Vehicle body structure and vehicle

Abstract

The application discloses a vehicle body structure and a vehicle, and relates to the automobile field.The vehicle body structure comprises an A column, an upper side beam and an upper side beam support.The one end of the upper side beam is connected with the A column, the other end of the upper side beam extends away from the A column, and the upper side beam has an upper side beam cavity extending in the same direction as the upper side beam.The upper side beam support is arranged in the upper side beam cavity and extends at least along the length direction of the vehicle body, and the upper side beam support is fixedly connected with the upper side beam.Through the above scheme, the application can optimize the collision force transmission path and effectively improve the small offset crash performance.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a vehicle body structure and a vehicle. Background Technology

[0002] With the continuous development of the automotive industry, vehicle collision safety has gradually become one of the important indicators that people pay attention to when purchasing a car. Small offset frontal collisions are considered the most difficult frontal collision test because the impact area is small, resulting in high pressure and making problems such as A-pillar bending or intrusion into the passenger compartment more likely. Therefore, the vehicle body structure is required to minimize the intrusion into the passenger compartment in small offset collisions and reduce injury to occupants.

[0003] The small offset collision performance and collision force transmission path of the existing vehicle body structure need to be optimized. Summary of the Invention

[0004] This application provides a vehicle body structure and vehicle that can optimize the collision force transmission path and effectively improve small offset collision performance.

[0005] To solve the aforementioned technical problems, this application adopts the following technical solution: A vehicle body structure is provided, including an A-pillar, an upper side beam, and an upper side beam support member. One end of the upper side beam is connected to the A-pillar, and the other end of the upper side beam extends away from the A-pillar. The upper side beam has an upper side beam cavity extending in the same direction as the upper side beam. The upper beam support member is disposed within the upper beam cavity and extends at least along the length of the vehicle body, and the upper beam support member is fixedly connected to the upper side beam.

[0006] The upper beam comprises an inner plate and an outer plate that are fastened together, forming a cavity within the upper beam. The upper beam support is spaced apart from the inner plate and / or the outer plate.

[0007] The vehicle body structure further includes a first reinforcing bracket and a second reinforcing bracket. The end of the upper side beam support member furthest from the A-pillar is fixedly connected to the inner plate of the upper side beam via the first reinforcing bracket, while the end of the upper side beam support member closest to the A-pillar is fixedly connected to the inner plate of the upper side beam via the second reinforcing bracket.

[0008] The upper beam inner plate includes an inner side plate and a bottom plate. The bottom plate is connected to the bottom of the inner side plate and extends to the upper beam outer plate. There are two first reinforcing brackets and two second reinforcing brackets. Both first reinforcing brackets are connected to the inner side plate, and the two second reinforcing brackets are connected to the inner side plate and the bottom plate, respectively.

[0009] The upper beam support is a square tube structure that extends at least along the length of the vehicle body.

[0010] The vehicle body structure further includes longitudinal beams, shock absorber towers, a first support member, and a second support member. The longitudinal beams extend along the length of the vehicle body and are spaced apart at the bottom of the upper side beam. The top end of the shock absorber tower is connected to the upper side beam, and the bottom end of the shock absorber tower is connected to the longitudinal beam. The shock absorber tower is connected to the end of the upper side beam away from the A-pillar via the first support member, and the shock absorber tower is connected to the A-pillar via the second support member, thus forming a force transmission path on the vehicle body structure that extends sequentially along the first support member, the shock absorber tower, and the second support member.

[0011] The first support member has its two ends connected to the upper beam and the damping tower, respectively, and the first support member, the upper beam, and the damping tower together form a first frame. The second support member includes a first sub-support member and a second sub-support member. The two ends of the first sub-support member are connected to the end of the longitudinal beam near the A-column and the A-column, respectively. The first sub-support member, the longitudinal beam, the damping tower, the upper beam, and the A-column together form a second frame, and the second sub-support member is disposed within the second frame. The two ends of the second sub-support member are connected to the damping tower and the first sub-support member, respectively.

