Vehicle body threshold reinforcing structure, vehicle body structure and vehicle
By extending the sill beam and setting energy-absorbing reinforcement blocks in the vehicle sill reinforcement structure, the problem of the wheels directly acting on the A-pillar in small offset collisions is solved, achieving effective collision energy dispersion and wheel slippage, thus improving vehicle safety.
Patent Information
- Application Number
- CN202520478321.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-18
- Publication Date
- 2026-01-06
- Estimated Expiration
- 2035-03-18
AI Technical Summary
In small offset collisions, the existing vehicle body structure makes it easy for the wheels to directly impact the A-pillar, resulting in a large impact force on the A-pillar and affecting the integrity and safety of the passenger compartment.
Design a vehicle sill reinforcement structure, including an extended sill beam and a first reinforcement block located on its front side to form a protrusion. The structure absorbs collision energy through an energy-absorbing cavity and multiple reinforcement blocks, preventing the wheels from directly contacting the A-pillar and guiding the wheels to slide off the vehicle body.
It effectively disperses collision forces, reduces A-pillar deformation, lowers the risk of secondary injury, and improves vehicle safety performance.
Smart Images
Figure CN223764549U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle body reinforcement structure design technology, specifically to a vehicle body door sill reinforcement structure, vehicle body structure, and vehicle. Background Technology
[0002] With the rapid development of the automotive industry, vehicle collision safety has become a key focus for consumers and the industry. In particular, the small overlap crash test has become an important indicator for measuring vehicle safety. A small overlap crash refers to a collision where a vehicle impacts a rigid barrier with a relatively small overlap area (typically around 25%). This type of collision places higher demands on the strength of the vehicle body structure, energy absorption, and occupant protection. In existing vehicle body structures, the connection area between the sill beam and the A-pillar is usually designed relatively simply, making it difficult to effectively withstand the high-intensity impacts of small overlap crashes. In a small overlap crash, the wheels tend to directly impact the A-pillar, increasing the impact force on the A-pillar and consequently affecting the integrity of the passenger compartment, threatening occupant safety. Utility Model Content
[0003] In view of the problems existing in the prior art, the present invention provides a vehicle sill reinforcement structure, vehicle body structure and vehicle to improve the technical problem that the wheels directly act on the A-pillar and the impact force on the A-pillar is large when the collision is small offset.
[0004] To achieve the above and other related objectives, the first aspect of this utility model provides a vehicle sill reinforcement structure, comprising a sill beam, an A-pillar, and a first reinforcing block. The sill beam extends along the length of the vehicle. The A-pillar includes an outer A-pillar panel and an inner A-pillar panel extending along the height of the vehicle. The lower end of the outer A-pillar panel is connected to the outer side of the sill beam, and the lower end of the inner A-pillar panel is connected to the inner side of the sill beam. The first reinforcing block is fixedly connected to the lower part of the outer A-pillar panel. Along the length of the vehicle, at least a portion of the sill beam extends beyond the front of the A-pillar to form a protrusion. And along the height of the vehicle, the first reinforcing block is located above the protrusion.
[0005] In one embodiment of the vehicle sill reinforcement structure of this utility model, the front side of the first reinforcing block is flush with the front side of the protrusion, or the front side of the first reinforcing block extends beyond the front side of the protrusion.
[0006] In one embodiment of the vehicle sill reinforcement structure of this utility model, the vehicle sill reinforcement structure further includes a second reinforcement block, which is disposed on the sill beam and located inside the A-pillar; and when projected along the length direction of the vehicle, the second reinforcement block at least partially overlaps with the first reinforcement block.
[0007] In one embodiment of the vehicle body door sill reinforcement structure of this utility model, the minimum distance between the second reinforcing block and the A-pillar along the length direction of the vehicle is T, where 3mm≤T≤5mm.
[0008] In one embodiment of the vehicle body door sill reinforcement structure of this utility model, the first reinforcement block includes a surrounding sidewall, and the surrounding sidewall forms a first energy-absorbing cavity.
