Vehicle body side structure and vehicle

Abstract

The utility model relates to the technical field of vehicle bodies, and provides a vehicle body side structure and a vehicle. The cabin longitudinal beam comprises a longitudinal beam body and a longitudinal beam front section connected to the front end of the longitudinal beam body. The longitudinal beam body is made of steel metal plates, the longitudinal beam front section is made of aluminum profiles, and a longitudinal beam cavity arranged in the front-back direction of a whole vehicle is formed in the longitudinal beam body. According to the vehicle body side structure, the longitudinal beam body is made of the steel metal plate, the longitudinal beam cavity is formed, the longitudinal beam front section is made of the aluminum profile, the crumple energy absorption capacity of a cabin longitudinal beam in the collision process can be improved through the aluminum profile, and meanwhile only the damaged longitudinal beam front section needs to be replaced in the mild and moderate collision process; the vehicle maintenance cost can be reduced, and the vehicle use quality can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body technology, and in particular to a vehicle body side structure; at the same time, this utility model also relates to a vehicle equipped with the vehicle body side structure. Background Technology

[0002] In related technologies, when a vehicle collides, especially a frontal or small overlap collision, the collision force is generally transmitted mainly through the longitudinal beams and the upper side beams of the engine compartment on the side of the vehicle's front engine compartment.

[0003] Currently, the front end of the upper side beam of the engine compartment is generally connected to the longitudinal beam of the engine compartment via a connecting plate. The collision force needs to be transferred to the upper side beam of the engine compartment through the connecting plate, making the longitudinal beam of the engine compartment the main force transmission channel. However, the existing longitudinal beams of the engine compartment are usually made of stamped sheet metal, which has limited energy absorption capacity during a collision. At the same time, the existing longitudinal beams of the engine compartment often need to be replaced as a whole after being damaged in a collision, which also results in high maintenance costs and is not conducive to improving the quality of vehicle use. Utility Model Content

[0004] In view of this, the present invention aims to propose a vehicle body side structure to improve the quality of vehicle use.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A vehicle body side structure, including engine compartment longitudinal beams;

[0007] The cabin longitudinal beam includes a longitudinal beam body and a longitudinal beam front section connected to the front end of the longitudinal beam body;

[0008] The longitudinal beam body is made of steel sheet metal, the front section of the longitudinal beam is made of aluminum profile, and a longitudinal beam cavity arranged in the front-rear direction of the vehicle is formed in the longitudinal beam body.

[0009] Furthermore, the rear end of the front section of the longitudinal beam is inserted into the longitudinal beam cavity and fixedly connected to the longitudinal beam body.

[0010] Furthermore, the longitudinal beam body includes an outer longitudinal beam plate and an inner longitudinal beam plate that are fastened together; the inner longitudinal beam plate and the outer longitudinal beam plate form the longitudinal beam cavity, and the rear end of the front section of the longitudinal beam is sandwiched between the inner longitudinal beam plate and the outer longitudinal beam plate.

[0011] Furthermore, the top and / or bottom of the front section of the longitudinal beam is provided with a protruding connecting edge, which connects the outer plate of the longitudinal beam and the inner plate of the longitudinal beam.

[0012] Furthermore, an adhesive layer is provided between the front section of the longitudinal beam and the outer plate of the longitudinal beam, and between the front section of the longitudinal beam and the inner plate of the longitudinal beam.

[0013] Furthermore, this also includes the upper side beams of the cabin;

[0014] The portion of the upper side beam of the engine compartment located on the front side of the front wheel arch gradually curves downward from back to front in the longitudinal direction of the vehicle, and the front end of the upper side beam of the engine compartment is located on the side of the front section of the longitudinal beam closer to the outside of the vehicle, and is connected to the front anti-collision beam assembly together with the front section of the longitudinal beam.

[0015] Furthermore, the front end of the longitudinal beam is connected to a longitudinal beam end plate, the front end of the longitudinal beam is connected to the front anti-collision beam assembly through the longitudinal beam end plate, and at least a portion of the front end of the upper side beam of the cabin is arranged in a corresponding manner to the longitudinal beam end plate.

