Vehicle body side structure and vehicle

Abstract

The utility model provides a vehicle body side structure and a vehicle, and belongs to the technical field of vehicles, the vehicle body side structure comprises a side wall reinforcing plate, a doorsill beam inner plate and a connecting plate; the doorsill beam inner plate and the bottom of the side wall reinforcing plate are combined to form a doorsill beam, and a doorsill beam cavity is defined between the doorsill beam inner plate and the side wall reinforcing plate. The connecting plate is connected between the side wall reinforcing plate and the doorsill beam inner plate and penetrates from the front end of the doorsill beam to the rear end of the doorsill beam, and the doorsill beam cavity is divided into an inner cavity structure and an outer cavity structure by the connecting plate. According to the vehicle body side structure, the connecting plate is connected between the side wall reinforcing plate and the doorsill beam inner plate, the doorsill beam cavity is divided into the inner cavity and the outer cavity by the connecting plate, and the deformation resistance of the doorsill beam position can be improved by utilizing vertical support provided by the connecting plate and structural reinforcement brought by the double-cavity structure; and the energy absorption effect of the position of the doorsill beam can be improved during collision, so that the collision safety of the whole vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field, especially a kind of vehicle body side structure;Meanwhile, the utility model also relates to a kind of vehicle with the vehicle body side structure. BACKGROUND

[0002] As the key load-bearing component of vehicle body side structure, the threshold beam plays a vital role in the overall safety and structural stability of the vehicle. Currently, the main body of the threshold beam structure on some vehicles is formed by the cooperation of the side wall reinforcement plate and the threshold beam inner plate, and a single cavity structure is formed between the side wall reinforcement plate and the threshold beam inner plate, which is arranged along the front-rear direction of the vehicle. When the vehicle is side-impacted during driving, the impact force will directly act on the single cavity structure of the threshold beam. However, due to the poor energy absorption and deformation resistance of the single cavity, the threshold beam is prone to deformation during impact, which is not conducive to the safety of the vehicle. SUMMARY

[0003] Therefore, the utility model aims to provide a vehicle body side structure to improve the deformation resistance and energy absorption of the threshold beam.

[0004] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0005] A vehicle body side structure includes a side wall reinforcement plate, a threshold beam inner plate, and a connecting plate.

[0006] The threshold beam inner plate and the bottom of the side wall reinforcement plate form a threshold beam, and a threshold beam cavity is defined between them.

[0007] The connecting plate is connected between the side wall reinforcement plate and the threshold beam inner plate, and extends from the front end of the threshold beam to the rear end of the threshold beam. The connecting plate divides the threshold beam cavity into an inner cavity and an outer cavity.

[0008] Further, a side wall inner plate is located inside the side wall reinforcement plate. The bottom of the side wall inner plate extends downward into the threshold beam, and the connecting plate is formed by the bottom of the side wall inner plate.

[0009] Further, the connecting plate is provided with a reinforcing rib plate arranged along the front-rear direction of the vehicle. The cross-section of the reinforcing rib plate is in the shape of a Chinese character "j", and is fitted on the connecting plate. Additionally, part of the connecting plate protrudes towards one side of the side wall reinforcement plate or the threshold beam inner plate, forming a reinforcing rib body arranged along the front-rear direction of the vehicle.

[0010] Further, the side outer plate is connected to the side reinforcement plate at the bottom, and the side outer plate, the side reinforcement plate and the connecting plate are welded together at the top of the rocker beam, and the rocker beam inner plate and the connecting plate are welded together.

[0011] Further, the welding position between the rocker beam inner plate and the connecting plate is lower than the welding position between the side outer plate, the side reinforcement plate and the connecting plate.

[0012] Further, the front engine compartment longitudinal beam and the rear floor longitudinal beam are sequentially connected from front to back and jointly form a longitudinal force transmission path at the side of the vehicle body.

[0013] Further, the front engine compartment longitudinal beam comprises a longitudinal beam front segment and a longitudinal beam rear segment connected together, the longitudinal beam front segment is integrally formed in a die-casting assembly at the side of the front engine compartment, and the longitudinal beam rear segment is made of steel and connected to the front end of the rocker beam.

[0014] Further, the die-casting assembly further forms an engine compartment upper side beam and a front wheel cover plate, and part of the front wheel cover plate is protruded upward to form a front shock tower.