[0009] In one embodiment of the vehicle sill reinforcement structure of this utility model, the sidewall includes a first side plate, a second side plate, and a second mounting hole. The first side plate is fitted to the outer panel of the A-pillar, and the first side plate and the outer panel of the A-pillar are connected by fasteners to form a fastening connection point. The second side plate is spaced apart from the first side plate and is located on the side of the first side plate opposite to the outer panel of the A-pillar. The second mounting hole is formed on the second side plate, and the fastening connection point corresponds to the second mounting hole.
[0010] In one embodiment of the vehicle sill reinforcement structure of this utility model, the vehicle sill reinforcement structure further includes a third reinforcement block, which is fixedly connected to the lower part of the inner panel of the A-pillar and along the vehicle width direction, and is connected to the first reinforcement block.
[0011] In one embodiment of the vehicle body door sill reinforcement structure of this utility model, along the vehicle width direction, the lower end of the outer A-pillar panel is connected to the outer side of the door sill beam by fasteners, and the lower end of the inner A-pillar panel is connected to the inner side of the door sill beam by fasteners.
[0012] The second aspect of this utility model provides a vehicle body structure, the vehicle body structure including the vehicle sill reinforcement structure described in any of the above claims.
[0013] A third aspect of this utility model also provides a vehicle, the vehicle including the aforementioned body structure.
[0014] This utility model provides a vehicle sill reinforcement structure, a vehicle body structure, and a vehicle. In this sill reinforcement structure, the sill beam is extended to form a protrusion extending beyond the front of the A-pillar. This allows the wheels to first contact the front end of the sill beam, i.e., the protrusion, during a small offset collision, avoiding direct contact with the A-pillar, effectively dispersing the collision force, reducing A-pillar deformation, and protecting occupant safety. Simultaneously, a first reinforcing block is installed above the protrusion, increasing the contact area with the wheels during a small offset collision in the vehicle height direction. This not only further disperses collision energy but also significantly reduces the direct impact force of the wheels on the A-pillar, thereby further reducing the risk of A-pillar deformation. Furthermore, the design of the protruding sill beam and the placement of the first reinforcing block allow the sill reinforcement structure to guide the wheels smoothly out of the vehicle body during a small offset collision, preventing wheel jamming or intrusion into the passenger compartment, effectively reducing the risk of secondary injury, and further improving vehicle safety performance. Attached Figure Description
[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a partial structural schematic diagram of one embodiment of the vehicle body door sill reinforcement structure of this utility model;
[0017] Figure 2 This is a schematic diagram showing the relative installation positions of the first reinforcing block and the second reinforcing block in one embodiment of the vehicle sill reinforcement structure of this utility model;
[0018] Figure 3 This is a front view of the relative installation positions of the first reinforcing block and the second reinforcing block along the width direction of the vehicle body in one embodiment of the vehicle body door sill reinforcement structure of this utility model;
[0019] Figure 4 This is a schematic diagram of the relative installation positions of the first reinforcing block and the second reinforcing block in a top-section view of one embodiment of the vehicle body door sill reinforcement structure of this utility model;
[0020] Figure 5 This is a schematic diagram showing the connection state between the sill beam and the A-pillar in one embodiment of the vehicle sill reinforcement structure of this utility model.
[0021] Component designation explanation:
[0022] 100. Sill beam; 110. Protrusion; 200. A-pillar; 210. Outer A-pillar panel; 220. Inner A-pillar panel; 300. First reinforcing block; 310. Side wall; 311. First side panel; 312. Second side panel; 313. Third side panel; 314. Fourth side panel; 315. Second mounting hole; 320. First energy absorption cavity; 400. Second reinforcing block; 500. Third reinforcing block; 600. Fastener. Detailed Implementation
[0023] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. It should also be understood that the terminology used in the embodiments of this utility model is for describing specific implementation schemes and not for limiting the scope of protection of this utility model. Test methods in the following embodiments that do not specify specific conditions are generally performed under conventional conditions or according to the conditions recommended by the respective manufacturers.
