Side impact force transmission system and vehicle

Abstract

The application discloses a side impact force transmission system, which comprises a door, a B column and a front seat framework. The door further comprises a door anti-collision rod, a door hinge and a door sheet metal. The door anti-collision rod is located outside the door sheet metal, the door hinge is connected between the door anti-collision rod and the door sheet metal, the door hinge is connected with the B column, the door sheet metal is in contact with the B column, the front seat framework is located inside the B column and a first gap is left between the front seat framework and the B column. The force transmission system further comprises a force transmission piece, which is located between the door anti-collision rod and the door sheet metal. One end of the force transmission piece is connected with the door anti-collision rod, and the other end of the force transmission piece is left with a second gap from the door sheet metal. In the early stage of side impact, the door anti-collision rod deforms towards the inside, the second gap disappears, and the other end of the force transmission piece is in contact with the door sheet metal. In the late stage of side impact, the B column deforms towards the inside, the first gap disappears, and the B column is in contact with the front seat framework. The application can improve the force transmission efficiency of the structure and effectively control the cost.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle body structure, and more particularly to a side impact force transmission system and a vehicle. Background Technology

[0002] With the continuous upgrading of global automotive safety regulations, especially the increasingly stringent requirements for side-impact protection from mainstream crash test systems such as China's C-NCAP and Europe's Euro NCAP, whole-vehicle side-impact protection has become a core issue in the field of automotive passive safety. The latest test procedure increases the initial energy of side-impact collisions by 75%, and the weight of the honeycomb aluminum mobile barrier trolley increases to 1,700 kg, posing unprecedented challenges to traditional vehicle body structure design. Against this backdrop, the vulnerability of the rear seat area has become increasingly prominent: due to the limited space requirements of the passenger compartment, the rear seat area generally suffers from problems such as excessively large longitudinal beam spacing and a lack of lateral support structures, resulting in the bending stiffness of the section behind the B-pillar in this area being only 60%-70% of that in the front seat area, forming a typical structurally vulnerable zone.

[0003] Traditional solutions primarily rely on improvements in the performance of passive safety devices, including using high-strength hot-formed steel to reinforce door sill beams (tensile strength exceeding 1500 MPa), optimizing the B-pillar cross-sectional topology (increasing the section modulus by over 40%), and standardizing rear side airbags. However, these technical approaches all face significant bottlenecks—the trade-off between material reinforcement and lightweighting (approximately 2.3 kg / m³ increases in material density for every 100 MPa increase in strength), structural optimization constrained by styling design boundary conditions, and the side airbag solution facing economic pressure due to the high cost per system.

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

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a side-impact force transmission system and vehicle that improves structural force transmission efficiency while effectively controlling costs.

[0006] The present invention provides a side impact force transmission system, including a car door, a B-pillar, and a front seat frame. The car door further includes a door anti-collision bar, a door hinge, and a door sheet metal. The door anti-collision bar is located on the outside of the door sheet metal. The door hinge connects the door anti-collision bar and the door sheet metal. The door hinge is connected to the B-pillar. The door sheet metal contacts the B-pillar. The front seat frame is located on the inside of the B-pillar and has a first gap with the B-pillar. The system also includes a force transmission component, which is located between the door anti-collision bar and the door sheet metal. One end of the force transmission component is connected to the door anti-collision bar, and the other end has a second gap with the door sheet metal.

[0007] In the initial stage of a side impact, the door anti-collision bar deforms inward, the second gap disappears, and the other end of the force transmission component comes into contact with the door sheet metal.

[0008] In the later stages of a side impact, the B-pillar deforms inward, the first gap disappears, and the B-pillar comes into contact with the front seat frame.

[0009] Furthermore, it also includes a door anti-collision component, a high-strength foam component, a rear floor anti-collision mechanism, and a rear longitudinal beam. The door anti-collision component and the high-strength foam component are both installed inside the door. The door anti-collision component is connected to the inner side of the door anti-collision bar. The high-strength foam component is located inside the door anti-collision component and a third gap is left between them. 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 foam component and a fourth gap is left between them.

