Vehicle body structure and vehicle

Abstract

The present invention discloses a vehicle body structure and an automobile, including an A-pillar, a door assembly, an engine compartment assembly, and an upper longitudinal beam of the engine compartment. It further includes an upper longitudinal beam reinforcement plate, a first anti-collision beam, and a second anti-collision beam. The front end of the upper longitudinal beam reinforcement plate is connected to the middle part of the upper longitudinal beam of the engine compartment, and the rear end of the upper longitudinal beam reinforcement plate is connected to the engine compartment assembly. The upper longitudinal beam of the engine compartment and the upper longitudinal beam reinforcement plate form a first triangular area on the engine compartment assembly. The first anti-collision beam and the second anti-collision beam are installed on the door assembly along the front-rear direction of the vehicle body, and the first anti-collision beam is located above the second anti-collision beam. By improving the force transmission structure and increasing the force transmission path during a collision, the present invention solves the problem that the small overlap collision performance of existing automobiles does not meet the standard, and the problem of heavy vehicle body weight and high cost caused by strengthening the local structure of the vehicle body. Moreover, it avoids the problem that the connection between the wheel and the chassis during a collision causes an impact on the vehicle body by the chassis.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and particularly to a vehicle body structure and an automobile including the same. Background Art

[0002] With the continuous development of the automobile industry, people's attention to automobile collision safety has also become higher and higher. After 2018, C-IASI (full Chinese name: China Insurance Automotive Safety Index, full English name: CHINA INSURANCE AUTOMOTIVE SAFETY INDEX) introduced the evaluation procedures of IIHS (full Chinese name: Insurance Institute for Highway Safety, full English name: Insurance Institute for Highway Safety) into the evaluation system of automobiles. Among them, the small overlap frontal crash is one of the key items of C-IASI. In the 25% small overlap frontal crash test, the vehicle impacts a fixed rigid barrier at a speed of 64.4±1 km / h and an overlap rate of 25%±1%, and it is required that the deformation of the occupant compartment after the collision is as small as possible.

[0003] At present, domestic automobile manufacturers lack countermeasures to improve the small overlap frontal crash performance, and the small overlap frontal crash performance often fails to meet the standards. The current traditional countermeasure is to increase the strength of the local structure of the vehicle body in order to reduce the deformation of the vehicle body in the small overlap frontal crash, but the consequence of doing so is often that the A-pillar cannot achieve the ideal effect or the vehicle body is relatively heavy.

[0004] A vehicle body in the prior art includes a floor, on which floor longitudinal beams and outer side panels are provided. An A-pillar is fixedly arranged inside the outer side panel. The rear ends of the front longitudinal beams are respectively fixed to the floor, the A-pillar and the front bulkhead. An auxiliary front longitudinal beam is fixed below the front longitudinal beam. A front bumper beam is arranged at the front end of the front longitudinal beam and a front end auxiliary bumper beam is arranged at the front end of the auxiliary front longitudinal beam. A rear longitudinal beam is arranged on the floor. The first to third rear cross beams are spaced apart front and rear. The lower end of the C-pillar is configured with a C-pillar lower front connection part and a C-pillar lower rear connection part. The C-pillar lower front connection part is fixed to the rear longitudinal beam and the second rear cross beam, and the C-pillar lower rear connection part is fixed to the rear longitudinal beam and the third rear cross beam. The two ends of the roof rear cross beam are respectively fixed to the upper ends of the left and right C-pillars, so as to achieve the purpose of strengthening the vehicle body structure and improving the small overlap frontal crash performance of the automobile.

[0005] The above technical solution improves the small overlap frontal crash performance of the automobile by strengthening the local structure of the vehicle body, resulting in a relatively heavy vehicle body weight, a relatively high cost, and an insignificant improvement in the small overlap frontal crash performance. Summary of the Invention

[0006] The present invention provides a vehicle body structure and an automobile, which are used to solve the problems that the small offset collision performance of existing automobiles does not meet the standards, and the vehicle body weight is relatively heavy and the vehicle body cost is relatively high due to the strengthening of local vehicle body structures.

[0007] To solve the above technical problems, the technical solution provided by the present invention is: a vehicle body structure, which includes an A-pillar, a door assembly, an engine compartment assembly and an upper longitudinal beam of the engine compartment. It further includes an upper longitudinal beam reinforcement plate, a first anti-collision beam and a second anti-collision beam. The front end of the upper longitudinal beam reinforcement plate is connected to the middle part of the upper longitudinal beam of the engine compartment, and the rear end of the upper longitudinal beam reinforcement plate is connected to the engine compartment assembly. The upper longitudinal beam of the engine compartment and the upper longitudinal beam reinforcement plate form a first triangular area on the engine compartment assembly.