[0024] When numerical ranges are given in the embodiments, it should be understood that, unless otherwise specified in this invention, both endpoints of each numerical range and any value between the two endpoints may be selected. Unless otherwise defined, all technical and scientific terms used in this invention, as well as the prior art known to those skilled in the art and the description of this invention, may be implemented using any prior art methods, equipment, and materials similar to or equivalent to those in the embodiments of this invention.
[0025] It should be noted that the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.
[0026] To address the issue of excessive impact force on the A-pillar caused by direct wheel contact during small offset collisions, this invention provides a reinforced sill structure, a vehicle body structure, and a vehicle. This reinforced sill structure prevents direct wheel contact with the A-pillar during small offset collisions, effectively dispersing the impact force, reducing A-pillar deformation, protecting occupant safety, and improving vehicle safety performance.
[0027] It should be noted that you should refer to [link / reference]. Figure 1In the following embodiments, the vehicle length direction is the X direction, the vehicle width direction is the Y direction, and the vehicle height direction is the Z direction.
[0028] Please see Figures 1 to 5 The first aspect of this utility model provides a vehicle sill reinforcement structure, which has wide applicability and can be applied to various types of vehicles, including but not limited to gasoline-powered vehicles and new energy vehicles. Specifically, the vehicle sill reinforcement structure is suitable for various vehicle models such as sedans, SUVs, and off-road vehicles, as long as it can meet the requirements of different vehicle models to avoid direct contact between the wheels and the A-pillar under small offset collision conditions, thereby reducing the impact and deformation of the A-pillar.
[0029] Please see Figure 1 and Figure 2 The vehicle sill reinforcement structure includes a sill beam 100, an A-pillar 200, and a first reinforcing block 300. The sill beam 100, as a crucial supporting component of the vehicle body structure, extends along the length of the vehicle. The front end of the sill beam 100 is typically connected to the front engine compartment and the A-pillar 200, while the rear end is connected to the rear floor longitudinal beam of the vehicle body structure to enhance body rigidity and collision safety. It should be noted that the front end of the sill beam 100 refers to the end face closer to the front of the vehicle, and the rear end refers to the end closer to the rear of the vehicle; further details will not be elaborated upon hereafter. The sill beam 100 is typically made of high-strength steel or aluminum alloy. Specifically, in this embodiment, to achieve both lightweight and high strength in the sill beam 100, an aluminum alloy profile produced using an aluminum extrusion process is used. This satisfies both high strength and lightweight design requirements, while also possessing good bending resistance and energy absorption performance.
[0030] Please see Figure 1The A-pillar 200, as an important component and load-bearing structure of the vehicle body, is fixedly connected to the sill beam 100 and other parts of the vehicle body structure. The fixed connection between the sill beam 100 and the A-pillar 200 together constitutes the load-bearing structure of the vehicle sill. The fixed connection methods between the sill beam 100 and the A-pillar 200 include welding, bolting, riveting, etc., but are not limited to these. Specifically, the A-pillar 200 includes an outer A-pillar panel 210 and an inner A-pillar panel 220 extending along the vehicle height direction. The outer A-pillar panel 210 and the inner A-pillar panel 220 can be sheet metal parts. The lower end of the outer A-pillar panel 210 connects to the outer side of the sill beam 100, and the lower end of the inner A-pillar panel 220 connects to the inner side of the sill beam 100. Along the vehicle height direction, the outer A-pillar panel 210 and the inner A-pillar panel 220 can be connected as a single unit by welding or other methods, forming a cavity inside the A-pillar 200 to improve the strength and energy absorption performance of the sill beam 100. It should be noted that the inner part of the sill beam 100 refers to the side of the sill beam 100 closer to the vehicle body along the width direction of the vehicle. The outer part of the sill beam 100 refers to the side of the sill beam 100 away from the vehicle body along the width direction of the vehicle. The material of the A-pillar 200 is not limited; it can be cast iron, high-strength steel, or aluminum alloy, but is not restricted to these materials. Specifically, in this embodiment, the A-pillar 200 is made of high-strength steel to improve its impact resistance.
