Automobile body structure
By designing an energy-absorbing cavity within the A-pillar assembly and using reinforcement components to divide it into multiple energy-absorbing sections, combined with a multi-path force transmission design, the problems of poor strength of the A-pillar assembly and a single force transmission path in traditional body structures are solved, thereby improving the collision stability and impact resistance of the body.
Patent Information
- Application Number
- CN202422826860.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-19
- Publication Date
- 2025-10-03
- Estimated Expiration
- 2034-11-19
AI Technical Summary
The A-pillar assembly in traditional body structures has poor structural strength and a single force transmission path, which cannot effectively disperse the impact force of a collision.
An automobile body structure is designed, including an A-pillar assembly and a reinforcement component. An energy-absorbing cavity is formed in the lower section of the A-pillar, which is divided into multiple energy-absorbing sections by the reinforcement component. Combined with the force transmission paths of the upper section of the A-pillar, the rear section of the side panel, the inner door sill beam, and the front longitudinal beam, a multi-path force transmission design is formed to enhance the structural strength and energy absorption effect.
It effectively disperses the impact force of collision, improves the collision deformation stability and structural strength of the vehicle body structure, and enhances the impact resistance of the A-pillar assembly in frontal and side collisions.
Smart Images
Figure CN223408003U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of automobile manufacturing technology, and in particular to an automobile body structure. Background Art
[0002] As consumers' requirements for vehicle safety performance increase, the safety requirements for the entire vehicle also increase. The body, as the load-bearing foundation of the entire vehicle, plays a vital role in passive safety. The quality of the body's safety performance directly determines the quality of the vehicle's passive safety performance. During a car collision, the structural strength of the car's A-pillar assembly plays an important role in frontal collisions, offset collisions, and side collisions. The structural strength of the A-pillar assembly plays a vital role in the structural integrity of the car body and the survival space of the occupants during a collision. In traditional car body structures, the various reinforcement plates in the A-pillar assembly are not integrated into the design of the collision force transmission path, resulting in poor structural strength. Only a small part of the impact force is transmitted to the A-pillar assembly area, and the force transmission path is single. Utility Model Content
[0003] An embodiment of the present application provides an automobile body structure for solving the problems of poor structural strength of the A-pillar assembly and a single force transmission path.
[0004] In some embodiments, a vehicle body structure is provided, including an A-pillar assembly and a reinforcement component, the A-pillar assembly including an upper A-pillar section and an A-pillar lower section connected to each other, an energy absorbing cavity formed in the lower A-pillar section, the lower A-pillar section including a first connecting portion and a second connecting portion, the first connecting portion being connected to a side panel rear section along a first direction, and the upper A-pillar section being adjacent to the first connecting portion, and an extension direction of the upper A-pillar section having a component parallel to the first direction; the second connecting portion being connected to an inner sill beam along a first direction, a front longitudinal beam being connected between the first connecting portion and the second connecting portion, the front longitudinal beam being connected to the inner sill beam and extending along a second direction, the second direction being perpendicular to the first direction; the reinforcement component being arranged in the energy absorbing cavity and being used to support the energy absorbing cavity, the reinforcement component dividing the energy absorbing cavity into adjacent first and second energy absorbing sections, the side panel rear section being connected to the lower A-pillar section corresponding to the first energy absorbing section, and the front longitudinal beam being connected to the lower A-pillar section corresponding to the second energy absorbing section.
[0005] In some embodiments, the lower section of the A-pillar includes an inner panel and an outer panel arranged opposite to each other, a groove is formed on the side of the outer panel facing the inner panel, the inner panel and the outer panel enclose the energy absorption cavity, the reinforcement component abuts against the bottom wall and the opposite side walls of the groove, and the reinforcement component has a support surface opposite to the inner panel, and the support surface cooperates with and abuts against the inner panel.