[0016] Furthermore, the upper side beam of the cabin includes an outer plate and an inner plate of the upper side beam that are fastened together, and an upper side beam cavity is formed between the outer plate and the inner plate of the upper side beam. At least the inner plate of the upper side beam is arranged in a corresponding manner to the end plate of the longitudinal beam.

[0017] Furthermore, the front bumper beam assembly has an energy-absorbing box, which is connected to the front section of the longitudinal beam and the upper side beam of the nacelle via a front bumper beam assembly mounting plate; the front ends of the front section of the longitudinal beam and the upper side beam of the nacelle are at least partially corresponding to the front and rear of the energy-absorbing box.

[0018] Compared with the prior art, this utility model has the following advantages:

[0019] The vehicle side structure described in this utility model makes the longitudinal beam body made of steel sheet metal and forms a longitudinal beam cavity. The front section of the longitudinal beam is made of aluminum profile. The aluminum profile can be used to improve the crumple zone energy absorption capacity of the longitudinal beam during a collision. At the same time, in the event of a minor or moderate collision, only the damaged front section of the longitudinal beam needs to be replaced, which can reduce vehicle maintenance costs and thus improve the quality of vehicle use.

[0020] Furthermore, the rear end of the front section of the aluminum profile longitudinal beam is inserted into the longitudinal beam cavity and fixedly connected to the longitudinal beam body, which helps to improve the connection strength between the longitudinal beam body and the front section of the longitudinal beam. The rear end of the front section of the longitudinal beam is sandwiched between the inner plate and the outer plate of the longitudinal beam, which helps to further enhance the connection stability between the front section of the longitudinal beam and the longitudinal beam body. By setting a connecting edge between the outer plate and the inner plate of the longitudinal beam, the connection between the front section of the longitudinal beam and the longitudinal beam body can be easily realized, and the stability of the connection between the front section of the longitudinal beam and the longitudinal beam body can also be increased. Moreover, the structure of the connecting edge is simple and easy to process and form.

[0021] Secondly, the application of an adhesive layer helps prevent electrochemical corrosion between the front section of the longitudinal beam and the outer and inner plates of the longitudinal beam, thus improving the durability of the engine compartment longitudinal beams. The upper engine compartment beam, located on the front side of the front wheel arch, gradually curves downwards from back to front, and its front end connects to the front section of the longitudinal beam and the front bumper beam assembly. This eliminates the need for the connecting plate structure found in existing technologies, reducing weight and cost while also facilitating the dispersion and transmission of collision forces to the engine compartment longitudinal beams and upper engine compartment beam, improving the smoothness of collision force transmission and enhancing vehicle collision safety.

[0022] Furthermore, aligning at least a portion of the front end of the upper nacelle beam with the longitudinal beam end plate allows the upper nacelle beam and longitudinal beams to work together to transfer the impact force from the front bumper beam assembly, reducing damage to the longitudinal beams. The upper nacelle beam comprises an outer upper nacelle plate and an outer upper nacelle plate that are interlocked, forming a cavity. This ensures the structural strength of the upper nacelle beam and enhances its ability to transfer and absorb impact forces. By aligning at least a portion of the front end of both the longitudinal beam and the upper nacelle beam with the energy-absorbing box, a portion of the impact force is transferred to the front end of the longitudinal beam for absorption via the mounting plate, while the remaining force is transferred to the upper nacelle beam, effectively dispersing and transferring the impact force.

[0023] Another objective of this utility model is to provide a vehicle having the side body structure described above.

[0024] The vehicle described in this utility model has the same beneficial effects as the aforementioned vehicle body side structure, and will not be repeated here. Attached Figure Description

[0025] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0026] Figure 1 This is a schematic diagram of the vehicle body side structure according to Embodiment 1 of this utility model;

[0027] Figure 2 This is a schematic diagram of a portion of the vehicle body side structure described in Embodiment 1 of this utility model from a first-view perspective;

[0028] Figure 3 This is a schematic diagram of a portion of the vehicle body side structure described in Embodiment 1 of this utility model from a second perspective.