[0015] Further, the longitudinal beam front segment and the front end of the engine compartment upper side beam are connected together, and the front part of the engine compartment upper side beam is gradually curved to the inside of the vehicle in the left-right direction of the vehicle from back to front in the up-down direction of the vehicle, and the front part of the engine compartment upper side beam is the part of the engine compartment upper side beam located at the front side of the front shock tower.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] The side structure of the vehicle body comprises a connecting plate connected between the side reinforcement plate and the rocker beam inner plate, and the connecting plate divides the rocker beam cavity into an inner cavity and an outer cavity, the vertical support provided by the connecting plate and the structural reinforcement brought by the double-cavity structure can improve the anti-deformation ability of the rocker beam position, and can also improve the energy absorption effect of the rocker beam position in a collision, thereby improving the safety of the vehicle in a collision.

[0018] Secondly, the connecting plate is formed by the bottom of the side wall inner plate, the existing structure in the side wall of the vehicle body can be fully utilized, the separation design of the rocker beam cavity is realized, the design generation is facilitated, and meanwhile the stability of the connecting plate arranged in the rocker beam is also improved. By arranging the reinforcing rib plate on the connecting plate or forming part of the connecting plate into a reinforcing rib body, the bending resistance of the connecting plate position is improved, the supporting stiffness of the rocker beam position is improved when the vehicle is subjected to side impact, and the collision force transmission and dispersion capability is improved. The side wall outer plate, the side wall reinforcing plate and the connecting plate are connected together, the rocker beam inner plate and the connecting plate are connected together, the four-layer welding is avoided when the side wall outer plate is arranged, and the reliability of the welding between the plates at the rocker beam position is improved to the maximum extent, and the structural performance of the rocker beam position is ensured.

[0019] Furthermore, the welding position between the rocker beam inner plate and the connecting plate is low, the staggered design of the welding position between the side wall outer plate, the side wall reinforcing plate and the connecting plate and the welding position between the rocker beam inner plate and the connecting plate is realized, the four-layer welding is avoided, the interior space at the rocker beam position is increased by moving the rocker beam inner plate downward, and the comfort of the passengers is improved. The rocker beam, the front engine compartment longitudinal beam and the rear floor longitudinal beam form a longitudinal force transmission path, the longitudinal force transmission capability of the rocker beam is improved by arranging the connecting plate in the rocker beam, and the longitudinal collision force transmission and dispersion in the vehicle body are facilitated. The front section of the longitudinal beam is integrally formed in the die-casting assembly of the front engine compartment side, the die-casting method is used to facilitate the preparation of the front section of the longitudinal beam and ensure the structural strength of the front section of the longitudinal beam, and the rear section of the longitudinal beam adopts a steel structure, so that the commonality rate of different vehicle models is improved and the development cost is reduced by only adjusting the die-casting front section of the longitudinal beam when the die-casting front section of the longitudinal beam is applied to different vehicle models.

[0020] In addition, the engine compartment upper side beam and the front wheel cover plate are formed in the die-casting assembly, and the front shock tower is formed on the front wheel cover plate, so that the front shock tower is formed, the integration degree of the die-casting assembly is improved, the number of parts in the front part of the vehicle body is reduced, and the manufacturing cost is better reduced. The front end of the front section of the longitudinal beam and the front end of the engine compartment upper side beam are connected together, the stiffness of the front end of the vehicle body is improved, the collision force is better transmitted to the engine compartment longitudinal beam and the engine compartment upper side beam, the front part of the engine compartment upper side beam is bent to the inside of the vehicle, the collision barrier is guided to move outward when the whole vehicle is subjected to small overlap collision, the barrier is prevented from pressing the A pillar and the passenger compartment, and the safety of the passengers in the passenger compartment is improved.

[0021] In addition, another purpose of the utility model is to provide a vehicle, the vehicle body of which is provided with the vehicle body side structure as described above.