[0006] In some embodiments, the reinforcement assembly includes a first reinforcement member and a second reinforcement member, and the first energy absorbing section is defined by the first reinforcement member and the second reinforcement member on both sides along the length direction of the energy absorbing cavity. The first reinforcement member and the second reinforcement member are spaced apart along the length direction of the energy absorbing cavity and are respectively adjacent to the opposite sides of the rear section of the side panel.
[0007] In some embodiments, the first reinforcement member includes a first supporting portion and a first extending portion, the first supporting portion includes a first positive overlapping surface and two first lateral overlapping surfaces, the first positive overlapping surface overlaps the bottom wall of the groove and is adjacent to a portion of the edge of the side panel rear section, and the two first lateral overlapping surfaces respectively overlap opposite side walls of the groove; the first extending portion extends from the first supporting portion toward the inner panel, and the first extending portion is provided with a first flange at one end close to the inner panel, and the first flange overlaps a side of the inner panel facing the outer panel;
[0008] The second reinforcement includes a second supporting portion and a second extending portion, the second supporting portion includes a second positive lap surface and two second lateral lap surfaces, the second positive lap surface overlaps the bottom wall of the groove and is adjacent to a partial edge of the rear section of the side panel, and the two second lateral lap surfaces overlap the opposite side walls of the groove; the second extending portion extends from the first supporting portion toward the inner panel, and the second extending portion is provided with a second flange at one end close to the inner panel, and the second flange overlaps the side of the inner panel facing the outer panel, and the area of the first positive lap surface is greater than the area of the second positive lap surface.
[0009] In some embodiments, the reinforcement assembly further includes a third reinforcement member, the second energy absorbing section is defined by the second reinforcement member and the third reinforcement member along both ends of the energy absorbing cavity, and the inner sill beam is located on the side of the third reinforcement member away from the second energy absorbing section and is adjacent to the third reinforcement member.
[0010] In some embodiments, the third reinforcement includes a third supporting portion and a third extension portion, the third supporting portion includes a third positive lap surface and two third lateral lap surfaces, the third positive lap surface overlaps the bottom wall of the groove, and the two third lateral lap surfaces overlap the opposite side walls of the groove; the third extension portion extends from the first supporting portion toward the inner panel, and the third extension portion is provided with a third flange at one end close to the inner panel, and the third flange overlaps the side of the inner panel facing the outer panel, and the area of the third positive lap surface is greater than the area of the second positive lap surface.
[0011] In some embodiments, two third extension portions are relatively provided, and each extension portion is provided with a third flange at one end close to the inner plate. The two third extension portions are connected to the two third lateral overlapping surfaces and enclosed to form a closed structure.
[0012] In some embodiments, each of the third extension portions and each of the third lateral overlapping surfaces forms an angle with the bottom wall of the groove, and the angle ranges from 30° to 80°.
[0013] In some embodiments, the first flange extends from the first extension portion in a direction away from the second reinforcement, and the second flange extends from the second extension portion in a direction away from the first reinforcement.
[0014] In some embodiments, the outer panel, the inner panel, and the front longitudinal beam are respectively fixedly connected to the inner sill beam via FSD rivets.
[0015] The automobile body structure provided in the embodiments of the present application is such that, when the rear section of the automobile side panel is subjected to a collision and generates an impact force in a first direction, the impact force is transmitted from the rear section to the lower section of the A-pillar, where it is absorbed by the energy-absorbing cavity. The lower section of the A-pillar then transmits the force to the upper section of the A-pillar via a first connection portion, and the lower section of the A-pillar then transmits the force to the inner side sill via a second connection portion. When the rear section of the automobile side panel is subjected to a collision and generates an impact force in a second direction, the impact force is transmitted from the rear section to the lower section of the A-pillar, where it is absorbed by the energy-absorbing cavity, and then transmitted to the front longitudinal beam via the lower section of the A-pillar. In other words, by designing the force transmission path among the A-pillar assembly, the rear section of the side panel, the inner side sill beam, and the front longitudinal beam, the collision impact force from the rear section of the side panel is effectively transmitted to the "birdcage"-like structural member, avoiding a single force transmission path, dispersing the collision impact force transmission path, and improving collision deformation stability. In addition, the energy-absorbing cavity is supported by providing a reinforcement component to improve the structural strength, and the first energy-absorbing section of the energy-absorbing cavity is aligned with the rear section of the side panel, so that the first energy-absorbing section can directly absorb the impact force received by the rear section of the side panel; the second energy-absorbing section corresponds to the front longitudinal beam, so that the second energy-absorbing section can directly absorb the impact force received by the front longitudinal beam, thereby effectively absorbing the impact force of the car in the first direction and the second direction. BRIEF DESCRIPTION OF THE DRAWINGS
[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.
