facilitates the transmission of the impact force when the offset crash occurs.

Furthermore, as illustrated in <FIG> and <FIG>, a plurality of connecting parts can also include a second bracket <NUM> connected between the upper side beam <NUM> and the front longitudinal beam <NUM> at the same side therewith, and the connection between the second bracket <NUM> and the upper side beam <NUM> is arranged at an rear upper position relative to the connection between the first bracket <NUM> and the upper side beam <NUM>. That is, on the basis of the first bracket <NUM>, the second bracket <NUM> is also connected between the front longitudinal beam <NUM> and the upper side beam <NUM>, and the second bracket <NUM> can also transmit the impact force. Thus, when the vehicle is in frontal crash, the front longitudinal beam <NUM> can transmit the impact force to the A-pillar <NUM> by means of the second bracket <NUM> and the upper side beam <NUM>, thereby transmitting to the side wall <NUM> and the floor in the rear by means of the A-pillar <NUM>.

Specifically, as illustrated in <FIG>, the second bracket <NUM> can include a first connecting piece <NUM> and a second connecting piece <NUM>. The first connecting piece <NUM> extends along the left-right direction and is connected between the upper side beam <NUM> and the second connecting piece <NUM>. The second connecting piece <NUM> extends along an upper-lower direction, and a lower end of the second connecting piece <NUM> is connected on the front longitudinal beam <NUM>. The second bracket <NUM> of the arrangement is simple in structure and can reasonably connect the front longitudinal beam <NUM> with the upper side beam <NUM>, which can improve the force transmission efficiency.

As illustrated in <FIG>, the first connecting piece <NUM> can be arc in shape, and the second connecting piece <NUM> has a plate structure with a groove and an open front end, such that the first connecting piece <NUM> can effectively connect the second connecting piece <NUM> and the upper side beam <NUM> and reasonably, and adapts to the front compartment space of the vehicle body <NUM>. Moreover, the second connecting piece <NUM> of the arrangement can facilitate the mounting of other components of the vehicle body <NUM>, thus improving the structural integrity of the vehicle body <NUM> and further improving the structural reliability of the vehicle body <NUM>.

As illustrated in <FIG> and <FIG>, the vehicle body <NUM> can also include a front end closing structure <NUM>, which is connected on the front longitudinal beam <NUM> by means of the second connecting piece <NUM>. Due to the open front end of the second connecting piece <NUM>, the front end closing structure <NUM> can be conveniently mounted, and the mounting area of the front end closing structure <NUM> and the second connecting piece <NUM> can be ensured, thereby further improving the mounting reliability of the front end closing structure <NUM>. The front end closing structure <NUM> can integrally be rectangle in shape, and the front end closing structure <NUM> can enable the front compartment of the vehicle body <NUM> to bear uniform force, therefore improving the force transmission efficiency.

The first bracket <NUM>, the second bracket <NUM>, a portion of the upper side beam <NUM> located between the first bracket <NUM> and the second bracket <NUM>, and a portion of the front longitudinal beam <NUM> located between the first bracket <NUM> and the second bracket <NUM> form a three-dimensional quadrangle. The three-dimensional quadrangle is more stable and reliable, such that the structure of the front compartment of the vehicle body <NUM> is more reliable and stable and the force transmission effect is better.

Furthermore, as illustrated in <FIG>, the plurality of connecting parts can include a third bracket <NUM>, a third bracket <NUM>, and the third bracket <NUM> is connected between the upper side beam <NUM> and the front longitudinal beam <NUM>. The connection between the third bracket <NUM> and the upper side beam <NUM> is located at rear of the connection between the second bracket <NUM> and the upper side beam <NUM>. That is, on the basis of the first bracket <NUM> and the second bracket <NUM>, the third bracket <NUM> is also connected between the front longitudinal beam <NUM> and the upper side beam <NUM>, and the third bracket <NUM> and the upper side beam <NUM> constitute one force transmission path. By means of the third bracket <NUM>, the force transmission paths between the front longitudinal beam <NUM> and the A-pillar <NUM> can be better enriched, which enables the front compartment of the vehicle body <NUM> to bear uniform force with good force transmission efficiency and high force transmission efficiency.

Optionally, as illustrated in <FIG>, the third bracket <NUM> can be an integrally formed plate structure. Therefore, the third bracket <NUM> has a simple and reliable structure and a low manufacturing cost.

Specifically, as illustrated in <FIG>, the upper side beam <NUM> can include an arc segment <NUM> and a straight segment <NUM>. The arc segment <NUM> is connected in front of the straight segment <NUM>. The first bracket <NUM> and second bracket <NUM> are connected to the arc segment <NUM>, and the third bracket <NUM> is connected on the straight segment <NUM> which is connected to the A-pillar <NUM> in rear. With an arc front segment <NUM> of the upper side beam <NUM>, the force transmission is benefited, and the shape of which matches the front compartment of the vehicle body <NUM> much more. In addition, with a straight rear segment <NUM> of the third bracket <NUM>, the force on the arc segment <NUM> can be easily transmitted to the A-pillar <NUM>, thereby enhancing the force transmission effect.

It should to be noted that the upper side beam <NUM> can be composed by two structures at front and rear. A front structure is provided with the arc segment <NUM> and a portion of the straight segment <NUM>. A rear structure is integrally configured as the other portion of the straight segment <NUM>. Thus, the connection between the front structure and the rear structure is reliable and smooth, so as to improve the structural reliability of the upper side beam <NUM>.