[0029] Figure 4 This is a schematic diagram of a portion of the vehicle body side structure described in Embodiment 1 of this utility model from a third-person perspective;

[0030] Figure 5 This is a schematic diagram of a portion of the vehicle body side structure described in Embodiment 1 of this utility model from a fourth-view perspective;

[0031] Figure 6 This is a structural schematic diagram of the cabin longitudinal beam, the cabin upper side beam, and the longitudinal beam end plate as described in Embodiment 1 of this utility model;

[0032] Figure 7 This is a schematic diagram of the structure of the cabin longitudinal beam described in Embodiment 1 of this utility model;

[0033] Figure 8 This is a schematic diagram of the longitudinal beam body according to Embodiment 1 of this utility model;

[0034] Figure 9 This is a schematic diagram of the front section of the longitudinal beam according to Embodiment 1 of this utility model;

[0035] Figure 10 This is a schematic diagram of the structure of the upper side beam of the cabin as described in Embodiment 1 of this utility model.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1. Nacelle longitudinal beams; 2. Nacelle upper side beams; 3. Front wheel arches; 4. Energy-absorbing boxes;

[0038] 101. Longitudinal beam body; 1011. Longitudinal beam outer plate; 1012. Longitudinal beam inner plate; 1013. Longitudinal beam cavity; 1014. Upper flange; 1015. Lower flange; 102. Front section of longitudinal beam; 1021. Cavity; 1022. Connecting edge; 103. Longitudinal beam end plate; 1031. Rear flange; 104. Connecting plate;

[0039] 201. Outer plate of the upper beam; 202. Inner plate of the upper beam; 203. Cavity of the upper beam;

[0040] 401. Front bumper beam assembly mounting plate. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0042] In the description of this utility model, it should be noted that the directional terms used in this embodiment, such as "up," "down," "left," "right," "front," and "rear," are defined based on the vertical, horizontal, and longitudinal directions of the vehicle. Specifically, the vertical direction of the vehicle is the height direction (Z-axis), the longitudinal direction is the length direction (X-axis), and the horizontal direction is the width direction (Y-axis). Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0043] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0044] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] Example 1

[0046] This embodiment relates to a vehicle body side structure, which, in terms of overall composition, combines... Figures 1 to 6 As shown, the vehicle body side structure includes a cabin longitudinal beam 1, which includes a longitudinal beam body 101 and a longitudinal beam front section 102 connected to the front end of the longitudinal beam body 101.

[0047] The longitudinal beam body 101 is made of steel sheet metal, while the front section 102 of the longitudinal beam is made of aluminum profile, and is further combined with... Figure 8 As shown, a longitudinal beam cavity 1013 arranged in the front-rear direction of the vehicle is also formed within the longitudinal beam body 101.

[0048] At this time, as set up as described above, by making the longitudinal beam body 101 out of sheet metal and forming a longitudinal beam cavity 1013, and by making the front section 102 of the longitudinal beam out of aluminum profile, this embodiment can use aluminum profile to improve the crumple energy absorption capacity of the longitudinal beam 1 of the vehicle compartment during a collision. At the same time, this embodiment can also reduce vehicle maintenance costs by replacing only the damaged front section 102 of the longitudinal beam when the vehicle is involved in a minor or moderate collision.

[0049] Based on the above overview, specifically, it is worth noting that by using steel sheet metal to make the longitudinal beam body 1 and forming a longitudinal beam cavity 1013, the high structural strength of the cavity can be utilized to give the longitudinal beam body 101, as a sheet metal welded beam, greater structural strength and rigidity. Therefore, when aluminum profiles are used for the front section 102 of the longitudinal beam, the deformation resistance of the longitudinal beam body 101 is greater than that of the front section 102. In vehicle collisions, especially frontal collisions, the front section 102 can collapse and deform first, absorbing collision energy, compared to the longitudinal beam body 101.