[0017] Figure 1 This is a schematic diagram of the assembly structure of the automobile body structure in one embodiment of the present application;
[0018] Figure 2 yes Figure 1 A schematic diagram of the exploded structure of the automobile body structure in the embodiment;
[0019] Figure 3 yes Figure 1 Schematic diagram of the internal structure of the A-pillar assembly in the embodiment;
[0020] Figure 4 yes Figure 1 A schematic structural diagram of the first reinforcement member in one embodiment at one viewing angle;
[0021] Figure 5 yes Figure 4 A schematic structural diagram of the first reinforcement member in another embodiment;
[0022] Figure 6 yes Figure 1 A schematic structural diagram of the second reinforcement member in one embodiment at one viewing angle;
[0023] Figure 7 yes Figure 6 A schematic structural diagram of the second reinforcement member in another embodiment;
[0024] Figure 8 yes Figure 1 A schematic structural diagram of the third reinforcement member in one embodiment at a viewing angle;
[0025] Figure 9 yes Figure 8 A schematic structural diagram of the third reinforcement member in the embodiment from another perspective.
[0026] In the above drawings:
[0027] 10. A-pillar assembly; 11. A-pillar upper section; 12. A-pillar lower section; 121. Outer panel; 1211. Groove; 122. Inner panel; 123. First connecting portion; 124. Second connecting portion; 125. Energy absorbing cavity; 1251. First energy absorbing section; 1252. Second energy absorbing section;
[0028] 20. Strengthen components;
[0029] 21. First reinforcement member; 211. First support portion; 2111. First positive overlap surface; 2112. First lateral overlap surface; 2113. Connecting boss; 212. First extension portion; 213. First flange;
[0030] 22, second reinforcement; 221, second support portion; 2211, second positive lap joint; 2212, second lateral lap joint; 222, second extension portion; 223, second flange;
[0031] 23, third reinforcement; 231, third support portion; 2311, third positive lap joint; 2312, third lateral lap joint; 232, third extension portion; 233, third flange;
[0032] 30. Side panel rear section; 40. Inner door sill beam; 50. Front longitudinal beam. DETAILED DESCRIPTION
[0033] The present application will be further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only intended to illustrate the present application and are not intended to limit the scope of the present application. Similarly, the following examples are only some examples of the present application and not all examples. All other examples obtained by those of ordinary skill in the art without creative work are intended to fall within the scope of protection of this application.
[0034] The terms "first", "second" and "third" in the embodiments of the present application are used only for descriptive purposes and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second" and "third" may explicitly or implicitly include at least one of such features. In the description of the present application, "multiple" means at least two, for example, two, three, etc., unless otherwise clearly and specifically defined. All directional indications in the embodiments of the present application (such as up, down, left, right, front, back...) are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication also changes accordingly. The terms "including" and "having" in the embodiments of the present application and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally also includes steps or units that are not listed, or optionally also includes other steps or components inherent to these processes, methods, products or devices.
[0035] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.
[0036] See also Figures 1 to 3 , Figure 1 This is a schematic diagram of the assembly structure of the automobile body structure in one embodiment of the present application. Figure 2 yes Figure 1 Schematic diagram of the exploded structure of the automobile body structure in the embodiment, Figure 3 yes Figure 1 Schematic diagram of the internal structure of the A-pillar assembly in this embodiment.