Optionally, the width of the upper side beam <NUM> increases along an extending direction from the front to the rear, such that the upper side beam <NUM> has a light weight, thereby meeting a lightweight design requirement of the vehicle. Moreover, the connection between the rear end of the upper side beam <NUM> and the A-pillar <NUM> is more reliable.

Optionally, the projection of the upper side beam <NUM> on the horizontal plane is linear, and the upper side beam <NUM> leans inwards in a direction from the rear to the front. In other words, the upper side beam <NUM> leans outwards in a direction from the front to the rear, such that the structure of the upper side beam <NUM> is reliable. In case of deformation during a crash, the upper side beam <NUM> deforms towards the outer side of the vehicle body <NUM>, and the upper side beam <NUM> can also guide the front longitudinal beam <NUM> to deform outwards by means of the plurality of connecting parts, thus reducing the intrusive amount on the passenger compartment and providing safe surviving space for passengers.

The vehicle body <NUM> also includes a wheelhouse <NUM>. The layout form of the wheelhouse <NUM> is described in detail with reference to the drawings as follows.

As illustrated in <FIG> and <FIG>, the wheelhouse <NUM> is mounted above a rear portion of the front longitudinal beam <NUM>, and the dash panel <NUM> is connected behind the wheelhouse <NUM>. In other words, the wheelhouse <NUM> extends backwards and is connected to the dash panel <NUM>. The wheelhouse <NUM> is provided with a wheelhouse reinforcing member <NUM>. The wheelhouse reinforcing member <NUM> is composed of a first part <NUM> and a second part <NUM>. The first part <NUM> is a front lower end of the wheelhouse reinforcing member <NUM> which is connected to the rear portion of the front longitudinal beam <NUM>. For example, the front lower end of the wheelhouse reinforcing member <NUM> is welded to the rear portion of the front longitudinal beam <NUM>, and the second part <NUM> of the wheelhouse reinforcing member <NUM> is integrally fixed on the wheelhouse <NUM>. Thus, the wheelhouse reinforcing member <NUM> can effectively strengthen the wheelhouse <NUM> and transmit the force. For example, the wheelhouse reinforcing member <NUM> is capable of transmitting the impact force on the front longitudinal beam <NUM> to the wheelhouse <NUM>, and the wheelhouse <NUM> can further transmit the impact force to the dash panel <NUM>. The dash panel <NUM> can also further transmit the impact force to the side wall <NUM> and the floor, thus effectively resolving the applied force and improving the crash performance of the vehicle.

As illustrated in <FIG>, the vehicle body <NUM> can also include a connecting piece <NUM> connected between the dash panel <NUM> and the side wall <NUM>. Lower portions of the connecting piece <NUM> are spaced by the dash panel <NUM> and correspond to front and rear portion of the wheelhouse reinforcing member <NUM> in the left-right direction and in the upper-lower direction. Thus, the impact force transmitted to the wheelhouse reinforcing member <NUM> can be transmitted to the side wall <NUM> by means of the dash panel <NUM> and the connecting piece <NUM>, which further effectively resolves the applied force, thereby improving the crash performance of the vehicle. In addition, with the arrangement of the connecting piece <NUM>, the rigidity and strength of the vehicle body <NUM> are improved, so as to restrain the deformation of the passenger compartment and ensure the surviving space for passengers.

The wheelhouse reinforcing member <NUM> can be arranged on an outer side of the wheelhouse <NUM>. Thus, it is convenient to make the wheelhouse reinforcing member <NUM> correspond to the connecting piece <NUM>, thereby improving the structural reliability of the vehicle body <NUM>.

Optionally, as illustrated in <FIG>, the second part <NUM> of the wheelhouse reinforcing member <NUM> extends to the connection between the wheelhouse <NUM> and the dash panel <NUM>. The wheelhouse reinforcing member <NUM> of the arrangement can effectively strengthen the wheelhouse <NUM> and can also effectively transmit the impact force when the vehicle is in frontal crash, which can improve the force transmission effect.

Optionally, as illustrated in <FIG>, the wheelhouse reinforcing member <NUM> is arc in shape, and the arc wheelhouse reinforcing member <NUM> can match the wheelhouse <NUM> and windingly extend from the front to the rear. In addition, the structure of the arc wheelhouse reinforcing member <NUM> is simple and reliable.

As illustrated in <FIG>, a triangular closed-loop connecting structure is formed among the dash panel <NUM>, the side wall <NUM> and the connecting piece <NUM>. Hence, the connection between the dash panel <NUM> and the side wall <NUM> is reliable, and the force can be transmitted by means of the connecting piece <NUM>. The arrangement of the triangular closed-loop connecting structure can enrich the force transmission path, improve the force transmission effect, and further enhance the crash performance of the vehicle.

Furthermore, as illustrated in <FIG>, the upper portion of the connecting piece <NUM> can also be fixed to the dash upper cross member <NUM>. It should be understood that, in the upper-lower direction, the connecting piece <NUM> has an upper portion and a lower portion. The upper portion is used to be connected to the dash upper cross member <NUM> and the lower portion is used to be connected to the dash panel <NUM>, which can further improve the reliability of the connection between the side wall <NUM> and the dash panel <NUM> and can enrich the force transmission path, thereby improving the crash performance of the vehicle.