[0022] The vehicle body side structure is arranged, and the safety of the vehicle side collision is improved. BRIEF DESCRIPTION OF DRAWINGS

[0023] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application and are incorporated herein for explanation by way of non-limitation. In the drawings:

[0024] Figure 1 Structure schematic view of the vehicle body side structure in one perspective view according to the embodiment one of the present application;

[0025] Figure 2 Structure schematic view of the vehicle body side structure in another perspective view according to the embodiment one of the present application;

[0026] Figure 3 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application; Figure 2 Structure schematic view of the section at A-A according to the embodiment one of the present application;

[0027] Figure 4 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application;

[0028] Figure 5 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application;

[0029] Figure 6 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application;

[0030] Figure 7 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application;

[0031] Figure 8 Structure schematic view of the connecting plate provided with the reinforcing rib plate according to the embodiment one of the present application;

[0032] Figure 9 Structure schematic view of the front part of the vehicle body side structure in one perspective view according to the embodiment one of the present application;

[0033] Figure 10 Structure schematic view of the front part of the vehicle body side structure in another perspective view according to the embodiment one of the present application;

[0034] Figure 11 Structure schematic view of the front part of the vehicle body side structure in one perspective view according to the embodiment one of the present application;

[0035] Figure 12 Structure schematic view of the front part of the vehicle body side structure in another perspective view according to the embodiment one of the present application;

[0036] Explanation of reference signs:

[0037] 1, side wall reinforcement plate; 2, rocker inner panel; 3, side wall inner panel; 4, side wall outer panel; 5, rear section of longitudinal beam; 6, rear floor longitudinal beam; 7, die casting assembly;

[0038] 101, rocker outer panel; 1011, second upper stop; 1012, second lower stop;

[0039] 201, first upper stop; 202, first lower stop;

[0040] 301, connecting plate; 3011, reinforcing rib plate; 3012, reinforcing rib body;

[0041] 501, rear section inner panel; 502, rear section outer panel;

[0042] 701, cabin upper side beam; 7011, second reinforcing rib; 702, front wheel cover plate; 7021, front shock tower; 7022, first reinforcing rib; 7023, third reinforcing rib; 7024, reinforcing protrusion; 7025, front shock absorber mounting hole; 703, front section of longitudinal beam; 7031, fourth reinforcing rib;

[0043] P, rocker cavity; P1, outer cavity; P2, inner cavity; Q, reinforcing cavity;

[0044] M, first welding position; N, second welding position; L, third welding position. DETAILED DESCRIPTION

[0045] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0046] In the description of the present application, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "outer" appear, they are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as limiting the present application. The device or element must have a specific orientation, a specific orientation and operation, and therefore cannot be understood as limiting the present application. In addition, if the terms "first", "second" appear, they are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0047] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connecting", "connecting member" should be understood broadly. For example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0048] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0049] Example 1

[0050] This embodiment relates to a vehicle side structure that, by optimizing its own structure, solves the problem in the prior art where the unreasonable design of the sill beam structure results in poor resistance to deformation and poor energy absorption at the sill beam position, leading to poor overall vehicle collision safety.

[0051] In terms of overall structure, the vehicle side structure of this embodiment includes a side reinforcement plate 1, a sill beam inner plate 2, and a connecting plate 301; the bottom of the sill beam inner plate 2 and the side reinforcement plate 1 are combined to form a sill beam, and a sill beam cavity P is defined between the two. The connecting plate 301 connects the side reinforcement plate 1 and the sill beam inner plate 2, and extends from the front end of the sill beam to the rear end of the sill beam, and the connecting plate 301 divides the sill beam cavity P into an inner and outer double cavity structure.

[0052] The vehicle side structure described in this embodiment uses a connecting plate 301 that connects the side reinforcement plate 1 and the inner sill beam plate 2. The connecting plate 301 divides the sill beam cavity P into an inner and outer double cavity structure. The vertical support provided by the connecting plate 301 and the structural reinforcement brought by the double cavity structure can improve the deformation resistance of the sill beam position and enhance the energy absorption effect of the sill beam position during a collision, thus helping to improve the overall vehicle collision safety.

[0053] Based on the above overview, an exemplary structure of the vehicle side structure described in this embodiment is as follows: Figure 1 and Figure 2 As shown in the figure. Considering that the side structure of the vehicle body is symmetrical, only one side of the side structure is shown in the figure.

[0054] Reference Figure 3 , Figure 6 and Figure 7 As shown, the bottom of the side reinforcement plate 1 forms a threshold beam outer plate 101 that fastens to the outside of the threshold beam inner plate 2. The threshold beam inner plate 2 and the threshold beam outer plate 101 are connected internally and externally, defining the aforementioned threshold beam cavity P between them. As a preferred structural example, the cross-sections of both the threshold beam inner plate 2 and the threshold beam outer plate 101 are U-shaped. The first upper stop 201 at the top of the threshold beam inner plate 2 corresponds to the second upper stop 1011 at the top of the threshold beam outer plate 101, and the first lower stop 202 at the bottom of the threshold beam inner plate 2 corresponds to the second lower stop 1012 at the bottom of the threshold beam outer plate 101. Here, the structure of the threshold beam outer plate 101 and the threshold beam inner plate 2 is simple, easy to arrange and implement, and conducive to forming the threshold beam cavity P.

