Automobile body structure and automobile
By setting reinforcements under the seat beam and optimizing its structure, the problem of seat beam easily deforming during side column collisions is solved, achieving better occupant protection effect.
Patent Information
- Application Number
- CN202422649192.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-31
- Publication Date
- 2025-08-01
- Estimated Expiration
- 2034-10-31
AI Technical Summary
In side column collisions, the seat cross beams are prone to deform or bend, causing damage to the occupants, and the prior art is difficult to effectively protect the occupants.
A first reinforcement is arranged below the seat beam, and the upward support force is provided by the first reinforcement to offset the downward force of the seat beam, and the structure of the seat beam is optimized by designing grooves and reinforcements to enhance its resistance to deformation.
Effectively reduce the deformation and bending of seat crossbars, reduce the potential damage risk of occupants, improve the resistance to deformation of the body structure, and reduce the intrusion of the passenger compartment.
Smart Images
Figure CN223174185U_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the technical field of automotive design, and particularly relates to a vehicle body structure and an automobile. Background Art
[0002] In a side pole collision, the lower body structure is one of the main load-bearing and supporting components. To effectively protect the occupants, the compression deformation of the vehicle body structure should be controlled, especially the intrusion amount of the occupant compartment during a side collision. As a key transverse structural member, the seat crossbeam should not undergo significant deformation or bending during a collision to avoid secondary injuries to the occupants. Summary of the Utility Model
[0003] An object of an invention of this application is to provide a vehicle body structure, and one of the functions of the vehicle body structure is to offset part of the force transmitted by the seat crossbeam, thereby reducing the harm caused to the occupants due to the deformation or bending of the seat crossbeam.
[0004] Another object of an invention of this application is to provide an automobile, including the above-mentioned vehicle body structure.
[0005] According to an embodiment of this application, in a first aspect, a vehicle body structure is provided, and the vehicle body structure includes:
[0006] A sill beam;
[0007] A seat crossbeam, one end of the seat crossbeam is connected to the sill beam, and the seat crossbeam extends along a first direction;
[0008] A first reinforcing member, the first reinforcing member is disposed below the seat crossbeam, and at least one end of the first reinforcing member faces the seat crossbeam.
[0009] In an embodiment, a first groove is disposed on the lower side of the seat crossbeam, the first reinforcing member includes an arc-shaped groove portion with an opening facing the first groove, and the end of the first reinforcing member away from the sill beam extends towards the bottom wall of the first groove.
[0010] In an embodiment, a second groove extending along the first direction is disposed on the side of the seat crossbeam facing away from the vehicle bottom.
[0011] In an embodiment, a plurality of first through holes are spaced apart on the bottom wall of the second groove.
[0012] In an embodiment, a second reinforcing member extending along the first direction is disposed above the second groove.
[0013] In an embodiment, the vehicle body structure further includes a third reinforcing member, and the third reinforcing member connects the sill beam and the seat crossbeam.
[0014] In one embodiment, the third reinforcing member is at least partially concave toward the seat crossbeam; and / or, a plurality of second through holes are provided on the surface of the third reinforcing member.
[0015] In one embodiment, the third reinforcing member is threadedly connected to the seat crossbeam and the sill beam respectively.
[0016] In one embodiment, the interior of the sill beam is a hollow cavity structure.
[0017] According to an embodiment of the present application, in a second aspect, a vehicle is provided, and the vehicle includes the body structure described above.
[0018] In the body structure of the present application, a first reinforcing member is provided below the seat crossbeam. When the seat crossbeam bears a downward acting force, at least one end of the first reinforcing member can provide an upward supporting force for the seat crossbeam, thereby offsetting the acting force received by the seat crossbeam and reducing the harm caused to the occupant by the deformation or bending of the seat crossbeam. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 is a schematic structural diagram of a body structure in an embodiment of the present application;
[0020] Figure 2 is a schematic structural diagram of a seat crossbeam in an embodiment of the present application;
[0021] Figure 3 is a schematic structural diagram of a first reinforcing member in an embodiment of the present application;
[0022] Figure 4 is a schematic structural diagram of a seat crossbeam in another embodiment of the present application;
[0023] Figure 5 is a schematic structural diagram of a body structure in another embodiment of the present application;
[0024] Figure 6 is a schematic structural diagram of a third reinforcing member in an embodiment of the present application.