[0008] The first anti-collision beam and the second anti-collision beam are installed on the door assembly along the front-rear direction of the vehicle body, and the first anti-collision beam is located above the second anti-collision beam.

[0009] Preferably, the first anti-collision beam is inclined downward towards the rear of the vehicle body and is arranged on the door assembly. The first anti-collision beam and the lower border of the window form a second triangular area on the door assembly.

[0010] Preferably, the second anti-collision beam and the upper longitudinal beam reinforcement plate are on the same straight line, and the cross-sections of the first anti-collision beam and the second anti-collision beam are irregular concave-convex structures.

[0011] Preferably, the present invention further includes a third anti-collision beam located below the second anti-collision beam, and the third anti-collision beam is installed on the door assembly along the front-rear direction of the vehicle body.

[0012] Preferably, the second anti-collision beam and the third anti-collision beam form a third triangular area on the door assembly and the third anti-collision beam is horizontally installed.

[0013] Preferably, the front end of the first anti-collision beam is threadedly connected to the door assembly at a position close to the upper hinge installation point, and the front end of the third anti-collision beam is threadedly connected to the door assembly at a position close to the lower hinge installation point.

[0014] Preferably, the rear ends of the first anti-collision beam, the second anti-collision beam and the third anti-collision beam are all welded to the door assembly, and the rear ends of the second anti-collision beam and the third anti-collision beam are connected together.

[0015] Preferably, the present invention further includes an A-pillar reinforcement block. The A-pillar reinforcement block is fixedly connected to the A-pillar at a position close to the lower hinge installation point, and a card slot for clamping with the edge of the A-pillar is provided at the middle position of the A-pillar reinforcement block. Further, the A-pillar reinforcement block and the third anti-collision beam are on the same straight line.

[0016] Preferably, the A-pillar reinforcement block is a casting. The middle part of the A-pillar reinforcement block is a tapered block protruding relative to its two ends, and the card slot at the middle position of the A-pillar reinforcement block penetrates through the bottom surface of the tapered block.

[0017] Preferably, the present invention further includes a fourth anti-collision beam, which is installed in front of the engine compartment assembly. Further, the fourth anti-collision beam is bent away from the engine compartment assembly, and the radius of curvature at both ends of the fourth anti-collision beam is smaller than that of the middle part thereof.

[0018] Preferably, the radius of curvature at both ends of the fourth anti-collision beam is 100 - 140 mm, and the radius of curvature of the middle part of the fourth anti-collision beam is 2500 - 2900 mm.

[0019] Another object of the present invention is to provide a vehicle, which includes the body structure as described above.

[0020] Implementing a body structure and a vehicle according to an embodiment of the present invention has the following beneficial effects:

[0021] Utilize the upper longitudinal beam reinforcement plate, the first anti-collision beam and the second anti-collision beam to improve the force transmission structure and increase the force transmission path during a collision. Among them, the upper longitudinal beam reinforcement plate and the upper longitudinal beam of the engine compartment form a first triangular area, which is beneficial to decompose the collision force and transmit it to the rear, improving the performance of the vehicle in a small overlap frontal collision.

[0022] Thus, the present invention solves the problems that the small overlap frontal collision performance of existing vehicles does not meet the standards, and the body weight is relatively heavy and the cost is relatively high due to the strengthening of local body structures.

[0023] Further, the first anti-collision beam and the door assembly form a second triangular force-receiving area, and the second anti-collision beam and the third anti-collision beam form a third triangular area on the door assembly. Thus, the collision force can be further decomposed and transmitted to the rear, improving the performance of the vehicle in a small overlap frontal collision.

[0024] Further, the present invention provides a fourth anti-collision beam in front of the engine compartment assembly, so that when a small overlap frontal collision occurs, an outward component force is applied to the barrier through the two ends of the fourth anti-collision beam, avoiding rigid contact between the barrier and the body, reducing the impact of the chassis on the body, and thus improving the performance of the small overlap frontal collision.

[0025] Further, the present invention also clamps an A-pillar reinforcement block at the edge of the A-pillar to improve the stiffness of the body, and is beneficial to cutting off the connection between the wheel and the chassis when a small overlap frontal collision occurs, reducing the impact of the chassis on the body, reducing the deformation of the occupant compartment, and thus improving the performance of the small overlap frontal collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a side view of the body structure in an embodiment of the present invention;

[0027] Figure 2 is a schematic diagram of the force transmission path in an embodiment of the present invention;

[0028] Figure 3 is the top view of the vehicle body structure in the embodiment of the present invention;

[0029] Figure 4 is the schematic diagram of the A-pillar reinforcement block in the embodiment of the present invention;

[0030] Figure 5 is the schematic diagram of the first anti-collision beam and the second anti-collision beam in the embodiment of the present invention;

[0031] Figure 6 is the cross-sectional schematic diagram of the first anti-collision beam and the second anti-collision beam in the embodiment of the present invention;

[0032] Figure 7 is the installation schematic diagram of the A-pillar reinforcement block in the embodiment of the present invention.

