Non-bearing type vehicle body column collision performance improving structure

Abstract

The invention provides a non-bearing type vehicle body column collision performance improving structure which comprises a doorsill outer plate, a doorsill inner plate and a longitudinal beam, a doorsill reinforcing plate is fixedly connected to the inner wall of the doorsill outer plate, and a doorsill reinforcing beam is fixedly connected to the inner side of the doorsill reinforcing plate; the lower side wall of the doorsill inner plate is fixedly connected with a first energy absorption box, the outer side of the longitudinal beam is fixedly connected with a second energy absorption box, and the second energy absorption box faces the doorsill inner plate and the first energy absorption box. The problem that an existing non-bearing type vehicle body structure cannot meet the column collision requirement is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile bodies, and in particular to a non-load-bearing body column collision performance improvement structure. Background Art

[0002] In recent years, with the rapid development of automobiles, the requirements for automobile safety have become more and more stringent. The safety index of some models is required to meet domestic five-star and international five-star standards. Some existing non-load-bearing body models do not have a reinforcement structure between the door sill and the body longitudinal beam. During the column impact test, the door sill broke and the body intrusion exceeded the allowable range. The existing body structure cannot meet the column impact requirements, and it is urgent to improve the column impact performance through effective solutions. Therefore, it is necessary to invent a new non-load-bearing body column impact performance improvement structure. Summary of the invention

[0003] The purpose of the present invention is to provide a structure for improving the performance of a non-load-bearing vehicle body in a pole collision, so as to solve the problem that the design of some existing non-load-bearing vehicles is not reasonable and the vehicle body structure cannot meet the pole collision requirements.

[0004] The technical solution adopted by the present invention to solve its technical problem is:

[0005] A non-load-bearing vehicle body pillar impact performance improvement structure comprises a rocker outer panel, a rocker inner panel and a longitudinal beam, wherein a rocker reinforcement plate is fixedly connected to the inner wall of the rocker outer panel, and the inner side of the rocker reinforcement plate is fixedly connected to the rocker reinforcement beam; a first energy absorption box is fixedly connected to the lower side wall of the rocker inner panel, and a second energy absorption box is fixedly connected to the outer side of the longitudinal beam, and the second energy absorption box faces the rocker inner panel and the first energy absorption box.

[0006] Preferably, in combination with the above solution, a reinforcing plate with a “well”-shaped structure is fixedly provided inside the door sill reinforcement beam, so that the interior of the door sill reinforcement beam is separated into a plurality of independent cavities.

[0007] Preferably, in combination with the above solution, the lower wall of the door sill reinforcement beam is inclined and gradually transitions from low to high along the direction from the outside of the vehicle to the inside of the vehicle.

[0008] Preferably, in combination with the above solution, a first buffer gap is provided between the sill reinforcement beam and the sill inner plate.

[0009] Preferably, in combination with the above solution, the side wall of the first energy absorption box gradually transitions from low to high in a direction from outside the vehicle to inside the vehicle.

[0010] Preferably, in combination with the above solution, a plurality of groups of first reinforcing partitions are arranged at fixed intervals on the inner wall of the first energy absorption box.

[0011] Preferably, in combination with the above solution, a number of groups of second reinforcing partitions are fixedly arranged at intervals on the inner wall of the second energy absorption box.

[0012] Preferably, in combination with the above solution, connecting edges are bent at one ends of the second energy absorption box and the second reinforcing partitions facing the longitudinal beam, and the connecting edges are fixedly connected to the outer side wall of the longitudinal beam.

[0013] Preferably, in combination with the above solution, a buffer gap is provided between the inner panel of the sill, the first energy absorption box and the second energy absorption box.

[0014] Preferably, in combination with the above solution, the longitudinal beam is a tube beam formed by internal high-pressure bulging, and two groups of internal reinforcing plates are fixedly connected in the longitudinal beam. The cross-section of the longitudinal beam after being connected with the reinforcing plates is an "eye" shaped structure.

[0015] The beneficial effects of the present invention: A non-load-bearing vehicle body column collision improvement structure of the present invention can fully meet the requirements of column collision regulations. Through the design of the force transmission path, external forces can be effectively conducted to the vehicle frame for force decomposition, thereby reducing the damage to the passenger compartment and reducing the injury to the occupants. The crashworthiness and safety of the whole vehicle are improved through ingenious design.

[0016] Hereinafter, the present invention will be described in more detail in conjunction with the drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a top view of the vehicle body structure in the present invention.