[0055] As a preferred embodiment, the side body structure further comprises a side wall inner panel 3 located inside the side wall reinforcement panel 1, and the bottom of the side wall inner panel 3 extends downward to the rocker beam and forms a connecting plate 301 with the bottom of the side wall inner panel 3. In this way, the connecting plate 301 is formed by the bottom of the side wall inner panel 3, which can make full use of the existing structure in the side wall of the vehicle body, realize the partition design of the rocker beam cavity P, facilitate the design generation, and also help to increase the stability of the connecting plate 301 arranged in the rocker beam.

[0056] Specifically, as shown in Figure 1 and Figure 3 , the side wall inner panel 3 is shaped to match the side wall reinforcement panel 1, and the bottom of the side wall inner panel 3, i.e., the connecting plate 301, is located between the side wall reinforcement panel 1 and the rocker beam inner panel 2 and separates the two. The top of the connecting plate 301 is located between the first upper stop 201 and the second upper stop 1011, and the bottom is located between the first lower stop 202 and the second lower stop 1012. The rocker beam cavity P specifically includes an outer cavity P1 between the connecting plate 301 and the side wall reinforcement panel 1, and an inner cavity P2 between the connecting plate 301 and the rocker beam inner panel 2.

[0057] In this embodiment, through the double-cavity structure design of the outer cavity P1 and the inner cavity P2, the vertical support provided by the connecting plate 301 and the reinforcement effect brought by the double-cavity structure can significantly improve the deformation resistance of the rocker beam position. At the same time, in the event of a collision, the double-cavity structure can improve the energy absorption effect of the rocker beam, thereby effectively improving the vehicle collision safety, overcoming the shortcomings of the prior art with a single-cavity rocker beam structure, and thereby improving the collision safety of the vehicle.

[0058] In a side collision, the collision force first acts on the outer cavity P1. Since the outer cavity P1 is located between the connecting plate 301 and the side wall reinforcement panel 1, the side wall reinforcement panel 1 can provide some initial support. The outer cavity P1 begins to absorb part of the energy through its own structural deformation and relieves the collision force. Then the collision force is transmitted to the inner cavity P2 through the connecting plate 301. The inner cavity P2 is located between the connecting plate 301 and the rocker beam inner panel 2, and the rocker beam inner panel 2 is relatively strong and can further resist deformation in cooperation with the inner cavity P2. The double-cavity structure cooperates to disperse energy in a larger space, which helps to enhance the stability of the overall structure of the side of the vehicle body.

[0059] It should be noted that the connecting plate 301 can also be provided separately. At this time, the connecting plate 301 can be directly connected between the side wall reinforcement plate 1 and the rocker inner plate 2. Whether the connecting plate 301 is formed by the bottom of the side wall inner plate 3 or is provided separately, it can provide vertical support for the rocker beam, and by dividing the rocker beam cavity P into an inner and outer double-cavity structure, the anti-deformation ability of the rocker beam is improved. In the event of a collision, this double-cavity structure can more effectively absorb energy, which is beneficial to improving the overall vehicle collision safety, thereby overcoming the shortcomings of the existing single-cavity rocker beam structure.

[0060] In the present embodiment, the stopper of the rocker inner plate 2 and the rocker outer plate 101 is provided, which has an important influence on the state of the connecting plate 301. Specifically, when the first upper stopper 201 is located outside the first lower stopper 202, as shown in FIG. 6, in the overall height direction of the vehicle, the connecting plate 301 is inclined from top to bottom and arranged inwardly. The inclined arrangement of the connecting plate 301 is adapted to the overall layout of the vehicle body side structure, and also helps to optimize the stress distribution of the rocker beam. Figure 3

[0061] In particular, when the first upper stopper 201 and the first lower stopper 202 are coplanarly arranged, the connecting plate 301 is vertically arranged. At this time, the connecting plate 301 has a better connection effect with the rocker inner plate 2 and the side wall reinforcement plate 1. The vertically arranged connecting plate 301 can provide more stable vertical support for the double-cavity structure, which plays an important role in improving the anti-deformation ability and energy absorption effect of the rocker beam, and further helps to strengthen the overall performance of the vehicle body side structure.