[0033] Explanation of reference numerals:

[0034] 1. A-pillar, 2. Door assembly, 21. Lower window frame, 3. Engine compartment assembly, 41. Upper longitudinal beam of engine compartment, 42. Upper longitudinal beam reinforcement plate, 51. First anti-collision beam, 52. Second anti-collision beam, 53. Third anti-collision beam, 54. Fourth anti-collision beam, 6. A-pillar reinforcement block, 61. Card slot, 62. Tapered block; 7. B-pillar, 8. Wheel;

[0035] A. First triangular area, B. Second triangular area, C. Third triangular area. Detailed implementation manners

[0036] The following combines the accompanying drawings and embodiments to further describe in detail the specific implementation manners of the present invention. The following embodiments are used to illustrate the present invention, but are not used to limit the scope of the present invention.

[0037] In the description of the present invention, it should be understood that the terms "first", "second", etc. are used in the present invention to describe various information, but these information should not be limited to these terms, and these terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the present invention, "first" information may also be referred to as "second" information, and similarly, "second" information may also be referred to as "first" information.

[0038] It should be noted that the attached drawings of this solution are only schematic diagrams of the principle system, and do not show all the components of the vehicle body structure. Adding components to this system, the core principle is still the same as this solution.

[0039] Combined with Figure 1As shown in the figure, an embodiment of the present invention provides a vehicle body structure, which includes an A-pillar 1, a door assembly 2, an engine compartment assembly 3, and an engine compartment upper longitudinal beam 41. It further includes an upper longitudinal beam reinforcement plate 42, a first anti-collision beam 51, and a second anti-collision beam 52. Through these settings, the force transmission structure of the vehicle body can be improved and the force transmission path during a collision can be increased.

[0040] Among them, the front end of the upper longitudinal beam reinforcement plate 42 is connected to the middle part of the engine compartment upper longitudinal beam 41, and the rear end of the upper longitudinal beam reinforcement plate 42 is connected to the engine compartment assembly 3. The engine compartment upper longitudinal beam 41 and the upper longitudinal beam reinforcement plate 42 form a first triangular area A on the engine compartment assembly 3. The first anti-collision beam 51 and the second anti-collision beam 52 are installed on the door assembly 2 along the front-rear direction of the vehicle body, and the first anti-collision beam 51 is located above the second anti-collision beam 52.

[0041] Based on the above technical solutions: a vehicle body structure is proposed, which uses the upper longitudinal beam reinforcement plate 42, the first anti-collision beam 51, and the second anti-collision beam 52 to improve the force transmission structure and increase the force transmission path during a collision, as Figure 2 shown. Figure 2 The white arrow in the figure is the force transmission direction. Among them, the upper longitudinal beam reinforcement plate 42 and the engine compartment upper longitudinal beam 41 form a first triangular area A, so that the collision force of a small overlap collision is transmitted to the first triangular area A through the front part of the engine compartment upper longitudinal beam 41. The first triangular area A decomposes the transmitted collision force and transmits it to the rear part, improving the performance of the vehicle in a small overlap collision.

[0042] As Figure 2 shown, in this embodiment, the first anti-collision beam 51 is inclined downward towards the rear of the vehicle body and is arranged on the door assembly 2. The first anti-collision beam 51 and the lower window frame 21 form a second triangular area B on the door assembly 2. The second triangular area B divides the collision force transmitted from the rear part of the engine compartment upper longitudinal beam 41 into two parts, one part is transmitted along the lower window frame 21, and the other part is transmitted along the first anti-collision beam 51.

[0043] As Figure 1 shown, in this embodiment, the second anti-collision beam 52 and the upper longitudinal beam reinforcement plate 42 are on the same straight line, which is beneficial to transmitting the collision force transmitted through the upper longitudinal beam reinforcement plate 42 to the rear. And the cross-sections of the first anti-collision beam 51 and the second anti-collision beam 52 are irregular concave-convex structures, which is beneficial to improving the stiffness of the first anti-collision beam 51 and the second anti-collision beam 52 and improving the energy absorption effect of the vehicle.