Specifically, the connecting piece <NUM> is welded to the dash upper cross member <NUM> and the dash panel <NUM>. The welded fixing can not only improve the fixed reliability of connecting piece <NUM>, but also improve the manufacturing efficiency of the vehicle body <NUM>.

As illustrated in <FIG>, the vehicle body <NUM> also includes a dash middle cross member <NUM> arranged on a front surface of the dash panel <NUM>. Two ends of the dash middle cross member <NUM> are connected to the rear ends of the two front longitudinal beams <NUM> respectively to form a closed-loop force transmission structure together with the front impact beam <NUM> and the two front longitudinal beams <NUM>. The closed-loop force transmission structure is closed-loop in structure and can transmit the force. For example, when the vehicle is in frontal crash, the front impact beam <NUM> can transmit the impact force to the two front longitudinal beams <NUM> in the rear. Since both the rear ends of the two front longitudinal beams <NUM> are connected to the dash middle cross member <NUM>, the impact force can be transmitted to the dash middle cross member <NUM>. The dash middle cross member <NUM> of the arrangement can effectively enrich the force transmission path and disperse the applied force, thus restraining the deformation of passenger compartment and providing surviving space for passengers.

It should be noted that the force transmission between the dash middle cross member <NUM> and the front longitudinal beam <NUM> does not conflict with other force transmission paths. For example, the front longitudinal beam <NUM> can still transmit the impact force to the front floor longitudinal beam <NUM>, the rocker panel <NUM> and other structures. The arrangement of the dash middle cross member <NUM> can enhance the structural strength of the vehicle body <NUM> and enrich the force transmission path.

The dash upper panel <NUM> is also provided with a dash upper-panel reinforcing plate. The cross segments of the dash upper-panel reinforcing plate and the dash upper panel <NUM> are F in shape. The dash upper panel <NUM> is arranged above the dash middle cross member <NUM>, and the two ends of the dash upper panel <NUM> can be connected to damper bases at two sides respectively. Thus, the dash upper panel <NUM> can effectively strengthen the structural strength of the dash panel <NUM> and enhance the integrity of the front compartment of the vehicle body <NUM>, thereby further improving the structural reliability of the vehicle body <NUM>.

Optionally, as illustrated in <FIG> and <FIG>, two ends of the dash middle cross member <NUM> obliquely extend downwards to be connected to the rear ends of the front longitudinal beams <NUM>. The dash middle cross member <NUM> can include a left segment, a middle segment and a right segment. The middle segment is connected between the left segment and the right segment. The middle segment generally extends horizontally in the left-right direction. The left segment obliquely extends. The left segment has a left lower end connected to the rear end of the front longitudinal beam <NUM> at the left side and a right upper end connected to the middle segment. The right segment has a right lower end connected to the rear end of the front longitudinal beam <NUM> at the right side and a left upper end connected to the middle segment. The dash middle cross member <NUM> of the arrangement can reasonably strengthen the dash panel <NUM> structure and be effectively connected to the front longitudinal beams <NUM> at two sides.

Optionally, as illustrated in <FIG>, the rear end of the front longitudinal beam <NUM> obliquely extends inwards to be connected to an end portion of the dash middle cross member <NUM>. The front longitudinal beam <NUM> of the arrangement can be effectively connected to the end portion of the dash middle cross member <NUM>, and when the vehicle is in frontal crash, the front longitudinal beam <NUM> can deform outwards, thereby reducing the intrusive amount of the dash panel <NUM> and providing surviving space for passengers.

Specifically, the rear portion of the front longitudinal beam <NUM> curvedly extends upwards in the direction from the front to the rear, which can enhance the structural strength of the front longitudinal beam <NUM> and guide the rear portion of the front longitudinal beam <NUM> to deform upwards when the vehicle is in frontal crash, thus reducing the intrusive amount of the dash panel <NUM>.

Furthermore, the rear portion of the front longitudinal beam <NUM> extends outwards in the direction from the front to the rear. The rear portion of the front longitudinal beam <NUM> extending outwards can guide the rear portion of the front longitudinal beam <NUM> to deform outwards when the vehicle is in frontal crash, thus reducing the intrusive amount of the dash panel <NUM>.

It should be noted that the portion extending upwards on the front longitudinal beam <NUM> and the portion extending outwards on the front longitudinal beam <NUM> can be the same portion herein.

Optionally, the width of the dash middle cross member <NUM> reduces gradually from the midpoint to the two sides thereof. Thus, the strength of the dash middle cross member <NUM> is distributed appropriately in the left-right direction in general, which can improve the structural reliability of the dash middle cross member <NUM>.

The layout form of the seat crossbeam of the vehicle body <NUM> is described in detail as follows in combination with <FIG> and <FIG>.

