A non-load-bearing body pole impact performance improvement structure

Abstract

This invention provides a non-load-bearing vehicle body structure for improving pole impact performance, comprising an outer sill plate, an inner sill plate, and longitudinal beams. A sill reinforcement plate is fixedly connected to the inner wall of the outer sill plate, and a sill reinforcement beam is fixedly connected to the inner side of the reinforcement plate. A first energy-absorbing box is fixedly connected to the lower side wall of the inner sill plate, and a second energy-absorbing box is fixedly connected to the outer side of the longitudinal beams, with the second energy-absorbing box facing the inner sill plate and the first energy-absorbing box. This invention solves the problem that existing non-load-bearing vehicle body structures cannot meet pole impact requirements.

Description

Technical Field

[0001] This invention relates to the field of automotive body technology, and in particular to a non-load-bearing body pillar impact performance enhancement structure. Background Technology

[0002] In recent years, with the rapid development of the automotive industry, the requirements for vehicle safety have become increasingly stringent, with some models requiring a five-star safety rating both domestically and internationally. Some existing non-load-bearing body models lack reinforcement structures between the door sills and the longitudinal beams, leading to issues such as door sill breakage and excessive body intrusion during pole impact tests. The existing body structure cannot meet pole impact requirements, making it urgent to improve pole impact performance through effective solutions. Therefore, a new structure for improving the pole impact performance of non-load-bearing body models is needed. Summary of the Invention

[0003] The purpose of this invention is to provide a structure for improving the pole impact performance of a non-load-bearing vehicle body, thereby solving the problem that some existing non-load-bearing vehicle body designs are not reasonable enough and the vehicle body structure cannot meet the pole impact requirements.

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

[0005] A non-load-bearing vehicle body pole impact performance improvement structure includes an outer sill plate, an inner sill plate, and a longitudinal beam. A sill reinforcement plate is fixedly connected to the inner wall of the outer sill plate, and a sill reinforcement beam is fixedly connected to the inner side of the sill reinforcement plate. A first energy-absorbing box is fixedly connected to the lower side wall of the inner sill plate, and a second energy-absorbing box is fixedly connected to the outer side of the longitudinal beam. The second energy-absorbing box faces the inner sill plate and the first energy-absorbing box.

[0006] Preferably, in conjunction with the above scheme, the interior of the threshold reinforcement beam is fixedly provided with a "well"-shaped reinforcement plate, which divides the interior of the threshold reinforcement beam into multiple independent cavities.

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

[0008] Preferably, in conjunction with the above scheme, a first buffer gap is provided between the threshold reinforcement beam and the inner threshold plate.

[0009] Preferably, in combination with the above scheme, the sidewall of the first energy-absorbing box gradually transitions from low to high in the direction from the outside of the vehicle to the inside of the vehicle.

[0010] Preferably, in conjunction with the above scheme, a number of sets of first reinforcing partitions are fixedly spaced on the inner wall of the first energy-absorbing 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, and the cross-section after the longitudinal beam is connected to the reinforcing plate is an "eye" shaped structure.

[0015] The beneficial effects of the present invention: A non-carrying 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 transmitted to the vehicle frame for force decomposition, thereby reducing the damage to the occupant 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 with reference to the drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

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

[0020] Figure 4 It is a sectional view of the 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 4The non-load-bearing body pillar impact performance improvement structure shown includes an outer sill plate 1, an inner sill plate 3, and a longitudinal beam 7. A sill reinforcement plate 2 is fixedly connected to the inner wall of the outer sill plate 1. The sill reinforcement plate 2 is fixedly connected to the outer sill plate 1 by welding. A sill reinforcement beam 4 is fixedly connected to the inner side of the sill reinforcement plate 2. The sill reinforcement beam 4 and the sill reinforcement plate 2 are fixedly connected by bolts and adhesive. A projection weld nut can be designed on the sill reinforcement plate 2, and a bolt installation tool through hole can be designed on the sill reinforcement beam 4. In addition, in order to prevent the risk of abnormal noise between the sill reinforcement beam 4 and the sill reinforcement plate 2, structural adhesive can be applied between the two mating surfaces to connect and solve the problem of abnormal noise.

[0024] A first energy-absorbing box 5 is fixedly connected to the lower side wall of the inner sill plate 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 inner sill plate 3 and the first energy-absorbing box 5.

[0025] To demonstrate the overall structure of the vehicle body, the diagram also shows the vehicle floor 8 and seat crossbeam 9. During the pole impact test, the impact force can be transmitted sequentially through the outer sill plate 1, the sill reinforcement plate 2, the sill reinforcement beam 4, the inner sill plate 3, the first energy absorption box 5, and the second energy absorption box 6 to the longitudinal beam 7, which can greatly reduce the damage to the vehicle body caused by the impact. This structure has passed the pole impact analysis, the dummy survival space meets the target value, and there is no obvious risk of bending of the vehicle body.

[0026] To increase the structural rigidity of the sill reinforcement beam 4, a grid-shaped reinforcing plate is fixedly installed inside the sill reinforcement beam 4, dividing the interior of the sill reinforcement beam 4 into multiple independent cavities. The reinforcing plate and multiple independent cavities better absorb energy during collisions, improving impact resistance. The sill reinforcement beam 4 can be made of aluminum alloy profiles with a uniform cross-section, its length covering the entire sill.