[0037] The present application provides an automobile body structure suitable for use with fuel-powered vehicles, gas-powered vehicles, or new energy vehicles. New energy vehicles may include pure electric vehicles, hybrid electric vehicles, or extended-range vehicles. The vehicles may include front-wheel drive vehicles, rear-wheel drive vehicles, or four-wheel drive vehicles. The longitudinal direction of the vehicle is defined as the front-to-back direction, and the automobile body structure is disposed at the front of the vehicle. Figure 1 The X direction shown in FIG is the first direction, and the Y direction is the second direction.
[0038] The vehicle body structure includes an A-pillar assembly 10 and a reinforcement assembly 20. The A-pillar assembly 10 includes an A-pillar upper section 11 and an A-pillar lower section 12 connected to each other. The A-pillar lower section 12 is in the opposite direction of the vehicle height (i.e. Figure 1 The A-pillar lower section 12 extends in the Z direction (as shown in FIG). An energy-absorbing cavity 125 is formed in the A-pillar lower section 12. The A-pillar lower section 12 includes a first connecting portion 123 and a second connecting portion 124. The first connecting portion 123 is connected to the side panel rear section 30 along a first direction, and the A-pillar upper section 11 is adjacent to the first connecting portion 123 of the A-pillar lower section 12. The extension direction of the A-pillar upper section 11 has a component parallel to the first direction. The A-pillar upper section 11 having a component parallel to the first direction means that the extension direction of the A-pillar upper section 11 can be parallel to the first direction, or the extension direction of the A-pillar upper section 11 intersects with the first direction and is not perpendicular to it. The second connecting portion 124 is connected to the inner rocker beam 40 along the first direction. The front longitudinal beam 50 is connected between the first connecting portion 123 and the second connecting portion 124. The front longitudinal beam 50 is connected to the inner rocker beam 40 and extends along a second direction, which is perpendicular to the first direction. The front longitudinal beam 50 and the inner sill beam 40 can be made of aluminum alloy material. The front longitudinal beam 50, the inner sill beam 40 and the vehicle body frame form a steel-aluminum hybrid structure, which improves the connection strength, improves the collision performance and reduces the weight.
[0039] The reinforcement assembly 20 is disposed within the energy-absorbing cavity 125 and serves to support the cavity 125. The reinforcement assembly 20 divides the cavity 125 into adjacent first and second energy-absorbing sections 1251 and 1252. The rear side panel section 30 is connected to the A-pillar lower section 12 corresponding to the first energy-absorbing section 1251, while the front longitudinal member 50 is connected to the A-pillar lower section 12 corresponding to the second energy-absorbing section 1252. The provision of the energy-absorbing cavity 125 further facilitates energy absorption and vibration reduction, thereby enhancing the structural rigidity of the vehicle body.
[0040] When the rear section 30 of the vehicle side panel is hit and generates an X-direction impact force, the impact force is transmitted from the rear section 30 to the A-pillar lower section 12, where it is absorbed by the energy-absorbing cavity 125. The A-pillar lower section 12 then transmits the force to the A-pillar upper section 11 via the first connection portion 123. Simultaneously, the A-pillar lower section 12 transmits the force to the inner rocker beam 40 via the second connection portion 124. When the rear section 30 of the vehicle side panel is hit and generates a Y-direction impact force, the impact force is transmitted from the rear section 30 to the A-pillar lower section 12, where it is absorbed by the energy-absorbing cavity 125. The force is then transmitted to the front longitudinal beam 50 via the A-pillar lower section 12. In other words, by designing the force transmission path among the A-pillar assembly 10, the rear section 30 of the side panel, the inner rocker beam 40, and the front longitudinal beam 50, the impact force from the rear section 30 is effectively transmitted to the "birdcage" structural member, avoiding a single force transmission path and dispersing the impact force transmission path, thereby improving collision deformation stability. In addition, the energy-absorbing cavity 125 is supported by providing a reinforcement component 20 to enhance the structural strength, and the first energy-absorbing section 1251 of the energy-absorbing cavity 125 is aligned with the rear section 30 of the side panel, so that the first energy-absorbing section 1251 can directly absorb the impact force received by the rear section 30 of the side panel; the second energy-absorbing section 1252 is aligned with the front longitudinal beam 50, so that the second energy-absorbing section 1252 can directly absorb the impact force received by the front longitudinal beam 50, thereby effectively absorbing the impact force of the vehicle in the X and Y directions.