[0010] 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 comes into contact with the high-strength foam component, and the high-strength foam component comes into contact with 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 crossbeam. The rear crossbeam is connected between the two rear longitudinal beams.

[0012] Furthermore, the door anti-collision component and the anti-collision seat are box-shaped structures.

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

[0014] Furthermore, the high-strength foam component at least partially overlaps with the pelvic area of ​​the rear seat passenger in the left-right direction of the vehicle body.

[0015] Furthermore, it also includes a rear sill structure, a rear wheel arch 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 arch structure beam, the rear wheel arch structure beam is connected to the steel beam, and the steel beam is connected to the rear floor.

[0016] When a side collision occurs, the door anti-collision bar deforms inward, the fifth gap disappears, and the door anti-collision bar comes into contact with the rear sill structure.

[0017] Furthermore, it also includes a connector and a C-ring beam, the connector connecting the rear wheel arch structure beam to the C-ring beam, and the C-ring beam connecting to the rear longitudinal beam.

[0018] Furthermore, the connector is a box-shaped structure.

[0019] The present invention also provides a vehicle including the side impact force transmission system described in any of the preceding claims.

[0020] The above technical solution has the following beneficial effects:

[0021] In the initial stage of a side impact, this invention causes the door anti-collision bar to deform inward, causing the force transmission component to contact the door sheet metal, transferring the impact force to the B-pillar and thus dissipating the force. In the later stages of the side impact, the B-pillar contacts the front seat frame, distributing the force across the vehicle frame and thus mitigating the lateral impact force and reducing intrusion into the interior space. Furthermore, it eliminates the need for additional side impact airbags or excessive reinforcement of the vehicle's structure, effectively controlling costs and promoting lightweight vehicle design. Attached Figure Description

[0022] The disclosure of this invention will become more readily understood by referring to the accompanying drawings. It should be understood that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. In the drawings:

[0023] Figure 1 This is a perspective view of a side impact force transmission system according to an embodiment of the present invention;

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

[0025] Figure 3 This is a cross-sectional view of column B in one embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the B-pillar and the side impact of the car door in one embodiment of the present invention;

[0027] Figure 5 This is a schematic diagram of the initial stage of a side impact between the B-pillar and the car door in one embodiment of the present invention;

[0028] Figure 6 This is a partially enlarged view of the force transmission component in one embodiment of the present invention;

[0029] Figure 7 This is a route diagram of the force transmission channel of column B in one embodiment of the present invention;

[0030] Figure 8 In one embodiment of the present invention, the side impact force transmission system includes a door anti-collision component, a high-strength foam component, and a rear floor anti-collision mechanism. Figure 1 ;

[0031] Figure 9 In one embodiment of the present invention, the side impact force transmission system includes a door anti-collision component, a high-strength foam component, and a rear floor anti-collision mechanism. Figure 2 ;

[0032] Figure 10 This is a schematic diagram of a door anti-collision component, a high-strength foam component, and a rear seat in one embodiment of the present invention;

[0033] Figure 11 This is a side view of a door anti-collision component, a high-strength foam component, and a rear seat in one embodiment of the present invention;

[0034] Figure 12 This is a side view of the door anti-collision component, high-strength foam component, rear seat and dummy in one embodiment of the present invention;

[0035] Figure 13 This is a schematic diagram of the rear wheel arch structure beam, steel beam, and C-ring beam in one embodiment of the present invention;

[0036] Figure 14 This is a route diagram of the force transmission channel of the rear wheel arch structure beam and the steel beam in one embodiment of the present invention;

[0037] Figure 15 This is a route diagram of the force transmission channels of the rear wheel arch structure beam, the joint component, and the C-ring beam in one embodiment of the present invention;

[0038] Figure 16 This is a partially enlarged view of the rear wheel arch structure beam, connector, and C-ring beam in one embodiment of the present invention;

[0039] Figure 17 This is a perspective view of the C-ring beam in one embodiment of the present invention.