[0012] The A-pillar has an A-pillar cavity, and an A-pillar reinforcement is provided in the A-pillar cavity. One end of the A-pillar reinforcement is stacked and fixedly connected to the A-pillar and the end of the second sub-support away from the longitudinal beam in sequence. The other end of the A-pillar reinforcement extends in the direction away from the longitudinal beam and is fixedly connected to the A-pillar.

[0013] The A-pillar includes an inner A-pillar panel and an outer A-pillar panel that are fastened together. The inner A-pillar panel and the outer A-pillar panel together form the A-pillar cavity. The A-pillar reinforcement is fastened together with the inner A-pillar panel and forms an A-pillar reinforcement cavity between the A-pillar reinforcement and the inner A-pillar panel.

[0014] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle including the body structure described in the above technical solution.

[0015] The beneficial effects of this application are as follows: Unlike existing technologies, the vehicle body structure provided in this application incorporates an upper side beam support member within the upper side beam, adding a new force transmission path within the vehicle body structure for small offset collisions. Specifically, this new force transmission path extends sequentially along the front end of the upper side beam, the upper side beam support member, and the A-pillar. Compared to related technologies, the vehicle body structure of this application disperses the collision energy borne by the upper side beam, reduces the collision pressure on the upper side beam, effectively improves the collision performance of the entire frame structure, makes force transmission smoother, and enhances the safety performance of the upper side beam and other structures. Attached Figure Description

[0016] Figure 1 This is a three-dimensional structural schematic diagram of an embodiment of the vehicle body structure of this application; Figure 2 This is an exploded view of an embodiment of the vehicle body structure of this application; Figure 3 This is a top view schematic diagram of an embodiment of the vehicle body structure of this application.

[0017] Reference numerals: 1. Vehicle body structure; 1a. First frame; 1b. Second frame; 10. A-pillar; 10a. A-pillar cavity; 11. Inner A-pillar panel; 12. A-pillar reinforcement; 12a. A-pillar reinforcement cavity; 20. Upper side beam; 20a. Upper side beam cavity; 21. Inner upper side beam panel; 211. Inner side panel; 212. Floor plate; 22. Upper side beam support; 23. First reinforcing bracket; 231. First plate; 232. Second plate; 24. Second reinforcing bracket; 30. Longitudinal beam; 30a. Longitudinal beam cavity; 31. Inner longitudinal beam panel; 32. Outer longitudinal beam panel; 40. Shock absorber tower; 41. First support member; 42. Second support member; 421. First sub-support member; 422. Second sub-support member; 50. Fixing bolt. Detailed Implementation

[0018] To make the objectives, technical solutions, and effects of this application clearer and more explicit, the following detailed description is provided with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] For ease of understanding, the attached diagram shows the mutually orthogonal X-axis, Y-axis, and Z-axis. The direction along the X-axis is called the X-direction, which is the length direction of the vehicle body, i.e., the front-to-back direction of the vehicle body structure; the direction along the Y-axis is called the Y-direction, which is the width direction of the vehicle body, i.e., the left-to-right direction of the vehicle body structure; and the direction along the Z-axis is called the Z-direction, which is the height direction of the vehicle body, i.e., the vertical direction of the vehicle body structure.

[0020] See Figure 1 and Figure 2 , Figure 1 This is a three-dimensional structural diagram of an embodiment of the vehicle body structure of this application. Figure 2 This is an exploded view of an embodiment of the vehicle body structure of this application. This application provides a vehicle body structure 1, which includes an A-pillar 10, an upper side beam 20, and an upper side beam support member 22.

[0021] Specifically, the A-pillar 10 can be made of thermoformed reinforcing plate. The A-pillar 10 extends substantially along the Z-direction.

[0022] The upper beam 20 can be made of thermoformed reinforcing plate. The upper beam 20 is an upwardly convex arc-shaped strip structure. The upper beam 20 extends basically along the length direction X of the vehicle body. The rear end of the upper beam 20 is connected to the A-pillar 10, and the front end of the upper beam 20 extends away from the A-pillar 10 in the direction of the front of the vehicle. The upper beam 20 has an upper beam cavity 20a extending in the same direction as the upper beam 20. That is, the upper beam 20 is a hollow strip structure.