As illustrated in <FIG>, the vehicle body <NUM> can include a floor, and the floor can include two seat front cross members <NUM>, two seat rear cross members <NUM>, a seat front connecting plate <NUM>, a seat rear connecting plate, two rocker panels <NUM>, two outer connecting plates <NUM>, and two inner connecting plates <NUM>. The two seat front cross members <NUM> are spaced apart in the left-right direction, and the two seat front cross members <NUM> are connected to each other by means of the seat front connecting plate <NUM>. Outer ends of the two seat front cross members <NUM> are connected on the two rocker panels <NUM>. The two seat rear cross members <NUM> are spaced apart in the left-right direction. An outer end of each of the seat rear cross members <NUM> is connected on the rocker panel <NUM> by means of the outer connecting plate <NUM>, and an inner end of each of the seat rear cross members <NUM> is connected on the seat rear connecting plate by means of the inner connecting plate <NUM>. The two outer connecting plates <NUM> and the two inner connecting plates <NUM> are provided with seat mounting points respectively. Thus, a coherent structure can be formed among the seat front cross members <NUM>, the seat rear cross members <NUM>, and the two rocker panels <NUM>, which can ensure the mounting function and mounting strength of the front seat, thereby improving the torsion resistance and rigidity of the front floor and improving the side crash performance of the vehicle.

Optionally, top walls of the two seat front cross members <NUM> and the two seat rear cross members <NUM> are provided with reinforcing ribs <NUM> respectively, and the reinforcing ribs extend along the left-right direction. The reinforcing ribs <NUM> can effectively enhance the structural strength of the corresponding seat front cross members <NUM> and the seat rear cross members <NUM>, such that the seat front cross members <NUM> and the seat rear cross members <NUM> cannot protrude upwards when the vehicle is in side crash, thus reducing the intrusive amount into the passenger compartment and improving passenger safety. Specifically, the reinforcing ribs <NUM> can be concave ribs or convex ribs. The structure of the concave ribs or the convex ribs is simple, thus reducing the manufacturing difficulty of the seat front cross members <NUM> and the seat rear cross members <NUM>, and then reducing the manufacturing difficulty of the vehicle body <NUM>.

Optionally, the height of the seat front cross member <NUM> is higher than that of the seat rear cross member <NUM>. Since the seat mounting points are arranged on the outer connecting plate <NUM> and the inner connecting plate <NUM>, it is unnecessary to set the same height for the seat rear cross member <NUM> and the seat front cross member <NUM>. Thus, the height of the seat rear cross member <NUM> is lower, thereby reducing the weight of the seat rear cross member <NUM> and further reducing the weight of the vehicle body <NUM>. In addition, the <NUM>/<NUM> height of the seat front cross member <NUM> can be higher than the height of the seat rear cross member <NUM>. The seat rear cross member <NUM> of the arrangement can not only facilitate the mounting of the outer connecting plate <NUM> and the inner connecting plate <NUM>, but also better reduce the weight of the vehicle body <NUM>.

Specifically, the outer connecting plate <NUM> and the inner connecting plate <NUM> are reversed-U in shape, and lower edges of the outer connecting plate <NUM> and the inner connecting plate <NUM> are fixed on a side wall of the seat rear cross member <NUM>. The fixation can be achieved by welding, such that the outer connecting plate <NUM> and the inner connecting plate <NUM> are simple in structure, and the outer connecting plate <NUM> and the inner connecting plate <NUM> are reliably fixed to the seat rear cross member <NUM>.

Optionally, as illustrated in <FIG>, the outer connecting plate <NUM> can include a lapping edge <NUM> lapped on a top wall of the rocker panel <NUM>. The lapping edge <NUM> can increase the contact area between the outer connecting plate <NUM> and the rocker panel <NUM>, which can further improve the connection reliability between the outer connecting plate <NUM> and the rocker panel <NUM>.

Optionally, the inner connecting plate <NUM> can include a side flange lapped on a side wall of the seat rear connecting plate. The side flange can also increase the contact area, which can make the fixation between the inner connecting plate <NUM> and the seat rear connecting plate more reliable.

A floor upper longitudinal beam <NUM> of the vehicle body <NUM> is described in detail with reference to <FIG> as follows.

The vehicle body <NUM> can include the floor upper longitudinal beam <NUM> arranged above the floor, and the dash lower panel <NUM> is connected to the front of the floor. The floor upper longitudinal beam <NUM> obliquely extends on the dash lower panel <NUM> and the floor. A traditional floor upper longitudinal beam only extends on the floor, while the floor upper longitudinal beam <NUM> of the present disclosure extends forwards to the floor, thereby effectively improving reliability of the connection between the floor and the dash lower panel <NUM>. Moreover, the floor upper longitudinal beam <NUM> can also transmit the force, so as to effectively resolve the applied force and improve the crash performance of the vehicle. As illustrated in <FIG>, the floor upper longitudinal beam <NUM> is arranged opposite to the rear end of the front longitudinal beam <NUM> in the front-rear direction and spaced apart from the front longitudinal beam <NUM> by the dash lower panel <NUM>.

Specifically, as illustrated in <FIG> and <FIG>, the floor upper longitudinal beam <NUM> obliquely extends from the inside to the outside along the direction from the front to the rear. The floor upper longitudinal beam <NUM> can effectively restrain deformation of the floor when the vehicle is in frontal crash and in side crash, thereby improving the crash performance of the vehicle. Moreover, the floor upper longitudinal beam <NUM> of the arrangement can facilitate the connection with the components in front of it.