[0040] Appendix Label Reference Table:

[0041] 1. B-pillar; 2. Front seat frame; 3. Door anti-collision bar; 3. Connector; 31. Door hinge; 4. Door sheet metal; 5. Door anti-collision component; 7. High-strength foam component; 8. Rear longitudinal beam; 10. Rear cross beam; 11. Rear seat; 12. Rear sill structure component; 13. Rear wheel arch structure beam; 14. Connector component; 16. C-ring beam; 17. Sill beam; 18. Front cross beam; 19.

[0042] Force transmission component 6: First flange 61, second flange 62;

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

[0044] Steel beams 15: 151, 152;

[0045] First gap A, second gap B, third gap C, fourth gap D, and fifth gap E. Detailed Implementation

[0046] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0047] It is readily understood that, based on the technical solution of this invention, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of the invention. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this invention and should not be considered as the entirety of the invention or as limitations or restrictions on the technical solution of the invention.

[0048] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0049] In some embodiments of the present invention, such as Figures 1-3 As shown, the side impact force transmission system includes a door, a B-pillar 1, and a front seat frame 2. The 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 on the outside of 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 on the inside of the B-pillar 1 and has a first gap A between it and the B-pillar 1. The system also includes a force transmission component 6, which is located between the door anti-collision bar 3 and the door sheet metal 5. One end of the force transmission component 6 is connected to the door anti-collision bar 3, and the other end has a second gap B between it and the door sheet metal 5.

[0050] In the initial stage of a side impact, the door anti-collision bar 3 deforms inward, the second gap B disappears, and the other end of the force transmission component 6 comes into contact with the door sheet metal 5.

[0051] In the later stages of the side impact, B-pillar 1 deformed inwards, the first gap A disappeared, and B-pillar 1 came into contact with the front seat frame 2.

[0052] Specifically, such as Figure 1 As shown, the B-pillar 1 is located on the outer side of the front seat frame 2. The B-pillar 1 is longitudinally positioned between the sill beam 18 and the roof. Two transverse front beams 19 are provided between the two sill beams 18, and the front seat frame 2 is mounted above the two transverse front beams 19.

[0053] like Figure 2As shown, the front seat frame 2 is located inside the B-pillar 1 and has a first gap A 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] like Figure 1 As shown, the door further includes a door anti-collision bar 3, a door hinge 4, and a door sheet metal 5. Here, "door" can refer to a rear door or a middle door. The door is installed on the rear side of the B-pillar 1 and is hinged to the B-pillar 1.

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

[0056] Force transmission component 6 is along the left and right directions of the vehicle body. Figure 3 The force transmission component 6 is installed in the space between the door anti-collision bar 3 and the door sheet metal 5 (vertical direction). The outer side of the force transmission component 6 is fixedly connected to the connecting component 31, and the inner side is left with a second gap B between itself and the door sheet metal 5.

[0057] like Figure 4 As shown, before a side impact, the force transmission component 6 maintains a second gap B with the door sheet metal 5, and the B-pillar 1 maintains a first gap A with the front seat frame 2.

[0058] like Figure 5 As shown, in the initial stage of a side impact, the door is subjected to a collision in the left-right direction, causing the door anti-collision bar 3 to bend inward. The inward movement of the door anti-collision bar 3 drives the force transmission component 6 to move inward, and the inner end of the force transmission component 6 comes into contact with the door sheet metal 5. At this time, the second gap B disappears. At this point, a force transmission channel is formed from the door anti-collision bar 3—force transmission component 6—door sheet metal 5—B-pillar 1.

[0059] In the later stages of a side impact, the door anti-collision bar 3, force transmission component 6, door sheet metal 5, and B-pillar 1 continue to move inwards until the first gap A disappears. At this point, B-pillar 1 comes into contact with the front seat frame 2. This forms a force transmission channel from door anti-collision bar 3—force transmission component 6—door sheet metal 5—B-pillar 1—front seat frame 2. Figure 5 The black dashed arrows in the diagram indicate the direction of force transmission.