[0023] The upper beam support member 22 can be a sheet metal part. The upper beam support member 22 is disposed within the upper beam cavity 20a and extends at least along the length direction X of the vehicle body, and the upper beam support member 22 is fixedly connected to the upper beam 20. Specifically, the upper beam support member 22 can be a straight structure extending along the X direction, or it can be a curved structure that extends substantially along the X direction and convexes upward.

[0024] In related technologies, when the vehicle body structure 1 suffers a small offset collision, the collision energy can only be transmitted to the A-pillar 10 along the extension direction of the upper side beam 20, causing the upper side beam 20 to bear huge collision pressure, which can easily lead to severe deformation of the upper side beam 20, or cause the upper side beam 20 or the A-pillar 10 to intrude into the passenger compartment, affecting the safety of the occupants.

[0025] The vehicle body structure 1 provided in this application has an upper side beam support member 22 installed inside the upper side beam 20. For small offset collisions, a new force transmission path is added to the vehicle body structure 1, referred to as the first force transmission path (indicated by arrow A in the figure). Specifically, the first force transmission path extends sequentially along the front end of the upper side beam 20, the upper side beam support member 22, and the A-pillar 10. Compared to related technologies, the vehicle body structure 1 of this application disperses the collision energy borne by the upper side beam 20, reduces the collision pressure on the upper side beam 20, effectively improves the collision performance of the entire frame structure, makes force transmission smoother, and enhances the safety performance of the upper side beam 20 and other structures.

[0026] In some embodiments, the upper beam 20 includes an inner upper beam plate 21 and an outer upper beam plate (not shown) that are fastened together, forming an upper beam cavity 20a. Specifically, the inner upper beam plate 21 is disposed inside the outer upper beam plate in the Y direction, and the two are fixed by welding to form a tubular structure with a closed cross-section. Both the inner upper beam plate 21 and the outer upper beam plate are thermoformed reinforcing plate structures. The upper beam support member 22 is spaced apart from the inner upper beam plate 21 and / or the outer upper beam plate.

[0027] In one embodiment, the upper beam support member 22 may be spaced apart from the inner plate 21 of the upper beam, in which case a portion of the outer wall of the upper beam support member 22 may be fitted and fixedly connected to the inner wall of the outer plate of the upper beam. In this embodiment, a buffer cavity is formed between the upper beam support member 22 and the inner plate 21 of the upper beam, improving the collision performance of the upper beam 20 frame structure and making force transmission smoother.

[0028] In one embodiment, the upper beam support member 22 may be spaced apart from the outer plate of the upper beam, in which case a portion of the outer wall of the upper beam support member 22 may be fitted and fixedly connected to the inner wall of the inner plate 21 of the upper beam. In this embodiment, a buffer cavity is formed between the upper beam support member 22 and the outer plate of the upper beam, improving the collision performance of the upper beam 20 frame structure and making force transmission smoother.

[0029] In one embodiment, the upper beam support member 22 can be spaced apart from both the inner plate 21 and the outer plate of the upper beam. In this case, all outer walls of the upper beam support member 22 are spaced apart from the inner walls of the inner plate 21 and the outer plate of the upper beam. In this embodiment, buffer cavities are formed around the upper beam support member 22 and between it and the inner plate 21 and the outer plate of the upper beam, so that energy transmitted from all directions can be buffered, further improving the collision performance of the upper beam 20 frame structure and making force transmission smoother.