Optionally, a rear side of the dash lower panel <NUM> is provided with a dash lower panel reinforcing rib extending in the left-right direction. There are two floor upper longitudinal beams <NUM>. The dash lower panel reinforcing rib is connected to two upper longitudinal beams <NUM>, and rear ends of the two floor upper longitudinal beams <NUM> are connected to the seat front cross members <NUM> at two sides respectively. Therefore, a closed-loop structure for force transmission is formed by the dash lower panel reinforcing rib, two floor upper longitudinal beams <NUM>, two seat front crossbeams <NUM> and the seat front connecting plate <NUM>. Thus, when the vehicle is in frontal crash, the impact force can be transmitted from the dash lower panel reinforcing rib on the dash panel <NUM> to the seat front cross members <NUM> by means of the floor upper longitudinal beams <NUM>, such that the applied force can be effectively resolved, and the force transmission effect can be improved, thereby further improving the crash performance of the vehicle.

The seat front cross members <NUM> are also connected to the floor centre aisle <NUM>. Specifically, the seat front connecting plate <NUM> is arranged below the floor centre aisle <NUM>, and the seat front connecting plates <NUM> are connected between the two seat front cross members <NUM>.

The front side of the dash lower panel <NUM> is provided with the dash middle cross member <NUM>, and the dash middle cross member <NUM> corresponds to the dash lower panel reinforcing rib in the front-rear direction. Moreover, the dash middle cross member <NUM> and the dash lower panel reinforcing rib at least partly overlap in the left-right direction and in the upper-lower direction. Therefore, the arrangement of the dash middle cross member <NUM> and the dash lower panel reinforcing rib can effectively strengthen the structural strength of the dash panel <NUM>, thereby restraining the intrusive amount of the dash panel <NUM> and providing the surviving space for passengers. In addition, when the impact force is transmitted, the impact force transmitted to the dash middle cross member <NUM> can be transmitted to the dash lower panel reinforcing rib and the floor upper longitudinal beams <NUM>, which can effectively enrich the force transmission path and improve the crash performance of the vehicle.

Optionally, as illustrated in <FIG>, the floor upper longitudinal beams <NUM> are linear. The linear floor upper longitudinal beams <NUM> are simple and reliable in structure and easy to manufacture.

The layout form of the rear floor longitudinal beam <NUM> is described in detail as follows.

As illustrated in <FIG> and <FIG>, the rear floor longitudinal beam <NUM> includes a front segment <NUM>, a middle segment <NUM>, and a rear segment <NUM>. The front segment <NUM> is connected to the rear end of the front floor longitudinal beam <NUM>. The middle segment <NUM> is connected to the rear end of rocker panel <NUM>, and the rear segment <NUM> extends backwards from the middle segment <NUM> to a rear subframe. Thus, the rear floor longitudinal beam <NUM> can effectively connect the rocker panel <NUM> with the front floor longitudinal beam <NUM>, and the rear floor longitudinal beam <NUM> can also be connected to the subframe, such that the rear floor longitudinal beam <NUM> can transmit the impact force transmitted from the rocker panel <NUM> and the front floor longitudinal beam <NUM> to the subframe, which can effectively transmit the impact force and improve the crash performance of the vehicle.

Specifically, as illustrated in <FIG>, a width of the middle segment <NUM> is larger than that of the front segment <NUM>, and an outer wall of the middle segment <NUM> abuts an inner wall of the rocker panel <NUM> and is fixed thereto. Thus, a portion of the middle segment <NUM> can extend outwards, such that the middle segment <NUM> can be connected to the rear end of the rocker panel <NUM> on the outer side, thus enabling the rear floor longitudinal beam <NUM> and the rocker panel <NUM> to be fixed reliably.

As illustrated in <FIG>, the vehicle body <NUM> can also include the floor centre aisle <NUM> and a rear floor cross member <NUM>, and the floor centre aisle <NUM> is connected between the rear end of the front longitudinal beam <NUM> and the rear floor cross member <NUM>. The rear floor cross member <NUM> is also connected to the rear floor longitudinal beams <NUM> to form a closed-loop force transmission structure with the floor centre aisle <NUM>, the front floor longitudinal beams <NUM> and the rear floor longitudinal beams <NUM>. Therefore, it should be understood that, the front longitudinal beam <NUM> can not only transmit the impact force to the rocker panel <NUM> and the front floor longitudinal beam <NUM>, but also transmit the impact force to the floor centre aisle <NUM>. The floor centre aisle <NUM> can transmit the impact force to the rear floor longitudinal beams <NUM> by means of the rear floor cross member <NUM>, which can enrich the transmission path of floor impact force better, so as to effectively disperse the impact force and improve the crash performance of the vehicle.

When the vehicle is in frontal crash, the impact force transmitted to the front longitudinal beam <NUM> is transmitted to the rear floor longitudinal beam <NUM> by means of the front floor longitudinal beam <NUM> and the rocker panel <NUM>, also transmitted to the rear floor longitudinal beam <NUM> by means of the floor centre aisle <NUM> and the rear floor cross member <NUM>, and transmitted to the upper side beam <NUM> by means of the first bracket <NUM>.

Specifically, a centre aisle force transmission path <NUM> extending along the front-rear direction is formed on the floor centre aisle <NUM>. The centre aisle force transmission path <NUM> enables the impact force to be transmitted directly in the front-rear direction, thereby further improving the force transmission effect of the floor centre aisle <NUM>, so as to improve the force transmission efficiency. For example, the centre aisle force transmission path <NUM> can be a groove. The centre aisle force transmission path <NUM> of the arrangement is reliable for transmitting force and simple.