[0041] See also Figure 2 In some embodiments, the A-pillar assembly 10 includes an inner panel 122 and an outer panel 121 disposed opposite each other. A groove 1211 is formed on the side of the outer panel 121 facing the inner panel 122. The inner panel 122 and the outer panel 121 enclose an energy-absorbing cavity 125. The reinforcement assembly 20 abuts the bottom wall and two opposing side walls of the groove 1211. The reinforcement assembly 20 also has a supporting surface opposing the inner panel 122, which mates with and abuts the inner panel 122. It is understood that the abutment of the reinforcement assembly 20 against the bottom wall of the groove 1211 of the outer panel 121 and the side of the inner panel 122 facing the groove 1211 provides support for the energy-absorbing cavity 125 in the Y direction, while the abutment of the reinforcement assembly 20 against the opposing sides of the groove 1211 provides support for the energy-absorbing cavity 125 in the X direction.
[0042] Please continue reading Figure 2Specifically, the reinforcement assembly 20 includes a first reinforcement 21 and a second reinforcement 22. The first reinforcement 21 and the second reinforcement 22 define two sides of the first energy-absorbing section 1251 along the length of the energy-absorbing cavity 125. The first and second reinforcements 21 and 22 are spaced apart along the length of the energy-absorbing cavity 125 and are respectively adjacent to opposite sides of the side panel rear section 30. Because the first and second reinforcements 21 and 22 are adjacent to the side panel rear section 30, when the side panel rear section 30 is impacted, the first and second reinforcements 21 and 22 effectively support the first energy-absorbing section 1251, allowing it to buffer and absorb the impact force. This also ensures the structural stability of the A-pillar lower section 12, transferring the impact force to the A-pillar upper section 11, the inner sill beam 40, and the front longitudinal member 50.
[0043] See also Figure 2 、 Figure 4 as well as Figure 5 , Figure 4 yes Figure 1 A schematic structural diagram of the first reinforcement member in one embodiment at a viewing angle, Figure 5 yes Figure 4 A schematic structural diagram of the first reinforcement member in another embodiment.
[0044] The first reinforcement 21 includes a first support portion 211 and a first extension portion 212. The first support portion 211 includes a first positive overlapping surface 2111 and two first lateral overlapping surfaces 2112. The first positive overlapping surface 2111 overlaps the bottom wall of the groove 1211 and is adjacent to a portion of the edge of the side panel rear section 30. The two first lateral overlapping surfaces 2112 overlap the opposite side walls of the groove 1211. The first extension portion 212 extends from the first support portion 211 toward the inner panel 122. The first extension portion 212 is provided with a first flange 213 at one end near the inner panel 122. The first flange 213 overlaps the side of the inner panel 122 facing the outer panel 121. The first lateral overlapping surfaces 2112 and the first positive overlapping surface 2111 of the first reinforcement 21 are welded to the outer panel 121 to integrate the first reinforcement 21 with the outer panel 121. During assembly, only the overlapping portion of the first flange 213 and the inner panel 122 need to be welded. Furthermore, the first reinforcement 21 extends toward the outer panel 121 to form a connecting boss 2113, which is structurally connected to the outer panel 121. During installation, the connecting boss 2113 is tightly fitted to the outer panel 121 and then secured using spot welding. The cross-sectional shape of the connecting boss 2113 can be optimized and adjusted based on the specific shape of the outer panel 121 to achieve a larger actual contact area, thereby enhancing the stability of the connection. In this embodiment, four connecting bosses 2113 are designed and connected to the outer panel 121 via spot welding to enhance the structure's lap support stiffness.