[0030] In one embodiment, the upper side beam support member 22 is suspended from the upper side beam 20 via a bracket structure. The vehicle body structure 1 also includes a first reinforcing bracket 23 and a second reinforcing bracket 24. The end of the upper side beam support member 22 furthest from the A-pillar 10 is fixedly connected to the inner plate 21 of the upper side beam via the first reinforcing bracket 23, and the end of the upper side beam support member 22 closest to the A-pillar 10 is fixedly connected to the inner plate 21 of the upper side beam via the second reinforcing bracket 24. The first reinforcing bracket 23 is used to suspend the front end of the upper side beam support member 22 and fix it to the upper side beam 20, and the second reinforcing bracket 24 is used to suspend the rear end of the upper side beam support member 22 and fix it to the upper side beam 20. The first reinforcing bracket 23 can be fixedly connected to the inner plate 21 or the outer plate of the upper side beam, and the second reinforcing bracket 24 can be fixedly connected to the inner plate 21 or the outer plate of the upper side beam. The materials of the first reinforcing bracket 23 and the second reinforcing bracket 24 can be sheet metal parts.

[0031] In one embodiment, the vehicle body structure 1 further includes a first reinforcing bracket 21 and a second reinforcing bracket 22. The upper side beam inner plate 21 includes an inner side plate 211 and a bottom plate 212. The bottom plate 212 is connected to the bottom of the inner side plate 211 and extends to the upper side beam outer plate. Specifically, the upper side beam inner plate 21 is a strip structure with an "L"-shaped cross-section. The inner side plate 211 extends along the X and Z directions, and the bottom plate 212 extends along the X and Y directions, connecting to the bottom end of the inner side plate 211 and located on the outer side of the vehicle body in the Y direction. The upper side beam outer plate is also a strip structure with an inverted "L"-shaped cross-section. The upper side beam inner plate 21 and the upper side beam outer plate are fastened together to form a tubular structure with a "U"-shaped cross-section.

[0032] In this embodiment, there are two first reinforcing brackets 23 and two second reinforcing brackets 24. Both first reinforcing brackets 23 are connected to the inner side plate 211, and the two second reinforcing brackets 24 are connected to the inner side plate 211 and the bottom plate 212, respectively. Specifically, the first reinforcing brackets 23 and the second reinforcing brackets 24 have basically the same structure, both being "L"-shaped brackets, including a first plate 231 and a second plate 232 whose ends are connected as one piece. Both the first plate 231 and the second plate 232 are plate-like structures with a "U"-shaped cross-section, which can improve the rigidity of the first reinforcing brackets 23 and the second reinforcing brackets 24 and ensure the connection strength of the upper beam support member 22. In one of the first reinforcing brackets 23, the first plate 231 is attached to and welded to the top outer wall of the front end of the upper beam support member 22, and the second plate 232 extends upward along the Z direction and is attached to and welded to the inner wall of the inner side plate 211 of the inner plate 21 of the upper beam. In another first reinforcing bracket 23, the first plate 231 is attached to and welded to the bottom outer wall of the front end of the upper beam support member 22, and the second plate 232 extends downward along the Z direction and is attached to and welded to the inner wall of the inner side plate 211 of the inner plate 21 of the upper beam. The first reinforcing bracket 23 makes the circumferential outer wall of the upper beam support member 22 spaced apart from the inner side plate 211 and the bottom plate 212 and stably connected. At the same time, when the vehicle body is subjected to a small offset collision, the front end of the upper beam 20 and the upper beam support member 22 has sufficient deformation space. The first plate 231 of one second reinforcing bracket 24 is attached to and welded to the top outer wall of the rear end of the upper beam support member 22. The second plate 232 extends upward along the Z direction and is attached to and welded to the inner wall of the inner side plate 211 of the inner plate 21 of the upper beam. The first plate 231 of another second reinforcing bracket 24 is attached to and welded to the outer wall of the rear end of the upper beam support member 22 on the side away from the inner side wall. The second plate 232 extends outward along the Y direction and is attached to and welded to the inner wall of the bottom plate 212 of the inner plate 21 of the upper beam. The second reinforcing brackets 24 make the circumferential outer wall of the upper beam support member 22 spaced apart from the inner side plate 211 and the bottom plate 212. Since the two second reinforcing brackets 24 are respectively supported at the bottom and the outside of the upper beam support member 22, the probability of the upper beam support member 22 separating from the upper beam 20 due to collision energy can be reduced.

[0033] In other embodiments, the two first reinforcing brackets 23 may also be supported on the bottom and the outside of the upper beam support member 22, respectively.