[0031] Please see Figure 3 and Figure 4 To prevent direct contact between the wheel and the A-pillar in a small offset collision, which could cause significant deformation of the A-pillar, a first reinforcing block 300 is fixedly connected to the lower part of the A-pillar outer panel 210. The first reinforcing block 300 is located on the front side of the A-pillar outer panel 210. It should be noted that the lower part of the A-pillar outer panel 210 refers to the A-pillar 200 structure along the vehicle height direction, closer to the sill beam 100. The front side of the A-pillar outer panel 210 refers to the panel surface facing the front of the vehicle along the vehicle length direction. The method of fixing the A-pillar outer panel 210 to the first reinforcing block 300 is not limited; it can be riveted, welded, or bolted, but is not restricted to these methods. The structure of the first reinforcing block 300 is not limited; it can be any suitable type of structure capable of absorbing wheel impact and reducing impact on the A-pillar, such as aluminum alloy profiles with hollow structures or high-strength steel.
[0032] Along the length of the vehicle, at least a portion of the sill beam 100 extends beyond the front of the A-pillar 200 to form a protrusion 110. Specifically, the existing sill beam 100 structure is lengthened so that the front end of the sill beam 100 extends beyond the A-pillar 200. The length of the protrusion 110 can be determined according to the specific dimensions of the vehicle and collision safety requirements. When the vehicle is in a small offset collision, the wheels first contact the front end of the sill beam 100, that is, the wheels contact the protrusion 110, avoiding direct contact between the wheels and the A-pillar 200, thus dispersing the impact force from the wheels and absorbing energy. This reduces the deformation of the A-pillar 200 and protects the safety of the occupants. Furthermore, in the vehicle height direction, when the vehicle is in a small offset collision, to compensate for the insufficient contact area between the wheels and the front end of the protrusion 110, the first reinforcing block 300 is positioned above the protrusion 110. The first reinforcing block 300, acting as an energy-absorbing component, cooperates with the protrusion 110 to form a dual energy-absorbing structure. Simultaneously, it increases the contact area between the protrusion 110, the first reinforcing block 300, and the wheel in the vehicle height direction during small offset collisions, effectively dispersing collision energy and significantly reducing the direct impact force of the wheel on the A-pillar 200, thereby further reducing the risk of deformation of the A-pillar 200. Since the outer A-pillar 210 bears the main force from the wheel impact force compared to the inner A-pillar 220 during a small offset collision, this sill reinforcement structure guides the wheel to smoothly slide out of the vehicle body during a small offset collision, preventing wheel jamming or intrusion into the passenger compartment, effectively reducing the risk of secondary injury, and further improving vehicle safety performance.
[0033] Please see Figure 3 and Figure 4 In one embodiment of the vehicle sill reinforcement structure of this utility model, the first reinforcing block 300 serves as the first energy absorber, and the protrusion 110 serves as the second energy absorber. The relative positional relationship between the front side of the first reinforcing block 300 and the front side of the protrusion 110 is optimized to achieve better energy absorption and enhance the strength of the vehicle sill reinforcement structure. The front side of the first reinforcing block 300 can be flush with the front side of the protrusion 110 in the vehicle height direction, thus simultaneously participating in absorbing collision energy. Alternatively, viewed from the vehicle length direction, the front side of the first reinforcing block 300 can extend beyond the front side of the protrusion 110. The first reinforcing block 300 can participate in collision energy absorption earlier, forming a progressive energy absorption path. This effectively disperses the collision force, reduces the concentration of local stress, and reduces the impact force on the A-pillar 200. It should be noted that the front side of the first reinforcing block 300 refers to the end face of the first reinforcing block 300 facing the front of the vehicle along the vehicle length direction.
