Side impact force transmission system and vehicle

Abstract

The invention discloses a side impact force transmission system which comprises a vehicle door, a column B and a front seat framework, the vehicle door further comprises a vehicle door anti-collision rod, a vehicle door hinge and a vehicle door metal plate, the vehicle door anti-collision rod is located on the outer side of the vehicle door metal plate, the vehicle door hinge is connected between the vehicle door anti-collision rod and the vehicle door metal plate, the vehicle door hinge is connected with the column B, and the vehicle door metal plate makes contact with the column B; the front seat framework is located on the inner side of the column B, and a first gap is reserved between the front seat framework and the column B. The force transmission piece is located between the automobile door anti-collision rod and the automobile door metal plate, one end of the force transmission piece is connected with the automobile door anti-collision rod, and a second gap is reserved between the other end of the force transmission piece and the automobile door metal plate. In the initial stage of side collision, the vehicle door anti-collision rod deforms towards the inner side, the second gap disappears, and the other end of the force transmission piece abuts against the vehicle door metal plate; in the later stage of side collision, the column B deforms towards the inner side, the first gap disappears, and the column B abuts against the front seat framework. The structure force transmission efficiency can be improved, and meanwhile the cost is effectively controlled.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle body structures, and particularly to a side impact force transmission system and a vehicle. Background Art

[0002] With the continuous upgrading of global automotive safety regulations, especially the increasing strictness of side impact protection requirements in mainstream crash test systems such as China C-NCAP and European Euro NCAP, the vehicle's side impact protection has become a core topic in the field of automotive passive safety. The latest version of the test regulations has increased the initial energy of side impacts by 75%, and the mass of the honeycomb aluminum moving barrier trolley has increased to 1,700 kg, posing unprecedented challenges to traditional vehicle body structure designs. Against this background, the problem of weak protection in the rear row area of the vehicle has become increasingly prominent: limited by the space layout requirements of the occupant compartment, there are generally problems such as too large a longitudinal beam spacing and lack of transverse support structures in the rear seat area, resulting in the flexural rigidity of the cross-section behind the B-pillar in this area being only 60%-70% of that in the front row area, forming a typical structurally vulnerable area.

[0003] Traditional solutions mainly rely on improving the performance of passive safety devices, including using high-strength hot-formed steel to strengthen the sill beam (tensile strength reaching above 1500 MPa level), optimizing the topological structure of the B-pillar cross-section (section modulus increased by more than 40%), and standardizing the rear side airbag, etc. However, all these technical routes face significant bottlenecks - the lightweight contradiction brought about by material strengthening (for every 100 MPa increase in strength, the material density increases by about 2.3 kg / m), the structural optimization is restricted by the styling design boundary conditions, and the side airbag solution is more faced with the economic pressure of a relatively high cost per set of the system.

[0004] Therefore, it is necessary to design a side impact force transmission system and a vehicle that can improve the structural force transmission efficiency while effectively controlling costs. Summary of the Invention

[0005] The purpose of the present invention is to overcome the deficiencies of the prior art and provide a side impact force transmission system and a vehicle that can improve the structural force transmission efficiency while effectively controlling costs.

[0006] The technical solution of the present invention provides a side impact force transmission system, including a door, a B-pillar, and a front seat frame. The door further includes a door anti-collision bar, a door hinge, and a door sheet metal. The door anti-collision bar is located outside the door sheet metal. The door hinge is connected between the door anti-collision bar and the door sheet metal. The door hinge is connected to the B-pillar. The door sheet metal is in contact with the B-pillar. The front seat frame is located inside the B-pillar and has a first gap with the B-pillar. The system further includes a force transmission member. The force transmission member is located between the door anti-collision bar and the door sheet metal. One end of the force transmission member is connected to the door anti-collision bar, and there is a second gap between the other end of the force transmission member and the door sheet metal.

[0007] In the initial stage of side impact, the door anti-collision bar deforms towards the inside, the second gap disappears, and the other end of the force transmission member abuts against the door sheet metal;

[0008] In the later stage of side impact, the B-pillar deforms towards the inside, the first gap disappears, and the B-pillar abuts against the front seat frame.