[0050] Furthermore, as a preferred implementation, it remains as follows Figures 1 to 6As shown, the vehicle body side structure of this embodiment further includes an upper engine compartment beam 2. In terms of configuration, the portion of the upper engine compartment beam 2 located on the front side of the front wheel arch 3 gradually curves downward from back to front in the longitudinal direction of the vehicle. The front end of the upper engine compartment beam 2 is also located on the side of the front section 102 of the longitudinal beam close to the outside of the vehicle, and is connected to the front anti-collision beam assembly together with the front section 102 of the longitudinal beam.

[0051] Therefore, by making the portion of the upper side beam 2 of the engine compartment located on the front side of the front wheel arch 3 gradually bend downward from back to front, and by making the front end of the upper side beam 2 of the engine compartment connected to the front section 102 of the longitudinal beam and the front anti-collision beam assembly together, this embodiment can eliminate the connecting plate 104 set between the longitudinal beam 1 of the engine compartment and the upper side beam 2 of the engine compartment in the prior art. While reducing weight and cost, it is also conducive to the simultaneous dispersion and transmission of collision force to the longitudinal beam 1 of the engine compartment and the upper side beam 2 of the engine compartment. This not only helps to improve the smoothness of collision force transmission, but also helps to improve the collision safety of the vehicle.

[0052] In this embodiment, continue as follows Figures 6 to 9 As shown, in a specific implementation, preferably, while using aluminum profiles, multiple cavities 1021 are also formed in the front section 102 of the longitudinal beam, so that the front section 102 of the longitudinal beam constitutes a multi-cavity energy-absorbing structure similar to an energy-absorbing box.

[0053] Furthermore, it is understandable that the front section 102 of the longitudinal beam is made of aluminum profile, which has high ductility and is more prone to crumple deformation compared to steel structures, thus improving the absorption of collision energy. In addition, while ensuring a certain level of strength and energy absorption performance, the front section 102 of the longitudinal beam made of aluminum profile can obviously reduce the weight of the vehicle body, thereby facilitating the lightweight design of the vehicle.

[0054] The aforementioned cavities 1021 located in the front section 102 of the longitudinal beam are arranged to run through the vehicle in the longitudinal direction, and multiple cavities 1021 are also stacked in the left-right and height directions of the vehicle. Furthermore, the number of cavities 1021 in the front section 102 of the longitudinal beam, as well as the cross-sectional dimensions of each cavity 1021, can be set according to specific design requirements, and will not be elaborated here.

[0055] In the event of a vehicle collision, especially a frontal collision, the impact force can be smoothly transmitted to the longitudinal beam body 101 along the through direction of the cavity 1021. Each cavity 1021 can absorb the impact energy through its own crumpling deformation when subjected to the impact force. The multiple cavities 1021 stacked in the height direction facilitate the transmission of the impact force from front to rear along the longitudinal direction of the vehicle to the longitudinal beam body 101, thereby giving the front section 102 of the longitudinal beam good energy absorption and transmission performance.

[0056] As a preferred embodiment, it is still as follows Figure 9As shown, the multi-cavity 1021 is arranged in three layers at intervals along the vertical direction of the vehicle. The top two layers each have three cavities 1021, while the bottom layer has two cavities 1021. This arrangement facilitates implementation and provides good performance. Of course, the number and arrangement of the multi-cavity 1021 can be adjusted according to usage requirements.

[0057] As a preferred implementation method, such as Figure 8 As shown, based on the longitudinal beam cavity 1013 formed within the longitudinal beam body 101, preferably, in this embodiment, the rear end of the front section 102 of the longitudinal beam can be inserted into the longitudinal beam cavity 1013 and fixedly connected to the longitudinal beam body 101. Here, inserting the rear end of the front section 102 of the longitudinal beam into the longitudinal beam cavity 1013 and fixing it to the longitudinal beam body 101 helps to improve the connection strength between the longitudinal beam body 101 and the front section 102 of the longitudinal beam.