[0025] DESCRIPTION OF THE REFERENCE NUMERALS IN THE DRAWINGS:
[0026] 100, sill beam;
[0027] 200, seat crossbeam; 210, first groove; 220, second groove; 221, first through hole;
[0028] 310, first reinforcing member; 320, second reinforcing member; 330, third reinforcing member;
[0029] 331, second through hole. DETAILED DESCRIPTION
[0030] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.
[0031] It should be noted that the diagrams provided in this embodiment only schematically illustrate the basic concept of the present utility model.
[0032] The structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the limiting conditions under which the present utility model can be implemented. Any modification of the structure, change in the proportional relationship or adjustment of the size, without affecting the effects that the present utility model can produce and the objectives that can be achieved, should still fall within the scope covered by the technical content disclosed in the present utility model.
[0033] The orientation or positional relationship indicated in this specification, such as "upper", "lower", "left", "right", "middle", "longitudinal", "transverse", "horizontal", "inner", "outer", "radial", "circumferential", etc., is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.
[0034] As described in the background, in a side pillar collision, the lower body structure is one of the main load-bearing and supporting components. To effectively protect the occupants, the compression deformation of the body structure should be controlled, especially the intrusion amount of the occupant compartment during a side impact. As a key transverse structural member, the seat crossbeam should not undergo significant deformation or bending during a collision to avoid secondary injury to the occupants. To better solve this problem, the researchers in the present application propose a body structure, and one of the functions of the body structure is to offset part of the force transmitted by the seat crossbeam, thereby reducing the injury caused to the occupants due to the deformation or bending of the seat crossbeam.
[0035] As Figure 1 shown, Figure 1 is a schematic structural diagram of the body structure in an embodiment of the present application. The body structure includes: a sill beam 100, a seat crossbeam 200, and a first reinforcing member 310. Refer also to Figure 2 and Figure 3As shown, one end of the seat crossbeam 200 is connected to the sill beam 100, and the first reinforcement member 310 is used to support the seat crossbeam 200. When a downward force is applied to the seat crossbeam 200, the first reinforcement member 310 can apply an upward supporting force to the seat crossbeam 200, thereby offsetting the force borne by the seat crossbeam 200.
[0036] Specifically, the vehicle body structure includes: a sill beam 100 and a seat crossbeam 200, where one end of the seat crossbeam 200 is connected to the sill beam 100, for example, by welding. The seat crossbeam 200 extends in a first direction, and the first direction can be referred to Figure 1 the direction indicated by the arrow a in. The first reinforcement member 310 is disposed below the seat crossbeam 200, and at least one end of the first reinforcement member 310 faces the seat crossbeam 200. It should be noted that the first direction can be a direction perpendicular to the side of the vehicle.
[0037] In this embodiment, when the vehicle is subjected to a side collision and a downward force is applied to the seat crossbeam 200, the first reinforcement member 310 located below the seat crossbeam 200 can provide an upward supporting force to offset the downward force applied to the seat crossbeam 200. Through the design solution in this embodiment, the deformation or bending of the seat crossbeam 200 during the force application process can be reduced, thereby reducing the potential injury risk to the occupants.
[0038] In one embodiment, refer to Figure 2 and Figure 3 As shown, a first groove 210 is provided on the lower side of the seat crossbeam 200. The first reinforcement member 310 includes an arc-shaped groove portion with an opening facing the first groove 210, and one end of the first reinforcement member 310 away from the sill beam 100 extends towards the bottom wall direction of the first groove 210.