[0009] Furthermore, it further includes a door anti-collision member, a high-strength foaming member, a rear floor anti-collision mechanism and a rear longitudinal beam. The door anti-collision member and the high-strength foaming member are both installed inside the door. The door anti-collision member is connected to the inner side surface of the door anti-collision bar. The high-strength foaming member is located inside the door anti-collision member and there is a third gap between the two. The rear floor anti-collision mechanism is connected to the rear longitudinal beam. The rear floor anti-collision mechanism is located inside the high-strength foaming member and there is a fourth gap between the two;

[0010] When a side impact occurs, the door anti-collision bar deforms towards the inside, the third gap and the fourth gap disappear, the door anti-collision member abuts against the high-strength foaming member, and the high-strength foaming member abuts against the rear floor anti-collision mechanism.

[0011] Furthermore, the rear floor anti-collision mechanism includes two anti-collision seats and a connecting pipe. The anti-collision seats are respectively connected to the left and right rear longitudinal beams. The connecting pipe is connected between the two anti-collision seats. The middle section of the connecting pipe is erected above the rear cross beam. The rear cross beam is connected between the two rear longitudinal beams.

[0012] Furthermore, the door anti-collision member and the anti-collision seat are of box structure.

[0013] Furthermore, at least part of the high-strength foaming member overlaps with the seat cushion of the rear seat in the left-right direction of the vehicle body.

[0014] Furthermore, at least part of the high-strength foaming member overlaps with the pelvic region of the rear seat passenger in the left-right direction of the vehicle body.

[0015] Furthermore, it further includes a rear sill structural member, a rear wheelhouse structural beam and a profiled steel beam. The rear end of the door anti-collision bar extends to the outside of the rear sill structural member, and there is a fifth gap between the door anti-collision bar and the rear sill structural member. The rear sill structural member is connected to the rear wheelhouse structural beam. The rear wheelhouse structural beam is connected to the profiled steel beam. The profiled steel beam is connected to the rear floor;

[0016] When a side impact occurs, the door anti-collision bar deforms towards the inside, the fifth gap disappears, and the door anti-collision bar abuts against the rear sill structural member.

[0017] Furthermore, it also includes a joint piece and a C-ring beam. The joint piece connects the rear wheelhouse structural beam and the C-ring beam, and the C-ring beam is connected to the rear longitudinal beam.

[0018] Furthermore, the joint piece is of a boxed structure.

[0019] The present invention also provides a vehicle, including the side collision force transmission system described in any one of the above.

[0020] After adopting the above technical solutions, the following beneficial effects are achieved:

[0021] In the present invention, when the side collision occurs at the initial stage, after the door anti-collision bar deforms inward, it drives the force transmission member to contact the door sheet metal, and transmits the collision force to the B-pillar to achieve force unloading. In the later stage of the side collision, the B-pillar contacts the front seat frame, and the force is dispersed to the vehicle frame through the front seat frame, thereby dispersing the lateral collision force and reducing the intrusion amount into the interior space of the vehicle. And it is not necessary to add side collision airbags or overly strengthen the vehicle body structure itself, effectively controlling the cost and taking into account the lightweight design of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Referring to the drawings, the disclosure of the present invention will become more understandable. It should be understood that these drawings are only for illustrative purposes and are not intended to limit the protection scope of the present invention. In the drawings:

[0023] Figure 1 is a three-dimensional view of the side collision force transmission system in an embodiment of the present invention;

[0024] Figure 2 is a schematic diagram of the force transmission channel of the side collision force transmission system in an embodiment of the present invention;

[0025] Figure 3 is a cross-sectional view at the B-pillar in an embodiment of the present invention;

[0026] Figure 4 is a schematic diagram before the side collision of the B-pillar and the door in an embodiment of the present invention;

[0027] Figure 5 is a schematic diagram at the initial stage of the side collision of the B-pillar and the door in an embodiment of the present invention;

[0028] Figure 6 is a partial enlarged view of the force transmission member in an embodiment of the present invention;

[0029] Figure 7 is a route diagram of the force transmission channel of the B-pillar in an embodiment of the present invention;