[0062] As a preferred embodiment, in some embodiments, the connecting plate 301 is provided with a reinforcing rib plate 3011 arranged in the overall front-rear direction of the vehicle, and the cross section of the reinforcing rib plate 3011 is in the shape of a "J" and is buckled on the connecting plate 301. By providing the reinforcing rib plate 3011 on the connecting plate 301, the bending resistance of the connecting plate 301 position can be increased, which helps to increase the support stiffness of the rocker beam position when the vehicle is subjected to a side impact, and improves the transmission and dispersion ability of the collision force.

[0063] An exemplary structure of the reinforcing rib plate 3011 is shown in FIG. 7. Figure 4 ​As shown in FIG. 1, the reinforcing rib plate 3011 is arranged on the outer side of the connecting plate 301, and a reinforcing cavity Q extending along the front-rear direction of the vehicle can be further formed between the reinforcing rib plate 3011 and the connecting plate 301. When the vehicle is subjected to a side collision, the collision force is transmitted to the rocker beam, and the outer cavity P1 first starts to deform and absorb energy, thereby relieving part of the collision force. At the same time, the reinforcing cavity Q further absorbs and disperses the collision energy, and through the cooperation of the outer cavity P1 and the reinforcing cavity Q, the ability of the rocker beam to transmit and disperse the collision force is further improved, thereby improving the anti-deformation ability of the rocker beam during a side collision and improving the collision safety of the vehicle.

[0064] It is worth mentioning that arranging the reinforcing rib plate 3011 at the middle of the connecting plate 301 in the height direction is a preferred scheme, so that the reinforcing cavity Q can provide better lateral support force for the connecting plate 301, effectively enhancing the bending resistance of the connecting plate 301. It can be understood that in addition to arranging the reinforcing rib plate 3011 only on the outer side of the connecting plate 301, the reinforcing rib plate 3011 can also be arranged only on the inner side of the connecting plate 301, or on both the inner and outer sides of the connecting plate 301. In various arrangement schemes of the reinforcing rib plate 3011, the cooperation of the reinforcing cavity Q formed by the reinforcing rib plate 3011 and the outer cavity P1 and the inner cavity P2 can improve the anti-deformation ability of the connecting plate 301 and the collision safety of the rocker beam.

[0065] In some embodiments, part of the connecting plate 301 protrudes to one side of the side wall reinforcing plate 1 or the rocker beam inner plate 2, and forms a reinforcing rib body 3012 arranged along the front-rear direction of the vehicle. The part of the connecting plate 301 itself forms the reinforcing rib body 3012, which can increase the bending resistance of the connecting plate 301, and help to increase the support stiffness of the rocker beam position and improve the transmission and dispersion ability of the collision force when the vehicle is subjected to a side collision.

[0066] Specifically, the reinforcing rib body 3012 is protrudingly arranged, which can increase the sectional moment of inertia of the connecting plate 301, and the greater the sectional moment of inertia, the stronger the structure's resistance to bending deformation. Therefore, the reinforcing rib body 3012 is beneficial to enhance the bending resistance of the connecting plate 301. In addition, compared with the flat connecting plate 301, the reinforcing rib body 3012 can also disperse the local stress generated during vehicle driving, which is beneficial to avoid damage to the connecting plate 301 caused by stress concentration, thereby improving the reliability of the connecting plate 301.

[0067] An exemplary structure of the reinforcing rib body 3012 is as shown in FIG. 3. Figure 5As shown in FIG. 1, the reinforcing rib 3012 is bulged to one side of the side wall reinforcing plate 1. When a side collision occurs, the reinforcing rib 3012 can coordinate the lifting of the outer cavity P1 to absorb and disperse the collision force, thereby improving the safety of the vehicle in a side collision. In a specific implementation, the cross section of the reinforcing rib 3012 can be a horizontally placed "U" shape, so as to further improve the structural stability of the connecting plate 301.

[0068] Of course, a scheme in which the reinforcing rib 3012 is bulged to one side of the rocker beam inner plate 2 is also feasible, and the cross section of the reinforcing rib 3012 can also be other shapes besides a "U" shape, as long as the use requirements are met. It should be particularly noted that a scheme in which the reinforcing rib 3012 and the reinforcing rib plate 3011 are both provided on the connecting plate 301 is also feasible, and the shapes and positions of the two can be adaptively adjusted according to use requirements.