[0018] Figure 2 It is an axonometric view of the vehicle body structure in the present invention.

[0019] Figure 3 It is an axonometric sectional view of the vehicle body structure in the present invention.

[0020] Figure 4 It is a sectional view of the vehicle body structure in the present invention.

[0021] Figure 5 It is a structural diagram of the first energy absorption box in the present invention.

[0022] Figure 6 It is a structural diagram of the second energy absorption box in the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] As Figures 1 to 4A non-load-bearing vehicle body pillar impact performance improvement structure shown in the figure includes a threshold outer panel 1, a threshold inner panel 3, and a longitudinal beam 7. A threshold reinforcement plate 2 is fixedly connected to the inner wall of the threshold outer panel 1. The threshold reinforcement plate 2 is fixedly connected to the threshold outer panel 1 by welding. A threshold reinforcement beam 4 is fixedly connected to the inner side of the threshold reinforcement plate 2. The threshold reinforcement beam 4 and the threshold reinforcement plate 2 are fixedly connected by bolts and adhesives. A convex welding nut can be designed on the threshold reinforcement plate 2, and a bolt installation tool through hole can be designed on the threshold reinforcement beam 4. In addition, in order to prevent the risk of abnormal noise between the threshold reinforcement beam 4 and the threshold reinforcement plate 2, structural adhesive can be applied between the two bonding surfaces to connect and solve the abnormal noise.

[0024] A first energy absorbing box 5 is fixedly connected to the lower side wall of the rocker inner panel 3 , and a second energy absorbing box 6 is fixedly connected to the outer side of the longitudinal beam 7 . The second energy absorbing box 6 faces the rocker inner panel 3 and the first energy absorbing box 5 .

[0025] In order to show the overall structure of the vehicle body, the figure also shows the vehicle body floor 8 and the seat crossbeam 9. During the column impact test, the impact force can be transmitted to the longitudinal beam 7 through the threshold outer panel 1, the threshold reinforcement panel 2, the threshold reinforcement beam 4, the threshold inner panel 3, the first energy absorption box 5, and the second energy absorption box 6 in sequence, which can greatly reduce the damage caused by the impact to the vehicle body. The structure has passed the column impact analysis, the dummy survival space meets the target value, and there is no obvious bending risk of the vehicle body.

[0026] In order to increase the structural rigidity of the threshold reinforcement beam 4, a "well"-shaped reinforcement plate is fixedly arranged inside the threshold reinforcement beam 4, so that the interior of the threshold reinforcement beam 4 is divided into multiple independent cavities. The reinforcement plate and multiple independent cavities can better absorb the energy of the collision and improve the crash resistance. The threshold reinforcement beam 4 can use an aluminum alloy profile with a uniform cross-section, and its length covers the entire threshold.

[0027] In order to increase the structural rigidity of the sill reinforcement beam 4, the lower wall of the sill reinforcement beam 4 is inclined and gradually transitions from low to high along the direction from outside to inside the vehicle, which can effectively solve the problem of welding point tearing after the inner and outer sill columns collide with each other.

[0028] In order to leave a buffer gap for collision deformation of parts and reduce damage to the vehicle body, a first buffer gap is set between the threshold reinforcement beam 4 and the threshold inner plate 3, and the first buffer gap is 5 mm.

[0029] like Figure 5 As shown, in order to increase the structural rigidity of the first energy absorption box 5, the side wall of the first energy absorption box 5 gradually transitions from low to high from the outside of the vehicle to the inside of the vehicle, so that the first energy absorption box 5 forms a nearly triangular reinforcement structure. The thickness of the first energy absorption box 5 is 2 mm, and the material of the first energy absorption box 5 can be HC340 steel.

[0030] In order to increase the structural rigidity of the first energy absorption box 5 and improve the energy absorption performance, a plurality of first reinforcement baffles 51 are fixedly arranged on the inner wall of the first energy absorption box 5. The thickness of the first reinforcement baffles 51 is 2 mm, and the material of the first reinforcement baffles 51 can be HC340 steel.

[0031] like Figure 6 As shown, in order to increase the structural rigidity of the second energy absorption box 61 and improve the energy absorption performance, a plurality of groups of second reinforcement baffles 61 are fixedly arranged on the inner wall of the second energy absorption box 6. The thickness of the second energy absorption box 6 and the second reinforcement baffles 61 are both 2 mm. The second energy absorption box 6 and the second reinforcement baffles 61 can be made of 610L steel.