[0030] Figure 8 is of the door anti-collision member, high-strength foaming member and rear floor anti-collision mechanism of the side collision force transmission system in an embodiment of the present invention Figure 1 ;

[0031] Figure 9 In an embodiment of the present invention, it is for the door anti-collision member, high-strength foaming member, and rear floor anti-collision mechanism of the side collision force transmission system Figure 2 ;

[0032] Figure 10 It is a schematic diagram of the door anti-collision member, high-strength foaming member, and rear seat in an embodiment of the present invention;

[0033] Figure 11 It is a side view of the door anti-collision member, high-strength foaming member, and rear seat in an embodiment of the present invention;

[0034] Figure 12 It is a side view of the door anti-collision member, high-strength foaming member, rear seat, and dummy in an embodiment of the present invention;

[0035] Figure 13 It is a schematic diagram of the rear wheelhouse structural beam, profiled steel beam, and C-ring beam in an embodiment of the present invention;

[0036] Figure 14 It is a route map of the force transmission channel of the rear wheelhouse structural beam and profiled steel beam in an embodiment of the present invention;

[0037] Figure 15 It is a route map of the force transmission channel of the rear wheelhouse structural beam, joint member, and C-ring beam in an embodiment of the present invention;

[0038] Figure 16 It is a partial enlarged view of the rear wheelhouse structural beam, joint member, and C-ring beam in an embodiment of the present invention;

[0039] Figure 17 It is a three-dimensional view of the C-ring beam in an embodiment of the present invention.

[0040] Corresponding table of reference numerals:

[0041] B-pillar 1, front seat frame 2, door anti-collision bar 3, connecting member 31, door hinge 4, door sheet metal 5, door anti-collision member 7, high-strength foaming member 8, rear longitudinal beam 10, rear cross beam 11, rear seat 12, rear sill structural member 13, rear wheelhouse structural beam 14, joint member 16, C-ring beam 17, sill beam 18, front cross beam 19;

[0042] Force transmission member 6: first flanging 61, second flanging 62;

[0043] Rear floor anti-collision mechanism 9: anti-collision seat 91, connecting pipe 92, bracket 93;

[0044] Profiled steel beam 15: 151, 152;

[0045] The first gap A, the second gap B, the third gap C, the fourth gap D, and the fifth gap E. Detailed implementation manners

[0046] The following further describes the detailed implementation manners of the present invention with reference to the accompanying drawings.

[0047] It is easy to understand that according to the technical solution of the present invention, under the condition of not changing the essence of the present invention, various structural manners and implementation manners that can be mutually replaced by those of ordinary skill in the art. Therefore, the following detailed implementation manners and the accompanying drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as all of the present invention or as a limitation or restriction on the technical solution of the invention.

[0048] In this specification, the orientation terms such as up, down, left, right, front, back, front side, back side, top, bottom, etc. mentioned or possibly mentioned are defined with respect to the structures shown in the respective drawings. They are relative concepts, and therefore may change accordingly according to their different positions and different usage states. Therefore, these or other orientation terms should not be interpreted as restrictive terms.

[0049] In some embodiments of the present invention, as Figures 1 - 3 shown, the side impact force transmission system includes a vehicle door, a B-pillar 1, and a front seat frame 2. The vehicle door further includes a door anti-collision bar 3, a door hinge 4, and a door sheet metal 5. The door anti-collision bar 3 is located outside the door sheet metal 5. The door hinge 4 is connected between the door anti-collision bar 3 and the door sheet metal 5. The door hinge 4 is connected to the B-pillar 1. The door sheet metal 5 is in contact with the B-pillar 1. The front seat frame 2 is located inside the B-pillar 1 and there is a first gap A between the front seat frame 2 and the B-pillar 1. It further includes a force transmission member 6. The force transmission member 6 is located between the door anti-collision bar 3 and the door sheet metal 5. One end of the force transmission member 6 is connected to the door anti-collision bar 3, and there is a second gap B between the other end of the force transmission member 6 and the door sheet metal 5;

[0050] In the initial stage of side impact, the door anti-collision bar 3 deforms inward, the second gap B disappears, and the other end of the force transmission member 6 abuts against the door sheet metal 5;

[0051] In the later stage of side impact, the B-pillar 1 deforms inward, the first gap A disappears, and the B-pillar 1 abuts against the front seat frame 2.