[0045] See also Figure 2 、 Figure 6 as well as Figure 7 , Figure 6 yes Figure 1 A schematic structural diagram of the second reinforcement member 22 in one viewing angle in the embodiment; Figure 7 yes Figure 6 A schematic structural diagram of the second reinforcement member 22 in another perspective in the embodiment.
[0046] The second reinforcement 22 includes a second supporting portion 221 and a second extending portion 222. The second supporting portion 221 includes a second positive lap surface 2211 and two second lateral lap surfaces 2212. The second positive lap surface 2211 overlaps the bottom wall of the groove 1211 and is adjacent to a partial edge of the side panel rear section 30. The two second lateral lap surfaces 2212 overlap the opposite side walls of the groove 1211. The second extending portion 222 extends from the first supporting portion 211 toward the inner panel 122. A second flange 223 is provided at one end of the second extending portion 222 close to the inner panel 122. The second flange 223 overlaps the side of the inner panel 122 facing the outer panel 121. The area of the first positive lap surface 2111 is larger than the area of the second positive lap surface 2211. The second lateral lap surface 2212 and second positive lap surface 2211 of the second reinforcement 22 are welded to the outer panel 121 to integrate the second reinforcement 22 with the outer panel 121. During assembly, only the first flange 213 needs to be welded to the overlapping portion of the inner panel 122. It is understood that since the first reinforcement 21 is located near the bend between the upper A-pillar section 11 and the lower A-pillar section 12, increasing the area of the first positive lap surface 2111 of the first reinforcement 21 can enhance structural stability and further improve the structural strength at the bend between the lower A-pillar section 12 and the upper A-pillar section 11. The smaller area of the second positive lap surface 2211 reduces the component volume while supporting the energy-absorbing cavity 125, facilitating a lightweight structural design.
[0047] Furthermore, the first flange 213 extends from the first extending portion 212 in a direction away from the second reinforcement 22 , and the second flange 223 extends from the second extending portion 222 in a direction away from the first reinforcement 21 .
[0048] See also Figure 2 、 Figure 8 as well as Figure 9 , Figure 8 yes Figure 1 A schematic structural diagram of the third reinforcement member 23 in one perspective in the embodiment, Figure 9 yes Figure 8A schematic diagram of the structure of the third reinforcement member 23 in an embodiment from another perspective. In some embodiments, the reinforcement assembly 20 further includes the third reinforcement member 23. The second energy absorbing section 1252 is defined by the second reinforcement member 22 and the third reinforcement member 23 along both ends of the energy absorbing cavity 125. The inner sill beam 40 is located on a side of the third reinforcement member 23 facing away from the second energy absorbing section 1252 and is adjacent to the third reinforcement member 23.
[0049] Specifically, the third reinforcement 23 includes a third supporting portion 231 and a third extending portion 232. The third supporting portion 231 includes a third positive lap surface 2311 and two third lateral lap surfaces 2312. The third positive lap surface 2311 overlaps the bottom wall of the groove 1211, and the two third lateral lap surfaces 2312 overlap the opposite side walls of the groove 1211. The third extending portion 232 extends from the first supporting portion 211 toward the inner plate 122. A third flange 233 is provided at one end of the third extending portion 232 close to the inner plate 122. The third flange 233 overlaps the side of the inner plate 122 facing the outer plate 121. The area of the third positive lap surface 2311 is greater than the area of the second positive lap surface 2211. It is understood that the third reinforcement 23 is located near the bend between the inner sill beam 40 and the A-pillar lower section 12. Enlarging the area of the third positive lap surface 2311 of the third reinforcement 23 enhances structural stability and further improves the structural strength at the bend between the A-pillar lower section 12 and the inner sill beam 40. The third lateral lap surface 2312 and third positive lap surface 2311 of the third reinforcement 23 are welded to the outer panel 121 to integrate the third reinforcement 23 with the outer panel 121. During assembly, only the overlapping portion of the third flange 233 and the inner panel 122 need to be welded.