[0039] In this embodiment, the first groove 210 in the seat crossbeam 200 is used to accommodate the first reinforcement member 310, and the first reinforcement member 310 can be fixed in the first groove 210 by welding. When a downward external force is applied to the seat crossbeam 200, the first reinforcement member 310 contacts the bottom of the first groove 210 and generates a reaction force to offset the external force applied to the seat crossbeam 200. The concave structure of the first groove 210 can guide the external force to be distributed along the edge of the first groove 210 during force application, thereby controlling the overall deformation path of the seat crossbeam 200 and improving the bending resistance performance. In addition, the arc-shaped groove portion of the first reinforcement member 310 increases the contact area through the curved surface design, thereby evenly distributing the supporting force, reducing stress concentration, and further reducing the local deformation between the first reinforcement member 310 and the seat crossbeam 200.
[0040] In one embodiment, refer to Figure 4As shown, a second groove 220 extending along a first direction is provided on a side of the seat cross member 200 facing away from the vehicle bottom.
[0041] In this embodiment, the second groove 220 provided on the side of the seat cross member 200 facing away from the vehicle bottom effectively guides and distributes loads under external forces, reduces localized stress concentration, and controls the overall deformation path of the seat cross member 200. By changing the cross-sectional structure of the seat cross member 200, its bending and torsional resistance in side collisions is improved, reducing the risk of significant deformation of the seat cross member 200.
[0042] Further, in one embodiment, see Figure 4 As shown, a plurality of first through holes 221 are arranged at intervals on the bottom wall of the second groove 220 .
[0043] In this embodiment, a plurality of first through-holes 221 are spaced apart in the bottom wall of the second groove 220. This allows the seat cross beam 200 to bend and deform in response to stress, concentrating on the first through-holes 221 and thus controlling the deformation area. This design limits deformation to the first through-holes 221 in the bottom wall of the second groove 220, preventing stress from spreading to other parts of the seat cross beam 200. Furthermore, by confining deformation to a specific area, structural damage to other parts of the seat cross beam 200 is minimized, improving the rigidity and deformation resistance of the seat cross beam 200 in side collisions, and thus reducing potential injury to occupants.
[0044] In one embodiment, see Figure 4 and Figure 5 As shown, a second reinforcement member 320 extending along the first direction is provided above the second groove 220 .
[0045] In this embodiment, a second reinforcement member 320 extending in the first direction is disposed above the second groove 220. The second reinforcement member 320 provides additional support for the seat cross member 200, improving its bending and torsional rigidity. The provision of the second reinforcement member 320 further optimizes the load-bearing structure of the seat cross member 200 and reduces the possibility of structural deformation.
[0046] In one embodiment, see Figure 2 and Figure 6 As shown, the vehicle body structure further includes a third reinforcement member 330 , which connects the rocker beam 100 and the seat cross member 200 .
[0047] In this embodiment, the third reinforcing member 330 connects the sill beam 100 and the seat crossbeam 200, increasing the force conduction path and the force-bearing area. During a side collision, the collision force is effectively transmitted from the sill beam 100 to the seat crossbeam 200 through the third reinforcing member 330, dispersing the local stress concentration and preventing a single structure from bearing excessive loads. In this embodiment, through this structural design, the overall force on the vehicle body during a collision is more uniform, reducing the deformation amplitude of the seat crossbeam 200 and the sill beam 100, enhancing the anti-deformation ability of the vehicle body structure, and thus reducing the intrusion risk of the occupant compartment.
[0048] Further, in one embodiment, at least a part of the third reinforcing member 330 is recessed toward the seat crossbeam 200; and / or, a plurality of second through holes 331 are provided on the surface of the third reinforcing member 330.
[0049] In this embodiment, the design that at least a part of the third reinforcing member 330 is recessed toward the seat crossbeam 200 optimizes the force transmission path by increasing the contact area between the third reinforcing member 330 and the seat crossbeam 200. During a side collision, the external force is transmitted to the third reinforcing member 330 through the sill beam 100, and the plurality of second through holes 331 provided on the surface of the third reinforcing member 330 can guide local deformation, control the stress concentration area, prevent stress from spreading to other parts, and thus improve the torsional resistance of the seat crossbeam 200.
[0050] Further, in one embodiment, the third reinforcing member 330 is threadedly connected to the seat crossbeam 200 and the sill beam 100 respectively.