[0052] Specifically, as Figure 1 shown, the B-pillar 1 is located on the outer side surface of the front seat frame 2. The B-pillar 1 is longitudinally arranged at the position between the sill beam 18 and the roof. There are two front cross beams 19 arranged horizontally between the two sill beams 18. The front seat frame 2 is installed above the two front cross beams 19.

[0053] As Figure 2As shown, the front seat frame 2 is located inside the B-pillar 1 with a first gap A left between it and the B-pillar 1. That is, under normal circumstances, the B-pillar 1 and the front seat frame 2 do not contact each other.

[0054] As Figure 1 shown, the door further includes a door anti-collision bar 3, a door hinge 4, and a door sheet metal 5. Here, the "door" can be the rear door or the middle door of the vehicle. This door is installed on the rear side of the B-pillar 1 and is hinged to the B-pillar 1.

[0055] As Figure 3 shown, the door anti-collision bar 3 is located outside the door sheet metal 5, and the door anti-collision bar 3 is connected to the door hinge 4 through a connecting piece 31. At the same time, the door hinge 4 is installed on the B-pillar 1. When the door is closed, the door sheet metal 5 contacts the B-pillar 1.

[0056] The force transmission member 6 is installed in the space between the door anti-collision bar 3 and the door sheet metal 5 along the left-right direction ( Figure 3 the up-down direction) of the vehicle body. Among them, the outer side of the force transmission member 6 is fixedly connected to the connecting piece 31, and there is a second gap B left between the inner side and the door sheet metal 5.

[0057] As Figure 4 shown, before the side collision, there is a second gap B between the force transmission member 6 and the door sheet metal 5, and there is a first gap A between the B-pillar 1 and the front seat frame 2.

[0058] As Figure 5 shown, at the initial stage of the side collision, the door is collided in the left-right direction, causing the door anti-collision bar 3 to bend inward. The door anti-collision bar 3 drives the force transmission member 6 to move inward. The inner end of the force transmission member 6 abuts against the door sheet metal 5, and at this time, the second gap B disappears. At this time, a force transmission channel from the door anti-collision bar 3 - the force transmission member 6 - the door sheet metal 5 - the B-pillar 1 is formed.

[0059] At the later stage of the side collision, the door anti-collision bar 3, the force transmission member 6, the door sheet metal 5, and the B-pillar 1 continue to move towards the interior of the vehicle until the first gap A disappears. At this time, the B-pillar 1 abuts against the front seat frame 2. A force transmission channel from the door anti-collision bar 3 - the force transmission member 6 - the door sheet metal 5 - the B-pillar 1 - the front seat frame 2 is formed. Figure 5 The black dotted arrows in

[0060] As Figure 7 shown, since the front seat frame 2 is installed above the two front cross members 19, the side collision force continues to be transmitted to the two front cross members 19. A force transmission channel from the door anti-collision bar 3 - the force transmission member 6 - the door sheet metal 5 - the B-pillar 1 - the front seat frame 2 - the front cross members 19 is formed.

[0061] Meanwhile, the B-pillar 1 is installed on the sill beam 18, and the sill beam 18 is connected to two front cross-members 19. Therefore, a force transmission path of the door anti-collision bar 3 - force transmission member 6 - door sheet metal 5 - B-pillar 1 - sill beam 18 - front cross-member 19 is formed. Figure 7 The black arrow in Figure 7 indicates the route of force transmission.

[0062] Therefore, in this embodiment, through the arrangement of the force transmission member 6, multiple force transmission paths are formed during a side impact, dispersing the side impact force to the vehicle body, thereby reducing the overall deformation amount and the dummy injury value. Moreover, during the initial and late stages of the side impact, the force can be transmitted to the front cross-member; in the late stage of the side impact, the force is transmitted to the front cross-member through two paths, accelerating the force dispersion, reducing the intrusion amount inside the vehicle, and reducing the injury to passengers.

[0063] This embodiment does not require adding side impact airbags or overly strengthening the vehicle body structure itself, effectively controlling the cost and taking into account the lightweight design of the vehicle body.