[0069] As a preferred implementation, the vehicle body side structure further includes a side wall outer plate 4 located outside the side wall reinforcing plate 1; the bottom of the side wall outer plate 4 is connected to the side wall reinforcing plate 1, and at the top of the rocker beam, the side wall outer plate 4, the side wall reinforcing plate 1 and the connecting plate 301 are welded together, and the rocker beam inner plate 2 and the connecting plate 301 are welded together. By connecting the side wall outer plate 4, the side wall reinforcing plate 1 and the connecting plate 301 together, and connecting the rocker beam inner plate 2 and the connecting plate 301 together, the four-layer welding can be avoided while the side wall outer plate 4 is provided, and the reliability of the welding between the plate members at the rocker beam position can be maximized to ensure the structural performance of the rocker beam position.

[0070] Still referring to Figure 3 As shown in FIG. 1, the bottom of the side wall outer plate 4 is buckled to the outside of the rocker beam outer plate 101, and a cavity penetrating in the front-rear direction of the vehicle is also formed between the bottom of the side wall outer plate 4 and the rocker beam.

[0071] As a preferred implementation, the welding position between the rocker beam inner plate 2 and the connecting plate 301 is lower than the welding position between the side wall outer plate 4, the side wall reinforcing plate 1 and the connecting plate 301. By making the welding position between the rocker beam inner plate 2 and the connecting plate 301 lower, not only can the staggered design of the welding position between the side wall outer plate 4, the side wall reinforcing plate 1 and the connecting plate 301, and the welding position between the rocker beam inner plate 2 and the connecting plate 301 be achieved to avoid four-layer welding, but also the qualified rate of welding can be improved. At the same time, by moving the rocker beam inner plate 2 downward, the interior space at the rocker beam position can also be increased, thereby improving the comfort of the passengers.

[0072] For ease of distinction, as Figure 3In the embodiment, the welding position between the first upper stop 201 of the rocker beam inner plate 2 and the top of the connecting plate 301 is referred to as a first welding position M, the welding position between the side wall outer plate 4, the side wall reinforcing plate 1 and the connecting plate 301 is referred to as a second welding position N, and the welding position between the first lower stop 202 of the rocker beam inner plate 2 and the bottom of the connecting plate 301 is referred to as a third welding position L.

[0073] The upper edge of the first upper stop 201 is lower than the upper edge of the second upper stop 1011, and the area between the two upper edges is specifically the welding area corresponding to the second welding position N. The area below the upper edge of the first upper stop 201 is specifically the welding area corresponding to the first welding position M, and the upper edge of the first upper stop 201 (i.e. Figure 3 The dashed line shown in the figure is the boundary between the first welding position M and the second welding position N.

[0074] In the welding process, the first upper stop 201 and the connecting plate 301 are welded first, and the position of the second upper stop 1011 is avoided, then the connecting plate 301, the second upper stop 1011 and the side wall outer plate 4 are welded, and the first lower stop 202, the connecting plate 301 and the second lower stop 1012 are welded. In addition, considering that thicker plates require more welding material to ensure the firmness of the connection during welding, and in order to evenly distribute the welding heat and avoid welding defects, the greater the thickness of the plate, the greater the area of the welding area required at the welding position. In specific implementation, the size of each welding area can be determined according to the welding requirements,

[0075] In the embodiment, the connecting plate 301 is arranged in the rocker beam cavity P and is arranged in front and back, and a double-cavity structure is formed. Compared with the scheme of arranging aluminum profile reinforcing structures in the rocker beam cavity, the reinforcing aluminum profile can be cancelled, the structure of the side of the vehicle body is simpler, and the lightweight design is facilitated, and the collision safety is further improved. In addition, the connecting plate 301 in the embodiment has good cooperation effect with the surrounding components, which can avoid the problems of low integration degree of the reinforcing aluminum profile with the surrounding sheet metal and low structural performance participation, and further improve the anti-deformation ability of the rocker beam, and improve the absorption effect of the collision energy, thereby improving the collision safety of the vehicle.