[0060] like Figure 7 As shown, since the front seat frame 2 is installed above the two front crossbeams 19, the side impact force continues to be transmitted to the two front crossbeams 19. This forms a force transmission channel from the door anti-collision bar 3 to the force transmission component 6, the door sheet metal 5, the B-pillar 1, the front seat frame 2, and the front crossbeam 19.

[0061] Meanwhile, the B-pillar 1 is installed on the sill beam 18, which in turn is connected to the two front crossbeams 19. Thus, a force transmission channel is formed, consisting of the door anti-collision bar 3, the force transmission component 6, the door sheet metal 5, the B-pillar 1, the sill beam 18, and the front crossbeam 19. Figure 7 The black arrows in the diagram indicate the path of force transmission.

[0062] Therefore, in this embodiment, the force transmission component 6 creates multiple force transmission channels during a side impact, distributing the side impact force across the vehicle body, thereby reducing overall deformation and minimizing dummy injury. Furthermore, in both the initial and later stages of a side impact, the force is transmitted to the front crossbeam; in the later stages, the force is transmitted to the front crossbeam via two paths, accelerating force dispersion, reducing intrusion into the vehicle, and minimizing injury to passengers.

[0063] This embodiment does not require the addition of side impact airbags or excessive reinforcement of the vehicle body structure, effectively controlling costs while also taking into account the lightweight design of the vehicle body.

[0064] Better, such as Figure 6 As shown, the force transmission component 6 includes a first flange 61 and a second flange 62. The first flange 61 is used for fixed connection with the connector 31. The width of the first flange 61 increases the contact area with the connector 31, which is beneficial for stable connection. The second flange 62 is beneficial for increasing the contact area with the door sheet metal 5 after a collision, which is beneficial for rapid force transmission and reception.

[0065] Furthermore, such as Figures 8-9 As shown, it also includes a door anti-collision component 7, a high-strength foam component 8, a rear floor anti-collision mechanism 9, and a rear longitudinal beam 10. Both the door anti-collision component 7 and the high-strength foam component 8 are installed inside the door. The door anti-collision component 7 is connected to the inner side of the door anti-collision bar 3. The high-strength foam component 8 is located inside the door anti-collision component 7 and there is a third gap C between the two. 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 foam component 8 and there is a fourth gap D between the two.

[0066] When a side collision occurs, the door anti-collision bar 3 deforms inward, the third gap C and the fourth gap D disappear, the door anti-collision component 7 comes into contact with the high-strength foam component 8, and the high-strength foam component 8 comes into contact with the rear floor anti-collision mechanism 9.

[0067] Specifically, such as Figure 8 As shown, the door anti-collision component 7 is connected to the door anti-collision bar 3 and is located inside the door anti-collision bar 3. The door anti-collision component 7 is made of high-strength steel. When the door anti-collision bar 3 deforms inward, the door anti-collision bar 3 moves inward together with the door anti-collision component 7.

[0068] Under normal circumstances, the door anti-collision component 7 and the high-strength foam component 8 at least partially overlap in the left-right direction of the vehicle body, and a third gap C is left between the door anti-collision component 7 and the high-strength foam component 8. The high-strength foam component 8 is also installed in the door and is located inside the door anti-collision component 7. In this embodiment, the high-strength foam component 8 has the characteristics of being difficult to compress and being able to uniformly transmit force.

[0069] In the initial stage of a side impact, the door anti-collision component 7 moves inward 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 crossbeam 11 connects 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 inside the high-strength foam 8 and there is a fourth gap D between them.

[0071] During the later stages of a side impact, the door anti-collision bar 3, door anti-collision component 7, and high-strength foam component 8 move inward together until the high-strength foam component 8 contacts the rear floor anti-collision mechanism 9, at which point the fourth gap D disappears. This forms a force transmission channel from the door anti-collision bar 3 to the door anti-collision component 7, the high-strength foam component 8, the rear floor anti-collision mechanism 9, and the rear longitudinal beam 10. Figure 8 (The bold black arrow in the image 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. This cleverly advances the time when the rear longitudinal beam 10 participates in the collision, avoiding the problem of large door deformation caused by the gap between the traditional rear door and the rear floor, which leads to a surge in occupant injury.