[0050] Two third extensions 232 are provided opposite each other, and each extension is provided with a third flange 233 at one end near the inner plate 122. The two third extensions 232 are connected to the two third lateral overlap surfaces 2312 and enclosed to form a closed structure. Each third extension 232 and each third lateral overlap surface 2312 forms an angle with the bottom wall of the groove 1211, and the angle ranges from 30 to 80 degrees. Each third extension 232 is a planar plate-like structure. The angle between each third extension 232 and the bottom wall of the groove 1211 can refer to the angle between the plane of the third extension 232 and the bottom wall of the groove 1211, and the angle between each third lateral overlap surface 2312 and the bottom wall of the groove 1211 can refer to the angle between the plane of the third extension 232 and the plane of the bottom wall of the groove 1211. For example, the angle may be between, but not limited to, 30° and 80°, 40° and 70°, 45° and 65°, etc. It should be noted that when the third lateral overlap surface 2312 and the third extension portion 232 are respectively perpendicular to the bottom wall of the groove 1211, that is, when the angle is 90°, the greater the support force of the third lateral overlap surface 2312 and the third extension portion 232 on the groove 1211, the greater the impact on the third lateral overlap surface 2312 and the third extension portion 232. By setting the third lateral overlap surface 2312 and the third extension portion 232 in an inclined state, the impact on the third lateral overlap surface 2312 and the third extension portion 232 can be reduced, the impact force can be transmitted to the inner sill beam 40, the front longitudinal beam 50, etc., and the resistance of the A-pillar lower section 12 in a direction that is not parallel to the first direction and the second direction can be compensated. By designing a suitable angle range, the third extension portion 232 and the third support portion 231 are more conducive to providing support for the groove 1211 , thereby further improving the stability and reliability of the A-pillar lower section 12 .
[0051] See also Figure 1 as well as Figure 2 In some embodiments, the second flange 223 of the second reinforcement 22 is connected to the inner panel 122 and the front longitudinal beam 50 by bolts.
[0052] Furthermore, the outer panel 121, inner panel 122, and front longitudinal beam 50 are each fixedly connected to the inner sill beam 40 via FSD rivets. The inner sill beam 40 does not need to be welded to the A-pillar lower section 12, reducing the number of welding steps. It should be noted that the entire A-pillar lower section 12 is used to connect to the vehicle's front door. The first reinforcement plate corresponds to the upper hinge mounting point, and the second reinforcement member 22 corresponds to the lower hinge mounting point. This allows for better positioning of the upper and lower hinge mounting points, resolving issues such as poor welding consistency and irregular front door mounting points caused by multiple welding steps.
[0053] The above descriptions are only some embodiments of the present application and do not limit the scope of protection of the present application. Any equivalent device or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.
Claims
1. An automobile body structure, characterized in that: include: An A-pillar assembly includes an A-pillar upper section and an A-pillar lower section connected to each other, an energy absorbing cavity formed in the A-pillar lower section, the A-pillar lower section including a first connecting portion and a second connecting portion, the first connecting portion being connected to a side panel rear section along a first direction, the A-pillar upper section being adjacent to the first connecting portion, and the A-pillar upper section extending in a direction having a component parallel to the first direction; the second connecting portion being connected to an inner rocker beam along the first direction, a front longitudinal beam being connected between the first connecting portion and the second connecting portion, the front longitudinal beam being connected to the inner rocker beam and extending in a second direction, the second direction being perpendicular to the first direction; A reinforcement component is arranged in the energy absorbing cavity and is used to support the energy absorbing cavity. The reinforcement component divides the energy absorbing cavity into adjacent first and second energy absorbing sections. The rear section of the side panel is connected to the lower section of the A-pillar corresponding to the first energy absorbing section, and the front longitudinal beam is connected to the lower section of the A-pillar corresponding to the second energy absorbing section.