[0027] To increase the structural rigidity of the door sill reinforcement beam 4, the lower wall of the door sill reinforcement beam 4 is inclined and gradually transitions from low to high along the direction from outside the vehicle to inside the vehicle, which can effectively solve the problem of weld tearing after the inner and outer door sill posts are subjected to impact.

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

[0029] like Figure 5 As shown, to increase the structural rigidity of the first energy-absorbing box 5, the sidewall of the first energy-absorbing box 5 gradually transitions from low to high from the outside of the vehicle to the inside, forming an approximately triangular reinforcing structure. The thickness of the first energy-absorbing box 5 is 2mm, and the material of the first energy-absorbing box 5 can be HC340 steel.

[0030] To increase the structural stiffness of the first energy absorption box 5 and improve its energy absorption performance, a number of groups of first reinforcing partitions 51 are fixedly arranged at intervals on the inner wall of the first energy absorption box 5. The thickness of the first reinforcing partition 51 is 2 mm, and the material of the first reinforcing partition 51 can be HC340 steel.

[0031] As Figure 6 shown, to increase the structural stiffness of the second energy absorption box 61 and improve its energy absorption performance, a number of groups of second reinforcing partitions 61 are fixedly arranged at intervals on the inner wall of the second energy absorption box 6. The thicknesses of both the second energy absorption box 6 and the second reinforcing partition 61 are 2 mm. The second energy absorption box 6 and the second reinforcing partition 61 can be made of 610L steel.

[0032] To better achieve the force transmission path, the second reinforcing partition 61 and the first reinforcing partition 51 are on the same straight line, that is, three groups of second reinforcing partitions 61 are arranged corresponding to three groups of first reinforcing partitions 51 respectively.

[0033] To better fix the second energy absorption box 6 on the longitudinal beam 7, connecting edges 62 are bent at one ends of the second energy absorption box 6 and the second reinforcing partition 61 facing the longitudinal beam 7, and the connecting edges 62 are fixedly connected to the outer side wall of the longitudinal beam 7.

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

[0035] 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) bulging. Two groups of internal reinforcing plates 71 are fixedly connected in the longitudinal beam 7. The cross-section of the longitudinal beam 7 after being connected with the reinforcing plate 71 is an "eye" - shaped structure, making the overall stiffness of the longitudinal beam 7 higher. The thicknesses of the longitudinal beam 7 and the internal reinforcing plate 71 are 4 mm and 3 mm respectively. The longitudinal beam 7 and the internal reinforcing plate 71 can both be made of 610L steel.

[0036] In the description of this invention, it should be understood that terms such as "center," "longitudinal," "lateral," "vertical," "horizontal," "upper," "lower," "front," "rear," "left," "right," "bottom," "inner," "outer," "top," "one end," "one side," "both ends," and "both sides," indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention. Furthermore, terms such as "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0037] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0038] The present invention has been described above by way of example with reference to the accompanying drawings. It is obvious that the specific implementation of the present invention is not limited to the above-described manner. Any improvements made using the inventive concept and technical solution of the present invention, or direct applications to other situations, all fall within the protection scope of the present invention.

Claims

1. A non-load-bearing body pillar impact performance improvement structure, comprising an outer sill plate (1), an inner sill plate (3), and a longitudinal beam (7), characterized in that, On the inner wall of the outer sill panel (1), a sill reinforcement plate (2) is fixedly connected. Inside the sill reinforcement plate (2), a sill reinforcement beam (4) is fixedly connected. On the lower side wall of the inner sill panel (3), a first energy absorption box (5) is fixedly connected. On the outer side of the longitudinal beam (7), a second energy absorption box (6) is fixedly connected, and the second energy absorption box (6) faces the inner sill panel (3) and 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. A second buffer gap (10) is provided between the inner sill panel (3), the first energy absorption box (5), and the second energy absorption box (6).

2. The sill reinforcement plate assembly structure according to claim 1, characterized in that, Inside the sill reinforcement beam (4), a reinforcing plate with a "grid" structure is fixedly arranged, dividing the inside of the sill reinforcement beam (4) into multiple independent cavities.

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

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

5. The sill reinforcement plate assembly structure according to claim 1, characterized in that, On the inner wall of the first energy absorption box (5), several groups of first reinforcing partitions (51) are fixedly arranged at intervals.

6. The sill reinforcement plate assembly structure according to claim 1, characterized in that, On the inner wall of the second energy absorption box (6), several groups of second reinforcing partitions (61) are fixedly arranged at intervals.

7. The sill reinforcement plate assembly structure according to claim 6, characterized in that, At one end of the second energy absorption box (6) and the second reinforcing partition (61) facing the longitudinal beam (7), connecting edges (62) are bent and fixedly connected to the outer side wall of the longitudinal beam (7).

8. The sill reinforcement plate assembly structure according to claim 1, characterized in that, The longitudinal beam (7) is a tubular beam formed by internal high-pressure hydroforming. 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 connection with the reinforcing plate (71) is a "mesh" structure.

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