[0058] In this embodiment, as a preferred implementation, the longitudinal beam body 101 may include, for example, a longitudinal beam outer plate 1011 and a longitudinal beam inner plate 1012 that are fastened together. The longitudinal beam inner plate 1012 and the longitudinal beam outer plate 1011 together form the aforementioned longitudinal beam cavity 1013, and the rear end of the longitudinal beam front section 102 is sandwiched between the longitudinal beam inner plate 1012 and the longitudinal beam outer plate 1011. This not only facilitates the arrangement and implementation but also further enhances the connection stability between the longitudinal beam front section 102 and the longitudinal beam body 101.

[0059] As a possible implementation method, such as Figure 6 and Figure 9 As shown in the illustration, in this embodiment, for example, protruding connecting edges 1022 can be provided at both the top and bottom of the front section 102 of the longitudinal beam. The connecting edges 1022 connect the outer plate 1011 and the inner plate 1012 of the longitudinal beam. In this way, by providing the connecting edges 1022 connecting the outer plate 1011 and the inner plate 1012 of the longitudinal beam, the connection between the front section 102 of the longitudinal beam and the main body 101 of the longitudinal beam can be easily realized, increasing the stability of the connection between the front section 102 of the longitudinal beam and the main body 101 of the longitudinal beam. Furthermore, the connecting edges 1022 also have the advantages of simple structure and ease of molding.

[0060] In detail, refer to Figures 6 to 8 As shown, in this embodiment, the outer plate 1011 of the longitudinal beam is flat, and the cross-section of the inner plate 1012 of the longitudinal beam is U-shaped with the opening facing the outer plate 1011. The inner plate 1012 of the longitudinal beam is connected to the outer plate 1011 of the longitudinal beam through an upper flange 1014 and a lower flange 1015. The aforementioned connecting edge 1022 is provided on the outer side of the top and bottom of the front section 102 of the longitudinal beam. Preferably, the connecting edge 1022 extends along the length direction of the front section 102 of the longitudinal beam.

[0061] The upper connecting edge 1022 is connected between the top of the outer plate 1011 of the longitudinal beam and the upper flange 1014, while the lower connecting plate 104 is connected between the bottom of the outer plate 1011 of the longitudinal beam and the lower flange 1015.

[0062] In this embodiment, given the different materials of the front section 102 of the longitudinal beam and the main body 101 of the longitudinal beam, preferably, in specific implementation, an adhesive layer can be provided between the front section 102 of the longitudinal beam and the outer plate 1011 of the longitudinal beam, as well as between the inner plate 1012 of the longitudinal beam. This adhesive layer can be made of existing adhesives with good insulation and weather resistance. Specifically, the adhesive layer can be provided between both sides of the connecting edge 1022 and the corresponding outer plate 1011 and flange of the longitudinal beam.

[0063] It is understandable that by setting the above-mentioned adhesive layer, it is beneficial to prevent electrochemical corrosion between the front section 102 of the longitudinal beam and the outer plate 1011 and the inner plate 1012 of the longitudinal beam, thereby improving the durability of the engine room longitudinal beam 1.

[0064] In addition to preventing chemical corrosion, the adhesive layer also enhances the stability of the connection between the front section 102 of the longitudinal beam and the outer plate 1011 and the inner plate 1012 of the longitudinal beam. At the same time, since the adhesive layer fills the gap between the connection between the front section 102 of the longitudinal beam and the body 101 of the longitudinal beam, it obviously helps to increase the contact area between the components, making the connection more secure.

[0065] In this embodiment, the front section 102 of the longitudinal beam and the main body 101 of the longitudinal beam can be connected, for example, by FDS (Flow Drill Screw). That is, the connecting edge 1022 can be connected to the outer plate 1011 and the flange of the longitudinal beam via FDS. FDS connection eliminates the need for tedious pre-processing steps such as drilling and tapping on the sheet metal, greatly improving assembly efficiency. Furthermore, FDS connection creates a high-strength connection, resulting in strong shear and tensile resistance at the joint, thus enhancing the connection strength between the front section 102 of the longitudinal beam and the main body 101 of the longitudinal beam.