[0072] Furthermore, such as 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 connected to the left and right rear longitudinal beams 10 respectively. 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 crossbeam 11. The rear crossbeam 11 is connected between the two rear longitudinal beams 10.

[0073] Specifically, the rear floor anti-collision mechanism 9 also includes a bracket 93, and the connecting pipe 92 is mounted above the rear crossbeam 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 overlap at least partially along the left and right direction of the vehicle body. When a side impact is transmitted from the high-strength foam component 8 on one side to the anti-collision seat 91 on the other side, the force is transmitted to the anti-collision seat 91 on the other side through the connecting pipe 92, and then transmitted to the rear longitudinal beam 10 on the same side, so as to distribute 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 achieving efficient force transmission.

[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, due to the overlap between the high-strength foaming member 8 and the rear seat 12, the collision reaction force is transmitted to the rear seat 12 through the high-force transmission characteristic of the high-strength material member during this period, 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 rear seat in the collision process. Figure 10 The black arrow in

[0080] Preferably, as Figure 12 shown, the high-strength foaming member 8 and the pelvic region of the passengers on the rear seat 12 at least partially 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 between the high-strength foaming member 8 and the pelvic region of the occupant is greater than [MASK50]%. 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 comes into contact with the rear sill structure 13.

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

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

[0085] like Figure 13 As shown, the rear wheel arch structure beam 14 is connected to the steel beam 15, and the steel beam 15 is connected to the rear floor.

[0086] like Figure 14 As shown, when a side impact occurs, the door anti-collision bar 3 deforms inward, the fifth gap E disappears, and the door anti-collision bar 3 comes into contact with the rear sill structure 13. The force transmission channel of the side impact is from the door anti-collision bar 3—rear sill structure 13—rear wheel arch structure beam 14—steel beam 15—rear floor. This disperses the side impact force to the rear floor of the vehicle body, further achieving rapid and effective dispersion of the side impact force. Furthermore, it allows the rear wheel arch structure beam 14 to make earlier contact with the backrest of the rear seat 12 during the collision, utilizing the seat backrest to distribute the force. Figure 14 The red arrows in the diagram indicate the transmission path of the side impact force.

[0087] Furthermore, such as Figure 13 As shown, the steel beam 15 includes two arc-shaped beams 151 and a rear beam frame 152. The two arc-shaped beams 151 are respectively connected to the rear wheel arch structure beams 14 on both sides and the rear beam frame 152. The rear beam frame 152 is installed on the C-ring beam 17.

[0088] Furthermore, such as Figure 15-16 As shown, it also includes a connector 16 and a C-ring beam 17. The connector 16 connects the rear wheel arch structure beam 14 to the C-ring beam 17, and the C-ring beam 17 connects to the rear longitudinal beam 10.

[0089] Specifically, the connector 16 connects the rear wheel arch structural beam 14 to the C-ring beam 17, thereby enabling the force transmitted to the rear wheel arch structural beam 14 to be further transmitted to the C-ring beam 17 through the connector 16. This establishes a force transmission channel for side impact forces from the door anti-collision bar 3—rear sill structural member 13—rear wheel arch structural beam 14—connector 16—C-ring beam 17—rear longitudinal beam 10.

[0090] like Figure 15As shown, since the C-ring beam 17 connects the two rear longitudinal beams 10, part of the side impact force is directly transmitted from the C-ring beam 17 to the nearest rear longitudinal beam 10, and part of the side impact force is transmitted along the left and right direction 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] Better, such as Figure 17 As shown, the connector 16 is a box-shaped structure. The box-shaped structure can increase the contact area with the rear wheel arch structure beam 14 and the C-ring beam 17, thereby improving the force transmission efficiency. At the same time, it also increases the structural strength of the connector 16. The box-shaped structure is used to support the shape of the wheel arch during the collision deformation process, so that the force transmission path with the C-ring beam 17-rear longitudinal beam 10 will not fail due to the collapse of the wheel arch.