[0034] Please see Figure 2 and Figure 4In one embodiment of the vehicle sill reinforcement structure of this utility model, the vehicle sill reinforcement structure further includes a second reinforcing block 400, which is disposed on the sill beam 100 and located within the A-pillar 200. The second reinforcing block 400 can be installed on the upper part of the sill beam 100 by means of welding, bolt connection, or riveting. Specifically, in this embodiment, the material of the second reinforcing block 400 is the same as that of the sill beam 100, which is an aluminum alloy material produced by aluminum extrusion process to achieve the requirement of lightweighting. The second reinforcing block 400 is fixed to the sill beam 100 by welding, which ensures the connection strength and simplifies the installation process. At the same time, the second reinforcing block 400 is located within the A-pillar 200, and when the lower end of the A-pillar 200 is deformed or displaced by impact force, it plays a reinforcing role in the structure of the A-pillar 200.
[0035] For further details, please refer to Figure 3 and Figure 4 The relative positions of the first reinforcing block 300 and the second reinforcing block 400 are optimized. Projected along the length of the vehicle, the second reinforcing block 400 at least partially overlaps with the first reinforcing block 300. Specifically, the second reinforcing block 400 serves simultaneously as a reinforcement structure and an energy-absorbing structure for the first reinforcing block 300, acting as a third energy absorber to reduce the impact force on the A-pillar. The larger the width W of the overlapping area between the second reinforcing block 400 and the first reinforcing block 300 in the width direction of the vehicle, and the larger the height H of the overlapping area between the second reinforcing block 400 and the first reinforcing block 300 in the height direction of the vehicle, the stronger the reinforcement effect of the sill reinforcement structure, better absorbing the impact energy of the wheels under small offset collision conditions, and improving vehicle safety.
[0036] Please see Figure 4 In one embodiment of the vehicle body sill reinforcement structure of this utility model, the minimum distance between the second reinforcing block 400 and the A-pillar 200 along the length direction of the vehicle is T, where 3mm≤T≤5mm. Specifically, since the second reinforcing block 400 is located in the cavity structure formed by the outer A-pillar panel 210 and the inner A-pillar panel 220, and is fixed on the sill beam 100, the installation distance of the second reinforcing block 400 in the A-pillar 200 is limited by reasonable design to avoid hard contact between the second reinforcing block 400 and the cavity of the A-pillar 200, thereby avoiding abnormal noise. At the same time, the second reinforcing block 400 acts as a third energy absorber, working together with the protrusion 110 and the first reinforcing block 300 to absorb the impact force and prevent the A-pillar 200 from deforming.
[0037] Please see Figure 4In one embodiment of the vehicle sill reinforcement structure of this utility model, in order to ensure that the first reinforcing block 300 has a good energy absorption effect, the first reinforcing block 300 is made of aluminum alloy profile using an aluminum extrusion process, which has excellent energy absorption characteristics and ensures the overall lightweight design requirements of the vehicle sill reinforcement structure. Specifically, the first reinforcing block 300 includes a surrounding sidewall 310, which forms a closed cross-section, improving local stiffness and stability. The surrounding sidewall 310 forms a first energy-absorbing cavity 320. The first energy-absorbing cavity 320 formed by the surrounding sidewall 310 can achieve controllable progressive crushing deformation under small offset collision conditions. There can be one or more energy-absorbing cavities, as long as they can effectively disperse the collision force and reduce the impact on the A-pillar 200.