[0066] Of course, in addition to the FDS connection method, in other implementations, the longitudinal beam front section 102 and the longitudinal beam body 101 can also be connected by riveting or bolting, as long as the connection requirements can be met.

[0067] In this embodiment, refer to Figure 5 As shown, the front side of the front wheel arch 3 is located behind the front end of the longitudinal beam body 101. The portion of the engine compartment upper side beam 2 located in front of the front wheel arch 3 gradually curves downwards from rear to front in the longitudinal direction of the vehicle, which also causes the distance between the engine compartment upper side beam and the engine compartment longitudinal beam 1 in the vehicle height direction to decrease from rear to front. In addition, referring to... Figure 4As shown, the distance between the upper side beam 2 of the engine compartment and the longitudinal beam 1 of the engine compartment in the left-right direction of the whole vehicle is also set to decrease from back to front, which facilitates the connection of the upper side beam 2 of the engine compartment and the front section 102 of the longitudinal beam to the front anti-collision beam assembly.

[0068] Furthermore, as a preferred implementation method, such as Figure 6 As shown, the front end of the longitudinal beam 102 is connected to a longitudinal beam end plate 103. The front end of the longitudinal beam 102 is connected to the front anti-collision beam assembly through the longitudinal beam end plate 103, and at least a portion of the front end of the upper cabin beam 2 is correspondingly positioned with respect to the longitudinal beam end plate 103. This alignment of at least a portion of the front end of the upper cabin beam 2 with the longitudinal beam end plate 103 facilitates the coordinated transmission of the collision force from the front anti-collision beam assembly by the upper cabin beam 2 and the cabin longitudinal beam 1, and reduces damage to the cabin longitudinal beam 1 caused by the collision force.

[0069] Specifically, the alignment of at least a portion of the front end of the upper side beam 2 of the engine compartment with the longitudinal beam end plate 103 means that, in the longitudinal direction of the vehicle, the projection of the front end of the upper side beam 2 of the engine compartment at least partially coincides with the projection of the longitudinal beam end plate 103. Preferably, the projection of the front end of the upper side beam 2 of the engine compartment partially coincides with the projection of the longitudinal beam end plate 103, meaning that the inward-facing portion of the front end of the upper side beam 2 of the engine compartment is connected to the longitudinal beam end plate 103. Of course, a scheme where the entire front end of the upper side beam 2 of the engine compartment is aligned with the longitudinal beam end plate 103 is also feasible.

[0070] In this embodiment, the front section 102 of the longitudinal beam and the end plate 103 of the longitudinal beam can preferably be connected via an FDS connection. The FDS connection has the advantage of high connection strength, which helps improve connection stability and ensures the effective transmission of collision force. Specifically, in terms of structure, as... Figure 2 As shown, an "L"-shaped connecting plate 104 is provided on the inner side of the front section 102 of the longitudinal beam. One part of the connecting plate 104 is welded to the front section 102 of the longitudinal beam, and the other part is connected to the end plate 103 of the longitudinal beam through FDS.

[0071] Additionally, a rear flange 1031 is provided on the end plate 103 of the longitudinal beam, which can be placed against the top wall of the front section 102 of the longitudinal beam. The rear flange 1031 is connected to the front section 102 of the longitudinal beam via an FDS (Front-Dip Surface). The connection between the connecting plate 104 and the rear flange 1031 here is improved to enhance the connection strength between the front section 102 of the longitudinal beam and the end plate 103 of the longitudinal beam. Of course, the position and number of the rear flange 1031 and the connecting plate 104 can also be adjusted according to usage requirements.

[0072] Reference Figure 6 and Figure 10As shown in the figure, the upper side beam 2 of the cabin in this embodiment includes an outer plate 201 and an inner plate 202 of the upper side beam that are fastened together. A longitudinal beam cavity 203 is formed between the outer plate 201 and the inner plate 202 of the upper side beam, and at least the inner plate 202 of the upper side beam is arranged in a corresponding manner with the longitudinal beam end plate 103.