[0044] As Figure 1 and Figure 2As shown in the figure, in this embodiment, a third anti-collision beam 53 is disposed below the second anti-collision beam 52. The third anti-collision beam 53 is installed on the door assembly 2 along the front-rear direction of the vehicle body. The second anti-collision beam 52 and the third anti-collision beam 53 form a third triangular region C on the door assembly 2. The triangular structure is beneficial to bearing the collision force transmitted from the upper longitudinal beam reinforcement plate 42 and transmitting the collision force to the B-pillar 7 and the vehicle sill position (not marked in the figure). Preferably, in order to improve the stiffness of the third anti-collision beam 53, the third anti-collision beam 53 is horizontally installed.

[0045] In this embodiment, the front end of the first anti-collision beam 51 is threadedly connected to the door assembly 2 at a position close to the upper hinge installation point, and the front end of the third anti-collision beam 53 is threadedly connected to the door assembly 2 at a position close to the lower hinge installation point. The rear ends of the first anti-collision beam 51, the second anti-collision beam 52, and the third anti-collision beam 53 are all welded to the door assembly 2, and the rear ends of the second anti-collision beam 52 and the third anti-collision beam 53 are connected together, improving the stiffness of the door hinge installation point.

[0046] As Figure 3 shown, in this embodiment, a fourth anti-collision beam 54 is further included. The fourth anti-collision beam 54 is connected to the engine compartment assembly 3. The fourth anti-collision beam 54 is installed in front of the engine compartment assembly 3, and the fourth anti-collision beam 54 is bent away from the engine compartment assembly 3. The curvature radii at both ends of the fourth anti-collision beam 54 are smaller than the curvature radius of the middle part thereof. The structural design at both ends of the fourth anti-collision beam 54 enables a component force acting outward to be applied to the barrier during a small-offset collision. At the same time, the reverse force received by the vehicle will cause the vehicle to slide outwards, avoiding rigid contact between the barrier and the vehicle body, causing a large impact force on the vehicle body, reducing the impact on the vehicle body by the chassis, and thus improving the performance of small-offset collisions.

[0047] In this embodiment, the curvature radii at both ends of the fourth anti-collision beam 54 are: 100 - 140 mm, preferably: 110, 120, 130 mm, and the curvature radius of the middle part of the fourth anti-collision beam 54 is: 2500 - 2900 mm, preferably 2600, 2700, 2800 mm, so as to achieve the purpose of avoiding rigid collision between the barrier and the vehicle body.

[0048] As Figure 4 and Figure 7 shown, in this embodiment, an A-pillar reinforcement block 6 is further included. The A-pillar reinforcement block 6 is fixedly connected to the A-pillar at a position close to the lower hinge installation point, and a card slot 61 for engaging with the edge of the A-pillar 1 is provided at the middle position of the A-pillar reinforcement block 6, which is beneficial to improving the stiffness of the vehicle body. At the same time, the A-pillar reinforcement block 6 is in a straight line with the third anti-collision beam 53, which is beneficial to decomposing and transmitting the collision force backward during a small-offset collision.

[0049] In this embodiment, the A-pillar reinforcement block 6 is a casting, and its middle part is a tapered block 62 protruding relative to its two ends. The two ends of the A-pillar reinforcement block 6 are threadedly connected to the two sides of the A-pillar 1. The card slot 61 at the middle position penetrates through the bottom surface of the tapered block 62, and the card slot 61 is clamped with the edge of the A-pillar 1. When a small offset collision occurs and the fourth anti-collision beam 54 is crushed to a certain extent, the vehicle subframe and the wheel 8 will move backward and collide with the top surface of the tapered block 62 protruding from the middle part of the A-pillar reinforcement block 6, resulting in the cut-off of the connection between the wheel 8 and the vehicle body, avoiding the rigid collision between the subframe, the wheel hub and the vehicle body, and greatly reducing the force on the vehicle body.

[0050] In addition, an embodiment of the present invention further provides a vehicle, which includes the vehicle body structure as described above.

[0051] In summary, the present invention proposes a vehicle body structure, which uses the upper longitudinal beam reinforcement plate 42, the first anti-collision beam 51 and the second anti-collision beam 52 to improve the force transmission structure and increase the force transmission path during a collision. As Figure 2 shown, the upper longitudinal beam reinforcement plate 42 and the upper longitudinal beam 41 of the engine compartment form a first triangular area A, so that the collision force of a small offset collision is transmitted to the first triangular area A through the front part of the upper longitudinal beam 41 of the engine compartment. The first triangular area A divides the transmitted collision force into three parts, namely: transmitted to the upper part of the A-pillar 1, transmitted to the second triangular area B through the rear part of the upper longitudinal beam 41 of the engine compartment, and transmitted to the third triangular area C through the upper longitudinal beam reinforcement plate 42, thereby decomposing the collision force and transmitting it to the rear part, improving the performance of the vehicle in a small offset collision, and solving the problems that the performance of the existing vehicle in a small offset collision does not meet the standard, and the vehicle body weight is heavy and the cost is high due to the strengthening of the local structure of the vehicle body.