[0034] In other embodiments, there may be multiple first reinforcing supports 23 and second reinforcing supports 24, and the first reinforcing supports 23 and second reinforcing supports 24 may also have other shapes. In other embodiments, more reinforcing supports may also be provided in the middle of the upper beam support 22. The number and shape of the reinforcing supports are not specifically limited in this application.

[0035] In one embodiment, the upper side beam support 22 is a square tube structure that extends at least along the length of the vehicle body. Specifically, the cross-section of the upper side beam support 22 is in the shape of a "square", and the four side walls of the upper side beam support 22 are respectively arranged parallel to the four inner walls of the upper side beam 20, so that the upper side beam 20 and the upper side beam support 22 together form a double-layer frame structure with a "square inside a square" cross-section. This structure is easy to manufacture and has an inner and outer double-layer energy absorption cavity, which can fully absorb the energy of a small offset collision. At the same time, the frame structure in the shape of a square inside a square has strong bending resistance.

[0036] In other embodiments, the cross-section of the upper side beam support 22 can also be in the shape of a "horizontal rectangle" or other shapes.

[0037] Refer to Figure 1 and Figure 2 As shown in and, in one embodiment, the vehicle body structure 1 further includes a longitudinal beam 30, a shock tower 40, a first support 41 and a second support 42. The longitudinal beam 30 extends along the length of the vehicle body, and the longitudinal beam 30 is arranged at intervals at the bottom of the upper side beam 20. The longitudinal beam 30 is a hot stamping reinforcement plate structure. The longitudinal beam 30 includes an inner longitudinal beam plate 31 and an outer longitudinal beam plate 32 that both extend in the X direction. The inner longitudinal beam plate 31 is located inside the outer longitudinal beam plate 32 in the Y direction. The cross-sections of the inner longitudinal beam plate 31 and the outer longitudinal beam plate 32 are both in the shape of a "U", and the openings of the inner longitudinal beam plate 31 and the outer longitudinal beam plate 32 are arranged opposite to each other. The inner longitudinal beam plate 31 and the outer longitudinal beam plate 32 are buckled to form a longitudinal beam cavity 30a with a "square" cross-section. The shock tower 40 is an integrated die-cast aluminum structure. The top end of the shock tower 40 is connected to the upper side beam 20, and the bottom end of the shock tower 40 is connected to the longitudinal beam 30, playing a role of connecting the upper and lower parts in the whole frame. The first support 41 is located at the front end of the shock tower 40. The shock tower 40 is connected to the front end of the upper side beam 20, which is the end of the upper side beam 20 far from the A pillar 10, through the first support 41. The second support 42 is located at the rear end of the shock tower 40. The shock tower 40 is connected to the A pillar 10 through the second support 42. The connection point of the second support 42 and the A pillar 10 is located below the connection point of the upper side beam 20 and the A pillar 10. The first support 41, the second support 42 and the shock tower 40 form a force transmission path that extends sequentially along the first support 41, the shock tower 40 and the second support 42 on the vehicle body structure 1.

[0038] This embodiment adds a first support member 41 and a second support member 42 to further enhance the force transmission path on the vehicle body structure 1. This newly added force transmission path is referred to as the second force transmission path (as shown by arrow B in the figure), and the shock absorber tower 40 is incorporated into the second force transmission path. Specifically, the second force transmission path extends sequentially along the front end of the upper beam 20, the first support member 41, the shock absorber tower 40, the second support member 42, and the A-pillar 10. Compared with related technologies, the vehicle body structure 1 of this application further disperses the collision energy borne by the upper beam 20, allowing more vehicle body components to bear the force transmission role, reducing the collision pressure on the upper beam 20, effectively improving the collision performance of the entire frame structure, making the force transmission smoother, and improving the safety performance of the upper beam 20 and other structures. In addition, the force transmission paths, the first force transmission path and the second force transmission path transmitted from the upper beam 20 to the A-pillar 10 converge at the A-pillar 10. Since the aforementioned force transmission directions are different and intersect each other, they can cancel each other out, thereby allowing some of the collision energy to dissipate on its own. This design is beneficial to further reduce the collision pressure on the vehicle body structure 1 and reduce the intensity of the collision energy.