[0064] Preferably, as Figure 6 shown, the force transmission member 6 includes a first flanging 61 and a second flanging 62. The first flanging 61 is used for fixedly connecting with the connecting member 31, and the width of the first flanging 61 increases the contact area with the connecting member 31, which is beneficial to stable connection. The second flanging 62 is beneficial to increasing the contact area with the door sheet metal 5 after a collision, which is beneficial to rapid force transmission and force reception.

[0065] Furthermore, as Figures 8 - 9 shown, it further includes a door anti-collision member 7, a high-strength foaming member 8, a rear floor anti-collision mechanism 9, and a rear longitudinal beam 10. The door anti-collision member 7 and the high-strength foaming member 8 are both installed inside the door. The door anti-collision member 7 is connected to the inner side of the door anti-collision bar 3. The high-strength foaming member 8 is located inside the door anti-collision member 7 and there is a third gap C between them. The rear floor anti-collision mechanism 9 is connected to the rear longitudinal beam 10. The rear floor anti-collision mechanism 9 is located inside the high-strength foaming member 8 and there is a fourth gap D between them;

[0066] When a side impact occurs, the door anti-collision bar 3 deforms inward, the third gap C and the fourth gap D disappear, the door anti-collision member 7 abuts against the high-strength foaming member 8, and the high-strength foaming member 8 abuts against the rear floor anti-collision mechanism 9.

[0067] Specifically, as Figure 8 shown, the door anti-collision member 7 is connected to the door anti-collision bar 3 and is located inside the door anti-collision bar 3. The door anti-collision member 7 is made of high-strength steel. After the door anti-collision bar 3 deforms inward, the door anti-collision bar 3 drives the door anti-collision member 7 to move inward together.

[0068] Under normal circumstances, the door anti-collision member 7 and the high-strength foam member 8 at least partially overlap along the left-right direction of the vehicle body, and a third gap C is left between the door anti-collision member 7 and the high-strength foam member 8. The high-strength foam member 8 is also installed in the vehicle door and is located on the inner side of the door anti-collision member 7. The high-strength foam member 8 in this embodiment is not easily compressed and can evenly transmit the force.

[0069] At the initial stage of a side collision, the door anti-collision component 7 moves inwards to contact the high-strength foam component 8 , the third gap C disappears, and the door anti-collision component 7 transfers the force to the high-strength foam component 8 .

[0070] like Figure 8 As shown, a rear cross beam 11 is connected between the two rear longitudinal beams 10, and the rear floor anti-collision mechanism 9 is installed above the two rear longitudinal beams 10. Figure 9 As shown, the rear floor anti-collision mechanism 9 is located on the inner side of the high-strength foam member 8 and a fourth gap D is left therebetween.

[0071] When the side collision occurs in the later stage, the door anti-collision rod 3, the door anti-collision member 7 and the high-strength foam member 8 move inward together until the high-strength foam member 8 contacts the rear floor anti-collision mechanism 9, and the fourth gap D disappears. Thus, a force transmission channel of the door anti-collision rod 3-door anti-collision member 7-high-strength foam member 8-rear floor anti-collision mechanism 9-rear longitudinal beam 10 is formed ( Figure 8 The bold black arrow in the figure indicates the direction of force transmission), thereby quickly dispersing the collision force to the ultra-high strength and ultra-high rigidity rear longitudinal beam 10, cleverly advancing the time for the rear longitudinal beam 10 to participate in the collision process, and avoiding the problem of a large deformation of the door due to the gap between the traditional rear door and the rear floor, which causes a surge in the injury value of the members.

[0072] Furthermore, if Figure 8 As shown, the rear floor anti-collision mechanism 9 includes two anti-collision seats 91 and a connecting pipe 92. The anti-collision seats 91 are respectively connected to the left and right rear longitudinal beams 10. The connecting pipe 92 is connected between the two anti-collision seats 91. The middle section of the connecting pipe 92 is mounted above the rear cross beam 11. The rear cross beam 11 is connected between the two rear longitudinal beams 10.

[0073] Specifically, the rear floor anti-collision mechanism 9 further includes a bracket 93 , and the connecting pipe 92 is mounted above the rear cross beam 11 through two brackets 93 to maintain the stability of the connecting pipe 92 .