It should be noted that, one centre aisle force transmission path <NUM> is arranged on each of a left side and a right side of the floor centre aisle <NUM>. The centre aisle force transmission path <NUM> at the left side corresponds to the front floor longitudinal beam <NUM> at the left side, and the centre aisle force transmission path <NUM> at the right side corresponds to the front floor longitudinal beam <NUM> at the right side.

As illustrated in <FIG>, the vehicle body <NUM> can also include a centre aisle connecting plate <NUM> connected between the front floor longitudinal beam <NUM> and the floor centre aisle <NUM>. The centre aisle connecting plate <NUM>, the rear portion of the front longitudinal beam <NUM>, and the front floor longitudinal beam <NUM> form a Y-shaped force transmission structure. Thus, the force transmission efficiency is high and the force transmission is dispersed, such that the crash performance of the vehicle can be improved.

Furthermore, a front torsion box <NUM> is connected between the rocker panel <NUM> and the rear portion of the front longitudinal beam <NUM>, and the centre aisle connecting plate <NUM> is connected between the floor centre aisle <NUM> and the rear portion of the front longitudinal beam <NUM>. The front torsion box <NUM>, the front floor longitudinal beam <NUM>, and the centre aisle connecting plate <NUM> form a trifurcated structure. Thus, the front longitudinal beam <NUM> can transmit force backwards in three directions, which can improve the force transmission effect and the crash performance of the vehicle.

The transmission process of the impact force is described in detail in the following, when the vehicle body <NUM> according to embodiments of the present disclosure is in frontal crash, taking the vehicle body <NUM> illustrated in <FIG> as an example.

Firstly, the specific structure of the vehicle body <NUM> illustrated in <FIG> is described. The vehicle body <NUM> includes a front impact beam <NUM>, a energy absorber <NUM>, a front longitudinal beam <NUM>, a front end closing structure <NUM>, an upper side beam <NUM>, a plurality of connecting parts, an A-pillar <NUM>, a side wall <NUM>, a dash panel <NUM>, a dash middle cross member <NUM>, a wheelhouse <NUM>, a wheelhouse reinforcing member <NUM>, a connecting piece <NUM>, an dash upper cross member <NUM>, a dash lower vertical member <NUM>, a dash centre aisle <NUM>, a dash lower panel reinforcing rib, a floor, a floor centre aisle <NUM>, a centre aisle connecting plate <NUM>, a front torsion box <NUM>, a floor upper longitudinal beam <NUM>, a rocker panel <NUM>, a front floor longitudinal beam <NUM>, a rear floor longitudinal beam <NUM>, a rear floor cross member <NUM>, a subframe, a seat front cross member <NUM>, a seat rear cross member <NUM>, and other components. The number of the above components is no longer described and those skilled in the art can clearly confirm the number according to the above context and the drawings. For example, two front longitudinal beams <NUM> are symmetrically arranged at the left and the right, and two upper side beams <NUM> are symmetrically arranged at the left and the right.

When the vehicle is in frontal crash, the impact force generated during the crash is directly transmitted to the front impact beam <NUM>. The energy absorbers <NUM> at both sides of the front impact beam <NUM> absorb the energy and then transmit the impact force to the front longitudinal beams <NUM> at the rear. Each front impact beam <NUM> has a plurality of transmission paths to the A-pillar <NUM>, and the A-pillar <NUM> is connected to the dash panel <NUM> and the side wall <NUM>, such that the force can be effectively solved.

The impact force transmitted backwards from the front longitudinal beam <NUM> can also be roughly resolved into two directions, one is the direction of the dash panel <NUM> and the side wall <NUM>, and the other one is the direction of the floor.

Starting from the direction of the dash panel <NUM> and the side wall <NUM>, the front longitudinal beam <NUM> can transmit a part of the impact force to the upper side beam <NUM> by means of the first bracket <NUM>, and the upper side beam <NUM> can transmit the part of the impact force to the A-pillar <NUM>, which can enrich the transmission path of the impact force, reduce the load of the front longitudinal beam <NUM>, and improve the crash performance of the vehicle.

The front longitudinal beam <NUM> can transmit another part of the impact force to the upper side beam <NUM> by means of the second bracket <NUM>, and the upper side beam <NUM> can transmit this part of the impact force to the A-pillar <NUM>, which can enrich the transmission path of the impact force, reduce the load of the front longitudinal beam <NUM>, and improve the crash performance of the vehicle.

It should be noted that the second bracket <NUM> includes a first connecting piece <NUM> and a second connecting piece <NUM>. The second connecting piece <NUM> is used to connect the front end closing structure <NUM>, such that the front longitudinal beam <NUM> can transmit a part of the impact force to the second bracket <NUM> by means of the front end closing structure <NUM>, and the second bracket <NUM> transmits the impact force again to the upper side beam <NUM>. The front end closing structure can make the impact force transmitted uniformly, thereby improving the force transmission effect.

The front longitudinal beam <NUM> can also transmit another part of the impact force to the upper side beam <NUM> by means of a third bracket <NUM>, and the upper side beam <NUM> can transmit this part of the impact force to the A-pillar <NUM>, which can enrich the transmission path of the impact force, reduce the load of the front longitudinal beam <NUM>, and improve the crash performance of the vehicle.