[0039] See Figure 1 and Figure 3, in one embodiment, the first support member 41 is a hot stamping reinforcement plate structure, which is integrally "Z"-shaped. Both ends of the first support member 41 have flanges, and the flanges at both ends are respectively connected to the upper side beam 20 and the shock tower 40. Specifically, the front flange of the first support member 41 is fixedly connected to the inner panel 21 of the upper side beam, and the rear flange of the first support member 41 is fixedly connected to the front edge of the shock tower 40 through a fixing bolt 50. The first support member 41, the upper side beam 20 and the shock tower 40 enclose a first frame 1a, and the first frame 1a is integrally triangular, which improves the stability and collision performance of the vehicle body structure 1 located on the front side of the shock tower 40. At least one reinforcing rib extending in the same direction as the first support member 41 can be provided on the first support member 41 to enhance the stiffness of the first support member 41. In this embodiment, the second support member 42 is a split structure, and the second support member 42 includes a first sub-support member 421 and a second sub-support member 422. Both the first sub-support member 421 and the second sub-support member 422 can be hot stamping reinforcement plate structures. The first sub-support member 421 is obliquely backward along the X direction and outward along the Y direction as a whole. Both ends of the first sub-support member 421 have flanges, and the flanges at both ends of the first sub-support member 421 are respectively connected to one end of the longitudinal beam 30 near the A pillar 10 and the A pillar 10. Specifically, the front flange of the first sub-support member 421 is fixedly connected to the rear end of the outer panel 32 of the longitudinal beam, and the rear flange of the first sub-support member 421 is fixedly connected to the A pillar 10 through a fixing bolt 50. At least one reinforcing rib extending in the same direction as the first sub-support member 421 can be provided on the first sub-support member 421 to enhance the stiffness of the first sub-support member 421. The first sub-support member 421, the longitudinal beam 30, the shock tower 40, the upper side beam 20 and the A pillar 10 enclose a second frame 1b, and the second frame 1b is polygonal. The second sub-support member 422 is disposed within the second frame 1b, and both ends of the second sub-support member 422 have flanges. The flanges at both ends of the second sub-support member 422 are respectively connected to the shock tower 40 and the first sub-support member 421. Specifically, the front flange of the second sub-support member 422 is fixedly connected to the rear edge of the shock tower 40 through a fixing bolt 50, and the rear flange of the second sub-support member 422 is fixedly connected to the top edge of the first sub-support member 421. The second sub-support member 422 divides the second frame 1b into two small frames, which is approximately a "day"-shaped frame structure as a whole, or the shock tower 40, the first sub-support member 421 and the second sub-support member 422 form a "work"-shaped frame structure, which can improve the stability and collision performance of the vehicle body structure 1 located on the rear side of the shock tower 40. At least one reinforcing rib extending in the same direction as the second sub-support member 422 can be provided on the second sub-support member 422 to enhance the stiffness of the second sub-support member 422. In this embodiment, the newly added second force transmission path specifically extends sequentially along the front end of the upper side beam 20, the first support member 41, the shock tower 4l0, the second sub-support member 422, the first sub-support member 421 and the A pillar 10.