[0052] Furthermore, the present invention provides a fourth anti-collision beam 54 in front of the engine compartment assembly 3, so that when a small offset collision occurs, an outward component force is applied to the barrier through the two end positions of the fourth anti-collision beam 54, avoiding the rigid contact between the barrier and the vehicle body, reducing the impact of the chassis on the vehicle body, and further improving the performance of the small offset collision.

[0053] Furthermore, the present invention also adds an A-pillar reinforcement block 6 at the A-pillar connection to improve the stiffness of the vehicle body, and is conducive to cutting off the connection between the wheel 8 and the chassis when a small offset collision occurs, reducing the impact of the chassis on the vehicle body, and further reducing the deformation of the passenger compartment, improving the performance of the small offset collision.

[0054] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and substitutions can be made, and these improvements and substitutions should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle body structure, including an A-pillar, a door assembly, an engine compartment assembly and an upper longitudinal beam of the engine compartment, characterized in that, it further includes an upper longitudinal beam reinforcement plate, an A-pillar reinforcement block, a first anti-collision beam and a second anti-collision beam. The front end of the upper longitudinal beam reinforcement plate is connected to the middle part of the upper longitudinal beam of the engine compartment, and the rear end of the upper longitudinal beam reinforcement plate is connected to the engine compartment assembly. The upper longitudinal beam of the engine compartment and the upper longitudinal beam reinforcement plate form a first triangular area on the engine compartment assembly; The first anti-collision beam and the second anti-collision beam are installed on the door assembly along the front-rear direction of the vehicle body, and the first anti-collision beam is located above the second anti-collision beam; the A-pillar reinforcement block is fixedly connected to the A-pillar at a position close to the lower hinge mounting point; A card slot for clamping with the edge of the A-pillar is provided at the middle position of the A-pillar reinforcement block. The A-pillar reinforcement block is a casting, and the middle part of the A-pillar reinforcement block is a tapered block protruding relative to its two ends. The card slot penetrates the bottom surface of the tapered block.

2. The vehicle body structure according to claim 1, characterized in that, the first anti-collision beam is inclined downward toward the rear of the vehicle body and is arranged on the door assembly, and the first anti-collision beam and the lower window frame form a second triangular area on the door assembly.

3. The vehicle body structure according to claim 1, characterized in that, the second anti-collision beam and the upper longitudinal beam reinforcement plate are on the same straight line.

4. The vehicle body structure according to claim 1, characterized in that, the cross-sections of the first anti-collision beam and the second anti-collision beam are irregular concave-convex structures.

5. The vehicle body structure according to claim 2, characterized in that, it further includes a third anti-collision beam located below the second anti-collision beam. The third anti-collision beam is installed on the door assembly along the front-rear direction of the vehicle body, and the A-pillar reinforcement block and the third anti-collision beam are on the same straight line.

6. The vehicle body structure according to claim 5, characterized in that, the second anti-collision beam and the third anti-collision beam form a third triangular area on the door assembly, and the third anti-collision beam is horizontally installed.

7. The vehicle body structure according to claim 5, characterized in that, the front end of the first anti-collision beam is threadedly connected to the door assembly at a position close to the upper hinge mounting point; the front end of the third anti-collision beam is threadedly connected to the door assembly at a position close to the lower hinge mounting point.

8. The vehicle body structure according to claim 5, characterized in that, the rear ends of the first anti-collision beam, the second anti-collision beam and the third anti-collision beam are all welded to the door assembly, and the rear ends of the second anti-collision beam and the third anti-collision beam are connected together.

9. The vehicle body structure according to claim 1, characterized in that, it further includes a fourth anti-collision beam, and the fourth anti-collision beam is installed in front of the engine compartment assembly; the fourth anti-collision beam bends away from the engine compartment assembly, and the curvature radii at both ends of the fourth anti-collision beam are smaller than the curvature radius of its middle part.

10. The vehicle body structure according to claim 9, characterized in that, The radius of curvature at both ends of the fourth anti-collision beam is: 100 - 140 millimeters, and the radius of curvature at the middle part of the fourth anti-collision beam is: 2500 - 2900 millimeters.

11. A vehicle, characterized in that it includes the vehicle body structure according to any one of claims 1 - 10.

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