[0076] As a preferred embodiment, as shown in Figure 1 and Figure 2As shown in Figs. 1-3, the side structure of the vehicle body of the present embodiment further comprises a front engine bay longitudinal beam located at the bottom of the front engine bay, and a rear floor longitudinal beam 6 located at the bottom of the rear floor. The front engine bay longitudinal beam, the rocker beam, and the rear floor longitudinal beam 6 are sequentially connected from front to back, and together form a longitudinal force transmission path located at the side of the vehicle body. By making the rocker beam, the front engine bay longitudinal beam, and the rear floor longitudinal beam 6 form the longitudinal force transmission path, the longitudinal force transmission capacity of the rocker beam can be increased by the provision of the connecting plate 301 in the rocker beam, and the dispersion of the longitudinal transmission of the collision force in the vehicle body is facilitated.

[0077] As a preferred embodiment, as shown in Figs. 1-3, Figure 9 and Figure 10 the front engine bay longitudinal beam comprises a longitudinal beam front section 703 and a longitudinal beam rear section 5 connected together. The longitudinal beam front section 703 is integrally formed in the die-casting assembly 7 of the front engine bay side, and the longitudinal beam rear section 5 is made of steel and connected to the front end of the rocker beam. By integrally forming the longitudinal beam front section 703 in the die-casting assembly 7 of the front engine bay side, the preparation of the longitudinal beam front section 703 is facilitated by die-casting, and the structural strength of the longitudinal beam front section 703 is ensured. By making the longitudinal beam rear section 5 of steel, only the die-cast longitudinal beam front section 703 needs to be adjusted when applied to different vehicle models, which can improve the commonality rate between different vehicle models and facilitate the reduction of development costs.

[0078] As a preferred embodiment, still referring to Figs. 1-3, Figure 11 and Figure 12 the die-casting assembly 7 further forms an engine bay upper side beam 701 and a front wheel cover plate 702 therein, and part of the front wheel cover plate 702 is protruded upward to form a front shock tower 7021. Forming the engine bay upper side beam 701 and the front wheel cover plate 702 in the die-casting assembly 7, and forming the front shock tower 7021 on the front wheel cover plate 702, can facilitate the formation of the front shock tower 7021, and can improve the integration of the die-casting assembly 7, reduce the number of parts in the front part of the vehicle body, and facilitate better reduction of manufacturing costs.

[0079] Further, a plurality of reinforcing ribs are provided on the die-casting assembly 7 and extend in the left-right direction of the vehicle. The reinforcing ribs not only facilitate the improvement of the structural strength and deformation resistance of the die-casting assembly 7, but also facilitate the mold opening operation. When the mold is opened after die-casting, only the corresponding mold parts need to be moved left and right respectively to complete the mold opening operation, which is simpler and easier to operate than other complex mold opening operations. This not only facilitates the reduction of operation steps and potential risk of errors in the mold opening process, but also shortens the mold opening time, thereby facilitating the improvement of the processing efficiency of the die-casting assembly 7.

[0080] As an exemplary structure of the reinforcing ribs, as shown in Figs. 1-3, Figure 11 and Figure 12As shown in FIG. 1, the reinforcing ribs include a plurality of first reinforcing ribs 7022 arranged on the side of the front wheel cover plate 702 facing the inside of the vehicle and the top surface of the front shock tower 7021, a plurality of second reinforcing ribs 7011 arranged on the side of the cabin upper beam 701 facing the outside of the vehicle, a plurality of third reinforcing ribs 7023 arranged on the side of the front wheel cover plate 702 facing the outside of the vehicle, and a plurality of fourth reinforcing ribs 7031 arranged on the side of the front section of the longitudinal beam 703 facing the outside of the vehicle. Among them, the plurality of first reinforcing ribs 7022 and the plurality of third reinforcing ribs 7023 are arranged in the front-rear direction of the vehicle, so as to improve the structural strength of the front wheel cover plate 702 and the front shock tower 7021.

[0081] The plurality of second reinforcing ribs 7011 are connected in sequence in the front-rear direction of the vehicle to form a zigzag shape, and form a plurality of triangular cavities on the cabin upper beam 701. In this way, the triangular cavities can further enhance the structural strength of the cabin upper beam 701 by utilizing the high stability of the triangular shape. The plurality of fourth reinforcing ribs 7031 intersect in the front-rear direction and the height direction of the vehicle, and form a plurality of rectangular cavities on the front section of the longitudinal beam 703, so as to improve the structural strength of the front section of the longitudinal beam 703.