[0073] Specifically, at least the inner plate 202 of the upper beam and the end plate 103 of the longitudinal beam are arranged correspondingly, meaning that in the longitudinal direction of the entire vehicle, the projection of the inner plate 202 of the upper beam coincides with the projection of the end plate 103 of the longitudinal beam. This facilitates the layout and implementation. In specific implementation, such as... Figure 6 As shown, the inner plate 202 of the upper beam and the end plate 103 of the longitudinal beam are arranged correspondingly. Due to the structural limitations of the outer plate 201 of the upper beam, the outer plate 201 of the upper beam and the end plate 103 of the longitudinal beam are preferably connected by MIG welding.

[0074] In a preferred embodiment, the front bumper beam assembly includes an energy-absorbing box 4. The energy-absorbing box 4 is connected to the front section of the longitudinal beam 102 and the upper side beam of the engine compartment 2 via a front bumper beam assembly mounting plate 401. The front ends of both the front section of the longitudinal beam 102 and the upper side beam of the engine compartment 2 are at least partially aligned with the energy-absorbing box 4. This alignment ensures that a portion of the collision force is transferred to the front section of the longitudinal beam 102 through the mounting plate and absorbed by the multi-cavity energy-absorbing structure, while the remaining force is transferred to the upper side beam of the engine compartment 2. This allows the collision force to be reasonably dispersed and transmitted within the side structure of the vehicle body.

[0075] It should be noted that the front ends of the longitudinal beam 102 and the upper side beam 2 of the engine compartment are at least partially corresponding to the front and rear ends of the energy-absorbing box 4, meaning that in the longitudinal direction of the entire vehicle, the projections of at least a portion of the front ends of the longitudinal beam 102 and the upper side beam 2 of the engine compartment overlap with the projection of the energy-absorbing box 4. Preferably, such as... Figure 4 As shown, the front end of the longitudinal beam 102 and the front end of the upper side beam 2 of the cabin are all arranged in a corresponding manner to the energy absorption box 4, which helps to further improve the smoothness of the force transmission from the energy absorption box 4 to the longitudinal beam 1 and the upper side beam 2 of the cabin.

[0076] The front bumper beam assembly mounting plate 401 is specifically connected to the rear end of the energy-absorbing box 4. The aforementioned longitudinal beam end plate 103 is specifically connected to the front bumper beam assembly mounting plate 401. The portions of the upper beam outer plate 201 and the upper beam inner plate 202 located outside the longitudinal beam end plate 103 are both connected to the front bumper beam assembly mounting plate 401. In a specific implementation, the longitudinal beam end plate 103 and the front bumper beam assembly mounting plate 401 can also be connected via FDS.

[0077] In addition to having energy-absorbing boxes 4, similar to the anti-collision beams in existing vehicles, the front anti-collision beam assembly in this embodiment also includes a front anti-collision beam connecting the front ends of the left and right energy-absorbing boxes 4. Moreover, from an overall perspective, it is clear that the front anti-collision beam and the energy-absorbing boxes 4 can form a first-stage energy-absorbing zone, while the front section 102 of the longitudinal beam and the portion of the upper side beam 2 located in front of the front wheel arch 3 can form a second-stage energy-absorbing zone.

[0078] Thus, in this embodiment, the vehicle side structure, by optimizing the engine compartment longitudinal beam 1 and the engine compartment upper side beam 2, can ensure that in a frontal collision, the collision force is first absorbed by the first stage energy absorption zone and then transferred to the second stage energy absorption zone.

[0079] Thus, the vehicle side structure of this embodiment can absorb energy through the energy-absorbing box 4 and the front section 102 of the longitudinal beam, while also dispersing and transmitting the collision force through the upper side beam 2 of the engine compartment and the front section 102 of the longitudinal beam, thereby reducing the stress on the longitudinal beam body 101. Furthermore, this embodiment helps to prevent damage to the longitudinal beam body 101, and also helps to ensure the connection strength and smooth force transmission of various components in a frontal collision, thus improving the vehicle's collision safety and overall performance.