[0074] The high-strength foam component 8 and the anti-collision seat 91 at least partially overlap along the left-right direction of the vehicle body. When a side collision is transmitted from the high-strength foam component 8 on one side to the anti-collision seat 91 on one side, the force is transmitted to the anti-collision seat 91 on the other side through the connecting tube 92, and then transmitted to the rear longitudinal beam 10 on the same side, thereby dispersing the force to the two rear longitudinal beams 10, which is conducive to quickly dispersing the collision force.

[0075] Preferably, both the anti-collision seat 91 and the connecting pipe 92 are made of ultra-high-strength steel, which can prevent further extrusion into the vehicle interior and reduce the harm to passengers.

[0076] In the present invention, the connecting pipe 92 includes, but is not limited to, a circular pipe, a pipe with a special-shaped cross-section, a closed-section beam, and various types of steel beams and other structures with a certain strength and capable of efficiently transmitting force.

[0077] Preferably, as Figure 8 shown, the door anti-collision member 7 and the anti-collision seat 91 are of a box structure, and the box structure can increase the structural strength of the door anti-collision member 7 and the anti-collision seat 91, reduce deformation; and can also increase the contact area with the high-strength foaming member 8.

[0078] Optionally, the door anti-collision member 7 and the anti-collision seat 91 can also be in a "C" shape, forming a hollow structure.

[0079] Furthermore, as Figures 10 - 11 shown, the high-strength foaming member 8 and the seat cushion of the rear seat 12 at least partially overlap in the left-right direction of the vehicle body. When the door anti-collision member 7 squeezes the high-strength foaming member 8, since the high-strength foaming member 8 overlaps with the rear seat 12, during this period, through the high force transmission characteristics of the high-strength material member, the collision reaction force is transmitted to the rear seat 12, and then dispersed to the whole vehicle through the fixed points of the rear seat 12 on the vehicle body floor, thereby advancing the participation time of the seat during the collision process. Figure 10 The black arrow in

[0080] Preferably, as Figure 12 shown, the high-strength foaming member 8 and at least part of the pelvic region of the passengers on the rear seat 12 overlap in the left-right direction of the vehicle body. When the vehicle cost budget permits, the high-strength foaming member 8 can be further extended to the pelvic region of the occupant, so that the overlap rate of the high-strength foaming member 8 and the pelvic region of the occupant is greater than 50%. During the collision process, the contact area with the pelvic region is increased through the high-strength foaming member 8, thereby avoiding the stress concentration increase in the pelvic region caused by the sharp objects generated by the sudden deformation of the door sheet metal and the door plastic parts during the collision, and increasing the safety.

[0081] Furthermore, as Figures 12 - 14 shown, it further includes a rear sill structural member 13, a rear wheelhouse structural beam 14 and a profiled steel beam 15. The rear end of the door anti-collision bar 3 extends to the outside of the rear sill structural member 13, and there is a fifth gap E between the door anti-collision bar 3 and the rear sill structural member 13. The rear sill structural member 13 is connected to the rear wheelhouse structural beam 14, the rear wheelhouse structural beam 14 is connected to the profiled steel beam 15, and the profiled steel beam 15 is connected to the rear floor;

[0082] When a side collision occurs, the door anti-collision bar 3 deforms inward, the fifth gap E disappears, and the door anti-collision bar 3 abuts against the rear sill structural member 13.

[0083] Specifically, as Figure 14 shown, the rear end of the door anti-collision bar 3 is located outside the rear sill structural member 13, that is, there is an overlap in the left-right direction of the vehicle body, and a fifth gap E is left between the door anti-collision bar 3 and the rear sill structural member 13.

[0084] As Figure 12 shown, the rear sill structural member 13 is connected to the rear wheelhouse structural beam 14.

[0085] As Figure 13 shown, the rear wheelhouse structural beam 14 is connected to the profiled steel beam 15, and the profiled steel beam 15 is connected to the rear floor.