The first bracket <NUM>, the second bracket <NUM>, and the third bracket <NUM> are a plurality of connecting parts of the vehicle body <NUM>. The plurality of connecting parts of such arrangement can increase the force transmission path between the front longitudinal beam <NUM> and the upper side beam <NUM>, which can better disperse the applied force. Moreover, there is no conflict among the force transmission processes by means of the first bracket <NUM>, the second bracket <NUM>, and the third bracket <NUM>, the force transmission processes can even complement each other. The first bracket <NUM>, the second bracket <NUM>, and the third bracket <NUM> can dispersedly transmit the impact force on different positions of the front longitudinal beam <NUM> to the upper side beam <NUM>, thereby better improving the force transmission effect.

In addition, the wheelhouse <NUM> is connected between a rear portion of the front longitudinal beam <NUM> and the dash panel <NUM>, and the wheelhouse reinforcing member <NUM> is mounted on the wheelhouse <NUM>. A front lower portion of the wheelhouse reinforcing member <NUM> is connected on the rear portion of the front longitudinal beam <NUM> and then integrally connected to the wheelhouse <NUM>, such that the front longitudinal beam <NUM> can also transmit a part of the impact force to the wheelhouse reinforcing member <NUM>, and the wheelhouse reinforcing member <NUM> can transmit the impact force to the dash panel <NUM> by means of the wheelhouse <NUM>. The dash panel <NUM> continues to transmit backwards. Therefore, the wheelhouse reinforcing member <NUM> can effectively enrich the transmission path, effectively resolve the impact force, and improve the crash performance of the vehicle.

A rear portion of the dash panel <NUM> corresponding to the wheelhouse reinforcing member <NUM> is provided with the connecting piece <NUM>. The connecting piece <NUM> can effectively connect the dash panel <NUM> and the side wall <NUM>, and the connecting piece <NUM> is also connected to the dash upper cross member <NUM>. So after that the wheelhouse reinforcing member <NUM> transmits the impact force to the dash panel <NUM>, the impact force can be transmitted on the dash middle cross member <NUM> on the dash panel <NUM> and also transmitted backwards to the side wall <NUM> by means of the connecting piece <NUM>, which can further disperse the impact force, improve the force transmission efficiency, and improve the crash performance of the vehicle.

Certainly, since a rear end of the upper side beam <NUM> is directly connected to the A-pillar <NUM>, the impact force transmitted from the upper side beam <NUM> to the A-pillar <NUM> can be transmitted to the dash panel <NUM> and the side wall <NUM>, such that the impact force can be further dispersed and the force transmission effect can be improved.

The impact force transmitted to the dash panel <NUM> can be transmitted from both ends of the dash upper cross member <NUM> to the midpoint thereof, and the impact force transmitted to the midpoint can be transmitted downwards by means of the dash lower vertical member <NUM>. The dash centre aisle <NUM> is connected to the floor centre aisle <NUM>, such that the impact force on the dash panel <NUM> can be directly transmitted to the floor. Other forms of force transmission between the dash panel <NUM> and the floor are described in detail later.

The impact force on the side wall <NUM> can be directly transmitted backwards. The impact force on the side wall <NUM> can also be transmitted to the rocker panel <NUM>, and the rocker panel <NUM> transmits backwards.

In addition, the rear end of the front longitudinal beam <NUM> is connected to the dash panel <NUM>, and rear ends of the two front longitudinal beams <NUM> are also connected to the dash middle cross member <NUM> on the dash panel <NUM>. The two front longitudinal beams <NUM>, the front impact beam <NUM> and the dash middle cross member <NUM> form a closed-loop force transmission structure. The front longitudinal beams <NUM> can also transmit another part of the impact force to the dash panel <NUM> and the dash middle cross member <NUM>. The dash middle cross member <NUM> can further resolve the impact force, thus reducing the intrusive amount of the dash panel <NUM> and providing sufficient surviving space for passengers.

The dash middle cross member <NUM> is arranged on the front surface of the dash panel <NUM>. Specifically, the dash middle cross member <NUM> is connected to the dash lower panel <NUM>, and the dash lower panel <NUM> is provided with the dash lower panel reinforcing rib. The dash lower panel reinforcing rib and the dash middle cross member <NUM> are separated by the dash lower panel <NUM> and partially overlap, such that the impact force transmitted to the dash panel <NUM> can be transmitted by means of the dash lower panel reinforcing rib. The dash lower panel reinforcing rib can transmit the impact force to the floor upper longitudinal beam <NUM>, and the floor upper longitudinal beam <NUM> can further transmit the impact force to the seat front cross member <NUM>. The seat front cross member <NUM> can transmit the impact force to both sides thereof, such that the seat front cross member <NUM> can transmit a part of the impact force to the rocker panel <NUM> at the outer side and transmit another part of the impact force to the floor centre aisle <NUM> at the inner side, which can effectively enrich the transmission path of the impact force on the dash panel <NUM> and the floor, effectively disperse the impact force and improve the crash performance of the vehicle.

It should be noted that the seat rear cross member <NUM> is connected between the floor centre aisle <NUM> and the rocker panel <NUM>. Thus, a part of force transmitted to the floor centre aisle <NUM> and the rocker panel <NUM> can also be transmitted backwards to the seat rear cross member <NUM>, thereby further enriching the transmission path.