2. The automobile body structure according to claim 1, characterized in that: The lower section of the A-pillar includes an inner panel and an outer panel that are arranged opposite to each other. A groove is formed on the side of the outer panel facing the inner panel. The inner panel and the outer panel together form the energy-absorbing cavity. The reinforcement component abuts against the bottom wall and the opposite side walls of the groove, and the reinforcement component has a supporting surface opposite to the inner panel, and the supporting surface cooperates with and abuts against the inner panel.
3. The automobile body structure according to claim 2, characterized in that: The reinforcement assembly includes a first reinforcement member and a second reinforcement member. The first energy absorbing section is defined by the first reinforcement member and the second reinforcement member on both sides along the length direction of the energy absorbing cavity. The first reinforcement member and the second reinforcement member are spaced apart along the length direction of the energy absorbing cavity and are respectively adjacent to the opposite sides of the rear section of the side panel.
4. The automobile body structure according to claim 3, characterized in that: The first reinforcement comprises a first supporting portion and a first extending portion, the first supporting portion comprising a first positive overlapping surface and two first lateral overlapping surfaces, the first positive overlapping surface overlapping the bottom wall of the groove and adjacent to a portion of the edge of the side panel rear section, and the two first lateral overlapping surfaces respectively overlapping the opposite side walls of the groove; the first extending portion extends from the first supporting portion toward the inner panel, and the first extending portion is provided with a first flange at one end close to the inner panel, and the first flange overlaps the side of the inner panel facing the outer panel; The second reinforcement includes a second supporting portion and a second extending portion, the second supporting portion includes a second positive lap surface and two second lateral lap surfaces, the second positive lap surface overlaps the bottom wall of the groove and is adjacent to a partial edge of the rear section of the side panel, and the two second lateral lap surfaces overlap the opposite side walls of the groove; the second extending portion extends from the first supporting portion toward the inner panel, and the second extending portion is provided with a second flange at one end close to the inner panel, and the second flange overlaps the side of the inner panel facing the outer panel, and the area of the first positive lap surface is greater than the area of the second positive lap surface.
5. The automobile body structure according to claim 4, characterized in that: The reinforcement assembly also includes a third reinforcement member. The second energy absorbing section is defined by the second reinforcement member and the third reinforcement member along both ends of the energy absorbing cavity. The inner sill beam is located on a side of the third reinforcement member away from the second energy absorbing section and is adjacent to the third reinforcement member.
6. The automobile body structure according to claim 5, characterized in that: The third reinforcement member comprises: a third supporting portion, the third supporting portion comprising a third positive overlapping surface and two third lateral overlapping surfaces, the third positive overlapping surface overlapping the bottom wall of the groove, and the two third lateral overlapping surfaces overlapping the opposite side walls of the groove; A third extension portion extends from the first support portion toward the inner panel, and a third flange is provided at one end of the third extension portion close to the inner panel. The third flange overlaps the side of the inner panel facing the outer panel, and the area of the third positive overlap surface is greater than the area of the second positive overlap surface.
7. The automobile body structure according to claim 6, characterized in that: Two third extension parts are relatively provided, and each extension part is provided with a third flange at one end close to the inner plate. The two third extension parts are connected with the two third lateral overlapping surfaces and enclosed to form a closed structure.
8. The automobile body structure according to claim 7, characterized in that: An included angle is formed between each of the third extension portions and each of the third lateral overlapping surfaces and the bottom wall of the groove, and the included angle ranges from 30° to 80°.
9. The automobile body structure according to claim 5, characterized in that: The first flange extends from the first extension portion in a direction away from the second reinforcement, and the second flange extends from the second extension portion in a direction away from the first reinforcement.
10. The automobile body structure according to claim 2, wherein: The outer panel, the inner panel and the front longitudinal beam are respectively fixedly connected to the inner sill beam through FSD rivets.