[0051] In this embodiment, the third reinforcing member 330 is respectively fixed to the seat crossbeam 200 and the sill beam 100 by threaded connections. The threaded connection structure enhances the connection strength between the third reinforcing member 330 and the seat crossbeam 200 and the sill beam 100, ensuring the stable transmission of force during a collision. During a side collision, the external force can be effectively transmitted from the sill beam 100 to the seat crossbeam 200 through the third reinforcing member 330, reducing the local stress concentration, thereby enhancing the anti-deformation ability of the vehicle body structure and reducing the intrusion amount of the occupant compartment.
[0052] In one embodiment, the interior of the sill beam 100 is a hollow cavity structure.
[0053] In this embodiment, the hollow cavity structure of the sill beam 100 provides a buffering effect by utilizing the internal space of the cavity, which can absorb part of the energy in a side collision and reduce the intensity of the external collision force directly transmitted to the external structure of the sill beam 100. The hollow cavity structure further helps to alleviate the instantaneous deformation of the sill beam 100, optimize the force conduction path, and reduce the risk of bending or compressive deformation of the sill beam 100 during a collision. Through the design solution in this embodiment, the anti-deformation ability of the vehicle body structure is enhanced, which helps to control the intrusion amount of the occupant compartment in a side collision, thereby improving the protection of the occupants.
[0054] This application also proposes a vehicle, which includes the vehicle body structure described above.
[0055] In this embodiment, after the above-mentioned vehicle body structure is installed in the vehicle, during a side collision, the vehicle body structure can effectively disperse the external force, reduce local stress concentration, and further reduce the deformation amplitude of the seat cross beam 200 and the sill beam 100, thereby reducing the intrusion amount into the occupant compartment and improving the safety protection effect for the occupants.
[0056] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.
[0057] The above embodiments only represent several implementation manners of this application, and their descriptions are relatively specific and detailed, but they should not be construed as a limitation to the scope of the utility model patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of this application, several deformations and improvements can still be made, and these all belong to the protection scope of this application. Therefore, the protection scope of this application patent shall be subject to the appended claims.
Claims
1. A vehicle body structure, characterized in that, The vehicle body structure includes: A sill beam (100); A seat crossbeam (200), one end of the seat crossbeam (200) is connected to the sill beam (100), and the seat crossbeam (200) extends in a first direction; A first reinforcing member (310), the first reinforcing member (310) is disposed below the seat crossbeam (200), and at least one end of the first reinforcing member (310) faces the seat crossbeam (200).
2. The vehicle body structure according to claim 1, characterized in that: A first groove (210) is provided on the lower side of the seat crossbeam (200), the first reinforcing member (310) includes an arc-shaped groove portion with an opening facing the first groove (210), and the end of the first reinforcing member (310) away from the sill beam (100) extends towards the bottom wall direction of the first groove (210).
3. The vehicle body structure according to claim 1, characterized in that: A second groove (220) extending in the first direction is provided on the side of the seat crossbeam (200) facing away from the vehicle bottom.
4. The vehicle body structure according to claim 3, wherein: A plurality of first through holes (221) are spaced apart on the bottom wall of the second groove (220).
5. The vehicle body structure according to claim 3, characterized in that: A second reinforcing member (320) extending in the first direction is provided above the second groove (220).
6. The body structure according to any one of claims 1-5, characterized in that: The vehicle body structure further includes a third reinforcing member (330), and the third reinforcing member (330) connects the sill beam (100) and the seat crossbeam (200).
7. The vehicle body structure according to claim 6, characterized in that: At least a part of the third reinforcing member (330) is recessed towards the seat crossbeam (200); and / or, a plurality of second through holes (331) are provided on the surface of the third reinforcing member (330).
8. The vehicle body structure according to claim 6, characterized in that: The third reinforcing member (330) is respectively threadedly connected to the seat crossbeam (200) and the sill beam (100).
9. The vehicle body structure according to claim 1, characterized in that: The inside of the sill beam (100) is a hollow cavity structure.
10. A vehicle, characterized in that: The vehicle includes the vehicle body structure according to any one of claims 1-9.