[0032] In order to better realize the force transmission path, the second reinforcing baffles 61 and the first reinforcing baffles 51 are in a straight line, that is, the three groups of second reinforcing baffles 61 are respectively arranged corresponding to the three groups of first reinforcing baffles 51.

[0033] In order to better fix the second energy absorption box 6 on the longitudinal beam 7 , the second energy absorption box 6 and the second reinforcement partition 61 are bent at one end facing the longitudinal beam 7 to form a connecting edge 62 , and the connecting edge 62 is fixedly connected to the outer side wall of the longitudinal beam 7 .

[0034] In order to leave a buffer gap for collision deformation of parts and reduce damage to the vehicle body, a second buffer gap 10 is provided between the rocker inner panel 3, the first energy absorption box 5 and the second energy absorption box 6. The second buffer gap 10 is 20 mm.

[0035] In order to strengthen the overall structure of the longitudinal beam 7, the longitudinal beam 7 is a tubular beam structure formed by internal high pressure (hydraulic) expansion. Two sets of internal reinforcement plates 71 are fixedly connected to the longitudinal beam 7. The cross section of the longitudinal beam 7 and the reinforcement plate 71 after connection is a "mesh"-shaped structure, which makes the overall rigidity of the longitudinal beam 7 higher. The thickness of the longitudinal beam 7 and the internal reinforcement plate 71 are 4mm and 3mm respectively. Both the longitudinal beam 7 and the internal reinforcement plate 71 can be made of 610L steel.

[0036] In the description of the present invention, it should be understood that the terms such as "center", "longitudinal", "lateral", "vertical", "horizontal", "up", "down", "front", "back", "left", "right", "bottom", "inside", "outside", "top", "one end", "one side", "two ends", "both sides" and the like indicate the orientation or position relationship based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0038] The present invention is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-mentioned method. As long as various improvements made by adopting the method concept and technical solution of the present invention, or directly applied to other occasions, they all fall within the protection scope of the present invention.

Claims

1. A non-load-bearing vehicle body pillar impact performance improvement structure, comprising a sill outer panel (1), a sill inner panel (3), and a longitudinal beam (7), wherein: A sill outer panel (1) has a sill reinforcement plate (2) fixedly connected to the inner wall thereof, and a sill reinforcement beam (4) is fixedly connected to the inner side of the sill reinforcement plate (2); a first energy-absorbing box (5) is fixedly connected to the lower side wall of the sill inner panel (3), and a second energy-absorbing box (6) is fixedly connected to the outer side of the longitudinal beam (7), and the second energy-absorbing box (6) faces the sill inner panel (3) and the first energy-absorbing box (5).

2. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: A reinforcing plate with a "well" - shaped structure is fixedly arranged inside the sill reinforcement beam (4), so that a plurality of independent cavities are separated inside the sill reinforcement beam (4).

3. The rocker reinforcement plate assembly structure according to claim 2, characterized in that: The lower wall of the sill reinforcement beam (4) is inclined and gradually transitions from low to high along the direction from outside the vehicle to inside the vehicle.

4. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: A first buffer gap (9) is provided between the sill reinforcement beam (4) and the sill inner panel (3).

5. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: The side wall of the first energy-absorbing box (5) gradually transitions from low to high along the direction from outside the vehicle to inside the vehicle.

6. The rocker reinforcement plate assembly structure according to claim 5, characterized in that: A number of groups of first reinforcing partitions (51) are fixedly arranged at intervals on the inner wall of the first energy-absorbing box (5).

7. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: A number of groups of second reinforcing partitions (61) are fixedly arranged at intervals on the inner wall of the second energy-absorbing box (6).

8. The rocker reinforcement plate assembly structure according to claim 7, characterized in that: At one end of the second energy-absorbing box (6) and the second reinforcing partitions (61) facing the longitudinal beam (7), connection edges (62) are bent and arranged, and the connection edges (62) are fixedly connected to the outer side wall of the longitudinal beam (7).

9. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: A second buffer gap (10) is provided between the sill inner panel (3), the first energy-absorbing box (5) and the second energy-absorbing box (6).

10. The rocker reinforcement plate assembly structure according to claim 1, characterized in that: The longitudinal beam (7) is a tube beam formed by internal high-pressure bulging, and two groups of internal reinforcing plates (71) are fixedly connected in the longitudinal beam (7), and the cross-section of the longitudinal beam (7) after being connected with the reinforcing plates (71) is a "mesh" - shaped structure.

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