[0040] In one embodiment, the A-pillar 10 has an A-pillar cavity 10a, and both the A-pillar cavity 10a and the A-pillar 10 extend along the Z direction. An A-pillar reinforcement 12 is provided within the A-pillar cavity 10a, and the A-pillar reinforcement 12 can be a thermoformed reinforcing plate structure. One end of the A-pillar reinforcement 12 is stacked and fixedly connected to the A-pillar 10 and the end of the second sub-support 422 away from the longitudinal beam 30 in sequence. The other end of the A-pillar reinforcement 12 extends in the direction away from the longitudinal beam 30 and is fixedly connected to the A-pillar 10. Specifically, the A-pillar reinforcement 12 extends along the X direction, with its front end facing the second sub-support 422. Fixing bolts 50 lock the rear flange of the stacked second sub-support 422, the front flange of the A-pillar 10, and the front end of the A-pillar reinforcement 12 into a single unit. This three-layer overlapping structure results in higher structural rigidity and greater stability. The rear end of the A-pillar reinforcement 12 is fixed to the rear flange of the A-pillar 10. The A-pillar reinforcement 12 is embedded within the A-pillar cavity 10a. On one hand, by supporting the A-pillar 10 along the X-direction, the reinforcement 12 enhances the rigidity of the A-pillar 10. On the other hand, since the reinforcement 12 is directly opposite and fixedly connected to the second sub-support 422, the force transmitted from the second sub-support 422 via the newly added second force transmission path continues to be transmitted rearward along the reinforcement 12. Because the force is transmitted rearward along this path, while the force transmitted to the A-pillar 10 via the upper beam 20 and the newly added first force transmission path both have forces transmitted downward along the A-pillar 10, these multiple vertically intersecting rearward and downward forces can cancel each other out, further reducing the collision pressure on the frame structure and the intensity of the collision energy.

[0041] Optionally, the width of the A-pillar reinforcement 12 in the Z-direction can be the same as the width of the second sub-support 422 in the Z-direction, and the two completely overlap at the connection point, so that the force transmitted from the second sub-support 422 can be transmitted to the A-pillar reinforcement 12 as much as possible. In other embodiments, the width of the A-pillar reinforcement 12 can also be smaller than the width of the second sub-support 422 to achieve weight reduction. Furthermore, the A-pillar reinforcement 12 can be provided with process holes to further reduce the weight of the A-pillar reinforcement 12.

[0042] In one embodiment, the A-pillar 10 includes an inner A-pillar panel 11 and an outer A-pillar panel that are snap-connected. The inner A-pillar panel 11 and the outer A-pillar panel enclose the A-pillar cavity 10a. The A-pillar reinforcement 12 is snap-connected to the inner A-pillar panel 11 and forms an A-pillar reinforcement cavity 12a between the A-pillar reinforcement 12 and the inner A-pillar panel 11. Specifically, the A-pillar 10 is a hot-formed reinforcement plate structure. The A-pillar 10 includes an inner A-pillar panel 11 and an outer A-pillar panel (both not shown in the figures) that both extend along the Z direction. The inner A-pillar panel 11 is located inside the outer A-pillar panel in the Y direction. The cross-sections of both the inner A-pillar panel 11 and the outer A-pillar panel are in a "U" shape. The openings of the inner A-pillar panel 11 and the outer A-pillar panel are arranged opposite to each other. The inner A-pillar panel 11 and the outer A-pillar panel are snap-connected to form the A-pillar 10 with a cross-section in a "square" shape. The cross-section of the A-pillar reinforcement 12 is in a "channel" shape. The opening of the A-pillar reinforcement 12 faces the inner A-pillar panel 11. The two enclose to form an A-pillar reinforcement cavity 12a that extends along the X direction. The cross-section of the A-pillar reinforcement cavity 12a is in a "square" shape, forming a buffer cavity inside the A-pillar 10 and enhancing the collision performance.

[0043] In other embodiments, the second sub-support 422 can be connected to the outer A-pillar panel, and the A-pillar reinforcement 12 can also be snap-connected to the outer A-pillar panel.

[0044] This application also provides a vehicle, including the body structure 1 in the foregoing embodiment. The vehicle can be a fuel vehicle, a hybrid vehicle, or a pure electric vehicle, etc., and is also applicable to any vehicle type, such as a sedan, an SUV (Sports Utility Vehicle), and an MPV (Multi-Purpose Vehicle), etc. This setting adds a new force transmission path in the body structure 1 for small overlap collisions. The newly added force transmission path specifically extends sequentially along the front end of the upper side member 20, the upper side member support 22, and the A-pillar 10. Compared with the related art, the body structure 1 of this application disperses the collision energy borne by the upper side member 20, reduces the collision pressure on the upper side member 20, effectively enhances the collision performance of the entire frame structure, makes the force transmission smoother, and improves the safety performance of structures such as the upper side member 20.