In summary, the number of the force transmission paths on the dash panel <NUM> is generally five, the first path is the dash middle cross member <NUM>, the second path is the dash upper cross member <NUM>, the dash lower vertical member <NUM>, and the dash centre aisle <NUM>, the third path is the dash lower panel reinforcing rib and the floor upper longitudinal beam <NUM>, the fourth path is the connecting piece <NUM> and the side wall <NUM>, and the fifth path is the A-pillar <NUM> and the side wall <NUM>.

In the direction of the floor, the rear end of the front longitudinal beam <NUM> is also connected to the rocker panel <NUM>, the front floor longitudinal beam <NUM>, and the floor centre aisle <NUM>. As illustrated in <FIG>, the rocker panel <NUM>, the front floor longitudinal beam <NUM>, and the floor centre aisle <NUM> are arranged in a trifurcate structure. Specifically, a front torsion box <NUM> is arranged between the rocker panel <NUM> and the rear end of the front longitudinal beam <NUM>, and the centre aisle connecting plate <NUM> is arranged between the floor centre aisle <NUM> and the rear end of the front longitudinal beam <NUM>.

Thus, the impact force transmitted to the rear end of the front longitudinal beam <NUM> can be further transmitted in three directions, in one direction, the force is transmitted to the rocker panel <NUM>, in another one direction, the force is transmitted to the front floor longitudinal beam <NUM>, and in the last one direction, the force is transmitted to the floor centre aisle <NUM>. The rocker panel <NUM> and the front floor longitudinal beam <NUM> can transmit the force backwards to the rear floor longitudinal beam <NUM>. The floor centre aisle <NUM> is provided with the centre aisle force transmission path <NUM>, and the centre aisle force transmission path <NUM> can transmit the force to the rear floor longitudinal beam <NUM> by means of the rear floor longitudinal beam <NUM>. The rear floor longitudinal beam <NUM> then transmits the force backwards to the subframe. The transmission path of the impact force on the floor can be obviously enriched, thereby effectively resolving the applied force and enhancing the impact force.

In summary, there are roughly four force transmission paths on the floor, the first path is the front torsion box <NUM>, the rocker panel <NUM>, and the rear floor longitudinal beam <NUM>, the second path is the front floor longitudinal beam <NUM>, and the rear floor longitudinal beam <NUM>, the third path is the centre aisle connecting plate <NUM>, the rear floor cross member <NUM>, and the rear floor longitudinal beam <NUM>, and the fourth path is the floor upper longitudinal beam <NUM>, the seat front cross member <NUM>, the rocker panel <NUM>, and the rear floor longitudinal beam <NUM>.

In summary, when the vehicle body <NUM> of the present disclosure is in vehicle frontal crash, the impact force can be transmitted from the front impact beam <NUM> to the rear subframe, such that the force transmission path is long, the force transmission effect is good, more force transmission paths are provided, and the force resolving effect is better, thus the structure reliability of the vehicle body <NUM> can be effectively improved, and the crash performance of the vehicle can be improved.

It should be noted that the above-mentioned contents are illustrated by taking the vehicle in frontal crash as an example, but those skilled in the art should be clearly informed of the transmission process in side crash according to the above-mentioned contents.

For example, when the vehicle is in side crash, the impact force can be transmitted to the A-pillar <NUM> by means of the side wall <NUM>, and the A-pillar <NUM> transmits the impact force to the front longitudinal beam <NUM> by means of a plurality of force transmission paths. The A-pillar <NUM> can also transmit the impact force to the dash panel <NUM>, and the dash panel <NUM> transmits the force to the floor by means of a plurality of force transmission paths.

For another example, when the vehicle is in side crash, the impact force can be transmitted forwards to the front longitudinal beam <NUM> by means of the rocker panel <NUM>, and the front longitudinal beam <NUM> can transmit the force to the A-pillar <NUM> by means of a plurality of force transmission paths. The impact force can also be transmitted backwards to the subframe by means of the rear floor longitudinal beam <NUM>.

Claim 1:
A vehicle body (<NUM>), comprising:
a front longitudinal beam (<NUM>);
a first bracket (<NUM>) extending in a left-right direction and having an inner end connected to an outer side of the front longitudinal beam (<NUM>);
an upper side beam (<NUM>) having a front lower end connected to an outer end of the first bracket (<NUM>), and the front lower end obliquely extending upwards from a front to a rear;
a front floor longitudinal beam (<NUM>) having a front end connected to a rear end of the front longitudinal beam (<NUM>) and having a linear configuration;
a rocker panel (<NUM>) having a front end connected to a rear end of the front longitudinal beam (<NUM>); and
a rear floor longitudinal beam (<NUM>) connected to a rear end of the front floor longitudinal beam (<NUM>) and connected to a rear end of the rocker panel (<NUM>) to make the front floor longitudinal beam (<NUM>), the rocker panel (<NUM>) and the rear floor longitudinal beam (<NUM>) forming a closed-loop force transmission structure,
characterized in that the first bracket (<NUM>) comprises a first bracket plate (<NUM>) and a second bracket plate (<NUM>), the first bracket plate (<NUM>) is in a shape of U, and the second bracket plate (<NUM>) is fixed to an opening of the first bracket plate (<NUM>) and seals the opening.