[0038] Furthermore, the structure of the first reinforcing block 300 formed by the surrounding sidewall 310 is not limited; for example, it can be a rectangular or other irregularly shaped aluminum alloy block. For details, please refer to [link / reference]. Figure 1 In this embodiment, the first reinforcing block 300 is an irregular rectangular structure. The side wall 310 includes a first side plate 311, a second side plate 312, and a third side plate 313 and a fourth side plate 314 located on both sides of the first side plate 311 and the second side plate 312. The first side plate 311 serves as a connecting plate connecting the first reinforcing block 300 and the A-pillar outer plate 210, and the first side plate 311 is in close contact with the A-pillar outer plate 210. Based on the dual requirements of strength and lightweight of the vehicle sill reinforcement structure, since the A-pillar 200 needs to have high strength design requirements, the A-pillar 200 is made of high-strength steel, while the first reinforcing block 300 is made of aluminum alloy. To ensure the installation stability of the first reinforcing block 300 on the A-pillar 200, the first side plate 311 and the A-pillar outer plate 210 are connected by fasteners 600, forming a fastening connection point at the connection. The fasteners 600 can be bolt and nut structures or rivet structures, but are not limited to these. Specifically, in this embodiment, the fastener 600 is a bolt and nut connector. The first side plate 311 and the A-pillar outer plate 210 are fixed by bolts, forming bolt connection points. This avoids insufficient connection strength between components of different materials through welding or riveting. The number of bolt connection points can be one or more; specifically, in this embodiment, there are two bolt connection points. The second side plate 312 is spaced apart from the first side plate 311 and located on the side of the first side plate 311 facing away from the A-pillar outer plate 210. That is, the second side plate 312 is the front side wall 310 of the first reinforcing block 300. A second mounting hole 315 is provided on the second side plate 312. In the vehicle length direction, the bolt connection points correspond to the positions of the second mounting holes 315, so that the bolts can pass through the first energy-absorbing cavity 320 via the second mounting holes 315, facilitating the bolt connection between the first side plate 311 and the A-pillar outer plate 210.
[0039] Please see Figure 2 and Figure 4 In one embodiment of the vehicle sill reinforcement structure of this utility model, the vehicle sill reinforcement structure further includes a third reinforcing block 500. The third reinforcing block 500 serves as a reinforcement structure for the first reinforcing block 300. The structure, installation position, and connection method of the third reinforcing block 500 are similar to those of the first reinforcing block 300, and will not be described again here. The third reinforcing block 500 is fixedly connected to the lower part of the A-pillar inner panel 220, and along the vehicle width direction, the third reinforcing block 500 is connected to the first reinforcing block 300. The third reinforcing block 500 and the first reinforcing block 300 cooperate to disperse collision energy. Specifically, in this embodiment, the third reinforcing block 500 and the first reinforcing block 300 are an integral structure made by aluminum extrusion.
[0040] Please see Figure 5 In one embodiment of the vehicle sill reinforcement structure of this utility model, the sill beam 100 is made of aluminum alloy, and the A-pillar 200 is made of high-strength steel, thus achieving the dual requirements of lightweight vehicle body structure and vehicle body structure strength. Along the vehicle width direction, the lower end of the outer A-pillar panel 210 is fixed to the outer side of the sill beam 100 by fasteners 600, and the lower end of the inner A-pillar panel 220 is fixed to the inner side of the sill beam 100 by fasteners 600, thereby enhancing the shear resistance and connection reliability of the sill beam 100 and the A-pillar 200, and ensuring connection strength. Specifically, in this embodiment, the fastener 600 is a bolt and nut connector.
[0041] The second aspect of this utility model provides a vehicle body structure, which includes the vehicle sill reinforcement structure described in any of the above embodiments.
[0042] A third aspect of this utility model also provides a vehicle, which includes the body sill reinforcement structure or body structure described in any of the above embodiments. It should be noted that the vehicle may also include conventional structures or modular systems found in existing vehicles, such as suspension systems, power systems, thermal management integrated modules, interior systems, wheels, and body shells, which will not be elaborated upon here.