[0080] Example 2

[0081] This embodiment relates to a vehicle that has the body side structure shown in Embodiment 1.

[0082] The vehicle described in this embodiment, by setting the body side structure as in Embodiment 1, helps to reduce the maintenance cost of the engine compartment longitudinal beam 1 and increases the safety of the vehicle in a collision, thereby helping to improve the quality of vehicle use.

[0083] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A vehicle body side structure, characterized in that: Including the cabin longitudinal beams (1); The cabin longitudinal beam (1) includes a longitudinal beam body (101) and a longitudinal beam front section (102) connected to the front end of the longitudinal beam body (101); The longitudinal beam body (101) is made of steel sheet metal, the front section (102) of the longitudinal beam is made of aluminum profile, and a longitudinal beam cavity (1013) arranged in the front and rear directions of the vehicle is formed inside the longitudinal beam body (101).

2. The vehicle body side structure according to claim 1, characterized in that: The rear end of the front section (102) of the longitudinal beam is inserted into the longitudinal beam cavity (1013) and fixedly connected to the longitudinal beam body (101).

3. The vehicle body side structure according to claim 2, characterized in that: The longitudinal beam body (101) includes an outer longitudinal beam plate (1011) and an inner longitudinal beam plate (1012) that are fastened together; The inner plate (1012) and the outer plate (1011) of the longitudinal beam form the longitudinal beam cavity (1013), and the rear end of the front section (102) of the longitudinal beam is sandwiched between the inner plate (1012) and the outer plate (1011).

4. The vehicle body side structure according to claim 3, characterized in that: The front section (102) of the longitudinal beam has a protruding connecting edge (1022) at the top and / or bottom, and the connecting edge (1022) connects the outer plate (1011) of the longitudinal beam and the inner plate (1012) of the longitudinal beam.

5. The vehicle body side structure according to claim 3, characterized in that: An adhesive layer is provided between the front section (102) of the longitudinal beam and the outer plate (1011) of the longitudinal beam, and between the front section (102) of the longitudinal beam and the inner plate (1012) of the longitudinal beam.

6. The vehicle body side structure according to any one of claims 1 to 5, characterized in that: It also includes the upper side beam of the cabin (2); The portion of the upper side beam (2) of the engine compartment located on the front side of the front wheel arch (3) gradually curves downward from back to front in the longitudinal direction of the vehicle, and the front end of the upper side beam (2) is located on the side of the front section (102) of the longitudinal beam close to the outside of the vehicle, and is connected to the front anti-collision beam assembly together with the front section (102) of the longitudinal beam.

7. The vehicle body side structure according to claim 6, characterized in that: The front end of the longitudinal beam (102) is connected to a longitudinal beam end plate (103). The longitudinal beam (102) is connected to the front anti-collision beam assembly through the longitudinal beam end plate (103). At least a portion of the front end of the upper side beam (2) of the cabin is arranged in a corresponding manner to the longitudinal beam end plate (103).

8. The vehicle body side structure according to claim 7, characterized in that: The upper side beam (2) of the cabin includes an outer plate (201) and an inner plate (202) of the upper side beam that are fastened together; An upper beam cavity (203) is formed between the upper beam outer plate (201) and the upper beam inner plate (202), and at least the upper beam inner plate (202) is arranged in a front-to-back correspondence with the longitudinal beam end plate (103).

9. The vehicle body side structure according to claim 6, characterized in that: The front bumper beam assembly has an energy-absorbing box (4), which is connected to the front section of the longitudinal beam (102) and the upper side beam of the cabin (2) via the front bumper beam assembly mounting plate (401); The front end of the longitudinal beam (102) and the front end of the upper side beam (2) of the cabin are at least partially arranged in a corresponding manner to the front and rear of the energy-absorbing box (4).

10. A vehicle, characterized in that: The vehicle is provided with a body side structure as described in any one of claims 1 to 9.

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