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

[0093] Article 1: Door anti-collision bar 3—Force transmission component 6—Door sheet metal 5—B-pillar 1—Front seat frame 2—Front crossbeam 19;

[0094] Article 2: Door anti-collision bar 3—Force transmission component 6—Door sheet metal 5—B-pillar 1—Sill beam 18—Front crossbeam 19;

[0095] Article 3: Door anti-collision bar 3—Door anti-collision component 7—High-strength foam component 8—Rear floor anti-collision mechanism 9—Rear longitudinal beam 10;

[0096] Article 4: Door anti-collision bar 3—Door anti-collision component 7—High-strength foam component 8—Rear seat 12;

[0097] Article 5: Door anti-collision bar 3—Rear sill structural component 13—Rear wheel arch structural beam 14—Steel beam 15—Rear floor;

[0098] Article 6: Door anti-collision bar 3—Rear sill structural component 13—Rear wheel arch structural beam 14—Joint component 16—C-ring beam 17—Rear longitudinal beam 10.

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

[0100] This invention implements multiple force transmission channels, rapidly and effectively distributing side impact forces to existing high-strength structural components of the vehicle body, such as the front crossbeam, rear longitudinal beam, and rear floor. It eliminates the need for additional side impact airbags or excessive reinforcement of the vehicle body structure, effectively controlling costs while also achieving a lightweight design.

[0101] The above description is merely the principle and preferred embodiment of the present invention. It should be noted that, for those skilled in the art, several other modifications can be made based on the principle of the present invention, and these modifications should also be considered within the scope of protection of the present invention.

Claims

1. A side-impact force transmission system, comprising a door, a B-pillar, and a front seat frame, wherein the door further comprises a door anti-collision bar, a door hinge, and a door sheet metal, the door anti-collision bar being located on the outer side of the door sheet metal, the door hinge connecting the door anti-collision bar and the door sheet metal, the door hinge being connected to the B-pillar, the door sheet metal contacting the B-pillar, and the front seat frame being located on the inner side of the B-pillar with a first gap between it and the B-pillar, characterized in that, It also includes a force transmission component, which is located between the door anti-collision bar and the door sheet metal. One end of the force transmission component is connected to the door anti-collision bar, and the other end is left with a second gap between it and the door sheet metal. In the initial stage of a side impact, the door anti-collision bar deforms inward, the second gap disappears, and the other end of the force transmission component comes into contact with the door sheet metal. In the later stages of a side impact, the B-pillar deforms inward, the first gap disappears, and the B-pillar comes into contact 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 component, a high-strength foam component, a rear floor anti-collision mechanism, and a rear longitudinal beam. The door anti-collision component and the high-strength foam component are both installed inside the door. The door anti-collision component is connected to the inner side of the door anti-collision bar. The high-strength foam component is located inside the door anti-collision component and there is a third gap between them. 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 foam component and there is a fourth gap between them. 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 comes into contact with the high-strength foam component, and the high-strength foam component comes into contact 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 erected above the rear crossbeam. The rear crossbeam 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-shaped structures.

5. The side impact force transmission system according to claim 2, characterized in that, The high-strength foam component overlaps at least partially with the rear seat cushion 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 component overlaps at least partially with the pelvic area of ​​the rear seat passenger in the left-right direction of the vehicle body.

7. The side impact force transmission system according to claim 1, characterized in that, It also includes a rear sill structure, a rear wheel arch 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 arch structure beam, the rear wheel arch 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 deforms inward, the fifth gap disappears, and the door anti-collision bar comes into contact with the rear sill structure.

8. The side impact force transmission system according to claim 7, characterized in that, It also includes a connector and a C-ring beam, wherein the connector connects the rear wheel arch structure beam to 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 boxed structure.

10. A vehicle, characterized in that, Includes the side impact force transmission system as described in any one of claims 1-9.

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