[0043] This utility model relates to a vehicle sill reinforcement structure, a vehicle body structure, and a vehicle. In this sill reinforcement structure, the sill beam is extended to form a protrusion extending beyond the front of the A-pillar. This allows the wheels to first contact the front end of the sill beam, i.e., the protrusion, during a small offset collision, avoiding direct contact with the A-pillar, effectively dispersing the collision force, reducing A-pillar deformation, and protecting occupant safety. Simultaneously, a first reinforcing block is installed above the protrusion, increasing the contact area with the wheels during a small offset collision in the vehicle height direction. This not only further disperses collision energy but also significantly reduces the direct impact force of the wheels on the A-pillar, thereby further reducing the risk of A-pillar deformation. Furthermore, the design of the protruding sill beam and the placement of the first reinforcing block allow the sill reinforcement structure to guide the wheels to smoothly slide out of the vehicle body during a small offset collision, preventing wheel jamming or intrusion into the passenger compartment, effectively reducing the risk of secondary injury, and further improving vehicle safety performance. This addresses the technical problem of existing small offset collisions where the wheels directly impact the A-pillar, resulting in a large impact force on the A-pillar. Therefore, this utility model effectively overcomes some practical problems in the prior art, thus having high utilization value and significance.
[0044] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.
Claims
1. A vehicle body rocker reinforcement structure characterized by comprising: The vehicle body sill reinforcement structure comprises: a sill beam extending along a vehicle length direction; an A-pillar comprising an A-pillar outer panel extending along a vehicle height direction and an A-pillar inner panel; a lower end of the A-pillar outer panel is connected to an outer side portion of the sill beam, and a lower end of the A-pillar inner panel is connected to an inner side portion of the sill beam; a first reinforcement block fixedly connected to a lower portion of the A-pillar outer panel; wherein, along the vehicle length direction, at least a portion of the sill beam extends out of a front side of the A-pillar to form an overhanging portion; and along the vehicle height direction, the first reinforcement block is located above the overhanging portion.
2. The vehicle body rocker reinforcement structure according to claim 1, characterized by A front side of the first reinforcement block is flush with a front side of the overhanging portion, or the front side of the first reinforcement block protrudes beyond the front side of the overhanging portion.
3. The vehicle body rocker reinforcement structure according to claim 1, characterized by The vehicle body sill reinforcement structure further comprises a second reinforcement block, which is arranged on the sill beam and located inside the A-pillar; and along the vehicle length direction, the second reinforcement block at least partially overlaps the first reinforcement block.
4. The vehicle body rocker reinforcement structure according to claim 3, characterized by Along the vehicle length direction, a minimum distance between the second reinforcement block and the A-pillar is T, and 3mm≤T≤5mm.
5. The vehicle body rocker reinforcement structure according to claim 1, characterized by The first reinforcement block comprises a surrounding side wall, and the surrounding side wall forms a first energy absorption cavity.
6. The vehicle body rocker reinforcement structure according to claim 5, characterized by The side wall comprises: a first side plate, which is attached to the A-pillar outer panel; the first side plate is connected to the A-pillar outer panel by a fastener, and forms a fastening connection point; a second side plate, which is arranged in a spaced-apart manner with the first side plate and located on a side of the first side plate away from the A-pillar outer panel; a second mounting hole, which is formed in the second side plate; the fastening connection point corresponds to the second mounting hole.
7. The rocker reinforcement structure according to any one of claims 1 to 6, characterized in that, The vehicle body sill reinforcement structure further comprises a third reinforcement block, which is fixedly connected to a lower portion of the A-pillar inner panel, and along the vehicle width direction, the third reinforcement block is connected to the first reinforcement block.
8. The vehicle body rocker reinforcement structure according to claim 1, characterized by Along the vehicle width direction, the lower end of the A-pillar outer panel is connected to the outer side portion of the sill beam by a fastener, and the lower end of the A-pillar inner panel is connected to the inner side portion of the sill beam by a fastener.
9. A vehicle body structure characterized by comprising: The vehicle body structure comprises the vehicle body sill reinforcement structure according to any one of claims 1 to 8.
10. A vehicle characterized by comprising: The vehicle body structure comprises the vehicle body sill reinforcement structure according to claim 9.