[0045] The above are only the implementation manners of this application, and do not limit the patent scope of this application accordingly. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of this application, or directly or indirectly applied in other related technical fields, is equally included in the patent protection scope of this application.

Claims

1. A vehicle body structure, characterized in that, include: A pillar; The upper beam has one end connected to the A-pillar and the other end extending away from the A-pillar. The upper beam has a cavity extending in the same direction as the upper beam. An upper beam support is disposed within the cavity of the upper beam and extends at least along the length of the vehicle body; the upper beam support is fixedly connected to the upper beam.

2. The vehicle body structure according to claim 1, characterized in that, The upper beam includes an inner plate and an outer plate that are fastened together, and the inner plate and the outer plate together form the cavity of the upper beam. The upper beam support is spaced apart from the upper beam inner plate and / or the upper beam outer plate.

3. The vehicle body structure according to claim 1, characterized in that, The vehicle body structure also includes a first reinforcing bracket and a second reinforcing bracket; The end of the upper beam support member away from the A-column is fixedly connected to the inner plate of the upper beam through the first reinforcing bracket, and the end of the upper beam support member close to the A-column is fixedly connected to the inner plate of the upper beam through the second reinforcing bracket.

4. The vehicle body structure according to claim 3, characterized in that, The inner plate of the upper beam includes an inner side plate and a bottom plate, wherein the bottom plate is connected to the bottom of the inner side plate and extends to the outer plate of the upper beam; There are two first reinforcing brackets and two second reinforcing brackets. Both first reinforcing brackets are connected to the inner side plate, and the two second reinforcing brackets are connected to the inner side plate and the bottom plate, respectively.

5. The vehicle body structure according to claim 1, characterized in that, The upper beam support is a square tube structure that extends at least along the length of the vehicle body.

6. The vehicle body structure according to any one of claims 1-5, characterized in that, The vehicle body structure also includes: Longitudinal beams extend along the length of the vehicle body and are spaced apart at the bottom of the upper beam; The shock absorber tower has its top end connected to the upper beam and its bottom end connected to the longitudinal beam. The first support member and the second support member, wherein the shock absorber tower is connected to the end of the upper beam away from the A-pillar via the first support member, and the shock absorber tower is connected to the A-pillar via the second support member, so as to form a force transmission path on the vehicle body structure that extends sequentially along the first support member, the shock absorber tower and the second support member.

7. The vehicle body structure according to claim 6, characterized in that, The first support member is connected to the upper beam and the shock absorber tower at both ends, and the first support member, the upper beam and the shock absorber tower together form the first frame; The second support member includes a first sub-support member and a second sub-support member. The two ends of the first sub-support member are respectively connected to the end of the longitudinal beam near the A-column and the A-column. The first sub-support member, the longitudinal beam, the shock absorber tower, the upper beam and the A-column together form a second frame. The second sub-support member is disposed in the second frame. The two ends of the second sub-support member are respectively connected to the shock absorber tower and the first sub-support member.

8. The vehicle body structure according to claim 7, characterized in that, The A-pillar has an A-pillar cavity, and an A-pillar reinforcement is provided in the A-pillar cavity. One end of the A-pillar reinforcement is stacked and fixedly connected to the A-pillar and the end of the second sub-support away from the longitudinal beam in sequence. The other end of the A-pillar reinforcement extends in the direction away from the longitudinal beam and is fixedly connected to the A-pillar.

9. The vehicle body structure according to claim 8, characterized in that, The A-pillar includes an inner A-pillar panel and an outer A-pillar panel that are fastened together. The inner A-pillar panel and the outer A-pillar panel together form the A-pillar cavity. The A-pillar reinforcement is fastened together with the inner A-pillar panel and forms an A-pillar reinforcement cavity between the A-pillar reinforcement and the inner A-pillar panel.

10. A vehicle, characterized in that, Including the vehicle body structure as described in claims 1-9.

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