[0086] As Figure 14 shown, when a side collision occurs, the door anti-collision bar 3 deforms inward, the fifth gap E disappears, and the door anti-collision bar 3 abuts against the rear sill structural member 13. The force transmission path of the side collision force is from the door anti-collision bar 3 - the rear sill structural member 13 - the rear wheelhouse structural beam 14 - the profiled steel beam 15 - the rear floor. Thus, the side collision force is dispersed to the rear floor of the vehicle body, further realizing the rapid and effective dispersion of the side collision force. Moreover, it can also enable the rear wheelhouse structural beam 14 to come into early contact with the backrest of the rear seat 12 during the collision process, using the seat backrest to disperse the force. Among them, Figure 14 the red arrow in

[0087] Further, as Figure 13 shown, the profiled steel beam 15 includes two arc beams 151 and a rear beam frame 152. The two arc beams 151 are respectively connected to the rear wheelhouse structural beam 14 on both sides and the rear beam frame 152, and the rear beam frame 152 is installed on the C-ring beam 17.

[0088] Further, as Figures 15 - 16 shown, it further includes a joint member 16 and a C-ring beam 17. The joint member 16 connects the rear wheelhouse structural beam 14 and the C-ring beam 17, and the C-ring beam 17 is connected to the rear longitudinal beam 10.

[0089] Specifically, the joint member 16 connects the rear wheelhouse structural beam 14 and the C-ring beam 17, so that the force transmitted to the rear wheelhouse structural beam 14 is further transmitted to the C-ring beam 17 through the joint member 16. Thus, the force transmission path of the side collision force is realized as the door anti-collision bar 3 - the rear sill structural member 13 - the rear wheelhouse structural beam 14 - the joint member 16 - the C-ring beam 17 - the rear longitudinal beam 10.

[0090] As Figure 15As shown, since the C-ring beam 17 connects two rear longitudinal beams 10, after part of the side impact force is directly transmitted from the C-ring beam 17 to the nearest rear longitudinal beam 10, part of the side impact force is transmitted along the left and right directions of the C-ring beam 17 to the other rear longitudinal beam 10, so that both rear longitudinal beams 10 can disperse the side impact force.

[0091] Preferably, as Figure 17 shown, the joint piece 16 is of a boxed structure. The boxed structure can increase the contact area with the rear wheelhouse structural beam 14 and the C-ring beam 17, improving the force transmission efficiency; at the same time, it also increases the structural strength of the joint piece 16. The boxed structure is used to support the profile of the wheelhouse during the collision deformation process, so that the force transmission path between the C-ring beam 17 and the rear longitudinal beam 10 will not fail due to the collapse of the wheelhouse.

[0092] In a preferred embodiment of the present invention, as Figure 2 described, the side impact force transmission system includes multiple force transmission channels:

[0093] The first one: door anti-collision bar 3 - force transmission piece 6 - door sheet metal 5 - B-pillar 1 - front seat frame 2 - front cross beam 19;

[0094] The second one: door anti-collision bar 3 - force transmission piece 6 - door sheet metal 5 - B-pillar 1 - sill beam 18 - front cross beam 19;

[0095] The third one: door anti-collision bar 3 - door anti-collision part 7 - high-strength foaming part 8 - rear floor anti-collision mechanism 9 - rear longitudinal beam 10;

[0096] The fourth one: door anti-collision bar 3 - door anti-collision part 7 - high-strength foaming part 8 - rear seat 12;

[0097] The fifth one: door anti-collision bar 3 - rear sill structural part 13 - rear wheelhouse structural beam 14 - profiled steel beam 15 - rear floor;

[0098] The sixth one: door anti-collision bar 3 - rear sill structural part 13 - rear wheelhouse structural beam 14 - joint piece 16 - C-ring beam 17 - rear longitudinal beam 10.

[0099] Some embodiments of the present invention are vehicles including the side impact force transmission system of any of the above embodiments.

[0100] The present invention realizes multiple force transmission channels, quickly and effectively dispersing the side impact force to the existing high-strength structural parts of the vehicle body, such as the front cross beam, rear longitudinal beam and rear floor. There is no need to add side impact airbags or overly strengthen the vehicle body structure itself, effectively controlling the cost and taking into account the lightweight design of the vehicle body.

[0101] The above are only the principles and preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, based on the principles of the present invention, several other variations can be made, which should also be regarded as the protection scope of the present invention.

Claims

1. A side impact force transmission system, comprising a vehicle door, a B-pillar and a front seat frame, wherein the vehicle door further comprises a vehicle door anti-collision rod, a vehicle door hinge and a vehicle door sheet metal, wherein the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door hinge is connected between the vehicle door anti-collision rod and the vehicle door sheet metal, the vehicle door hinge is connected to the B-pillar, the vehicle door sheet metal contacts the B-pillar, the front seat frame is located on the inside of the B-pillar and a first gap is left between the vehicle door and the B-pillar, and the vehicle door further comprises a vehicle door anti-collision rod, a vehicle door hinge and a vehicle door sheet metal, wherein the vehicle door anti-collision rod is located on the outside of ... anti-collision rod and a vehicle door sheet metal, wherein the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door anti-collision rod is located on the outside of the vehicle door sheet metal, the vehicle door anti-coll It also includes a force transmission member, the force transmission member is located between the door anti-collision rod and the door sheet metal, one end of the force transmission member is connected to the door anti-collision rod, and a second gap is left between the other end and the door sheet metal; At the initial stage of a side collision, the door anti-collision bar deforms inward, the second gap disappears, and the other end of the force transmission member contacts the door sheet metal; At the later stage of the side collision, the B-pillar deforms inward, the first gap disappears, and the B-pillar conflicts with the front seat frame.

2. The side impact force transmission system according to claim 1, characterized in that: It also includes a door anti-collision member, a high-strength foam member, a rear floor anti-collision mechanism and a rear longitudinal beam, wherein the door anti-collision member and the high-strength foam member are both installed in the door, the door anti-collision member is connected to the inner side of the door anti-collision bar, the high-strength foam member is located on the inner side of the door anti-collision member and a third gap is left between the two, and the rear floor anti-collision mechanism is connected to the rear longitudinal beam, the rear floor anti-collision mechanism is located on the inner side of the high-strength foam member and a fourth gap is left between the two; When a side collision occurs, the door anti-collision bar deforms inward, the third gap and the fourth gap disappear, the door anti-collision component collides with the high-strength foam component, and the high-strength foam component collides with the rear floor anti-collision mechanism.

3. The side impact force transmission system according to claim 2, characterized in that: The rear floor anti-collision mechanism includes two anti-collision seats and a connecting pipe, the anti-collision seats are respectively connected to the left and right rear longitudinal beams, the connecting pipe is connected between the two anti-collision seats, the middle section of the connecting pipe is mounted above the rear cross beam, and the rear cross beam is connected between the two rear longitudinal beams.

4. The side impact force transmission system according to claim 3, characterized in that: The door anti-collision component and the anti-collision seat are box structures.

5. The side impact force transmission system according to claim 2, characterized in that: The high-strength foam component and the seat cushion of the rear seat at least partially overlap along the left-right direction of the vehicle body.

6. The side impact force transmission system according to claim 5, characterized in that: The high-strength foam member at least partially overlaps the pelvic area of ​​the rear seat passenger along the left-right direction of the vehicle body.

7. The side impact force transmission system according to claim 1, characterized in that: The vehicle door anti-collision bar further comprises a rear sill structure, a rear wheel cover structure beam and a steel beam, the rear end of the door anti-collision bar extends to the outside of the rear sill structure, and a fifth gap is left between the door anti-collision bar and the rear sill structure, the rear sill structure is connected to the rear wheel cover structure beam, the rear wheel cover structure beam is connected to the steel beam, and the steel beam is connected to the rear floor; When a side collision occurs, the door anti-collision bar is deformed inward, the fifth gap disappears, and the door anti-collision bar contacts the rear door sill structure.

8. The side impact force transmission system according to claim 7, characterized in that: It also includes a joint member and a C-ring beam, wherein the joint member connects the rear wheel cover structural beam and the C-ring beam, and the C-ring beam is connected to the rear longitudinal beam.

9. The side impact force transmission system according to claim 8, characterized in that: The connector is a box-type structure.

10. A vehicle, characterized in that: The invention comprises the side impact force transmission system as described in any one of claims 1 to 9.

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