[0082] Here, the arrangement of each reinforcing rib is simple and beneficial to improving the structural strength and force transmission performance of the cabin upper beam 701, the front wheel cover plate 702, and the front section of the longitudinal beam 703. Of course, the arrangement of each reinforcing rib can also be adaptively adjusted according to the use requirements.

[0083] In order to facilitate the installation of the front shock absorber, referring to Figure 11 As shown in FIG. 1, the top of the front shock tower 7021 is provided with three front shock absorber mounting holes 7025 arranged in a triangular shape, so as to have better installation stability. In order to improve the structural strength of the front shock absorber mounting hole 7025, a corresponding three reinforcing protrusions 7024 are arranged on the top of the front shock tower 7021, and the front shock absorber mounting hole 7025 is arranged on each reinforcing protrusion 7024. In this way, the reinforcing protrusions 7024 can improve the structural strength of the front shock absorber mounting hole 7025 by utilizing the high strength of the reinforcing protrusions 7024. Of course, the reinforcing protrusions 7024 here also extend in the left-right direction of the vehicle, so as to facilitate the opening of the die casting mold.

[0084] In combination with Figure 9 to Figure 11As shown in FIG. 1, the front section 703 of the longitudinal beam in the embodiment is closer to the inside of the vehicle than the rocker beam, and thus the rear section 5 of the longitudinal beam is inclined outward along the front-to-rear direction. As a preferred embodiment, the rear section 5 of the longitudinal beam comprises a rear section inner plate 501 and a rear section outer plate 502 which are connected by an inner-outer clamping connection. The front end of the rear section outer plate 502 is connected to the outer side of the front section 703 of the longitudinal beam, and the rear end of the rear section outer plate 502 is connected to the front end of the rocker beam and the part of the side wall reinforcement plate 1 which constitutes the A pillar. The front end of the rear section inner plate 501 is connected to the inner side of the front section 703 of the longitudinal beam, and the rear end of the rear section inner plate 501 is connected to the front end of the rocker beam inner plate 2 and the part of the side wall inner plate 3 which constitutes the A pillar.

[0085] The height of the rear section inner plate 501 and the rear section outer plate 502 gradually increases along the front-to-rear direction, so as to facilitate the connection of the rear end of the rear section 5 of the longitudinal beam to the front end of the rocker beam and the A pillar. The arrangement of the rear section inner plate 501 and the rear section outer plate 502 facilitates the dispersion of the collision force from the front section 703 of the longitudinal beam to the rocker beam and the A pillar, thereby improving the dispersion effect of the collision force.

[0086] In addition, referring to Figure 9 As shown in FIG. 1, the front end of the front section 703 of the longitudinal beam is connected to the front end of the engine compartment upper beam 701, and the front part of the engine compartment upper beam 701 gradually bends to the inside of the vehicle from the rear to the front in the left-to-right direction of the vehicle.

[0087] In the embodiment, the connection of the front end of the front section 703 of the longitudinal beam to the front end of the engine compartment upper beam 701 increases the rigidity of the front end of the vehicle body, and facilitates the transmission of the collision force to the engine compartment longitudinal beam and the engine compartment upper beam 701. Meanwhile, the bending of the front part of the engine compartment upper beam 701 to the inside of the vehicle facilitates the movement of the collision barrier to the outside of the vehicle in the case of a small overlap collision of the vehicle, so as to deviate the barrier from the path of directly impacting the passenger compartment, thereby avoiding the extrusion of the barrier to the A pillar and the passenger compartment, and improving the safety of the passengers in the passenger compartment.

[0088] Specifically, the distance between the front part of the engine compartment upper beam 701 and the engine compartment longitudinal beam in the left-to-right direction of the vehicle gradually increases along the front-to-rear direction due to the bending of the front part of the engine compartment upper beam 701 to the inside of the vehicle. This facilitates the further improvement of the dispersion effect of the collision force by the cooperation of the engine compartment upper beam 701 and the front section 703 of the longitudinal beam.

[0089] The side body structure of the embodiment makes the connecting plate 301 pass through the front end to the rear end of the rocker beam, so that the reinforcing range of the connecting plate 301 is wider, and the front and rear positions of the rocker beam have better rigidity and energy absorption effect in a collision, so as to maximize the safety of the passengers.

[0090] In particular, the bottom of the side wall inner plate 3 constitutes the connecting plate 301, which further improves the connection reliability of the connecting plate 301 and the surrounding components, has better vertical support performance and deformation resistance. In addition, the reinforcing rib plate 3011 or the reinforcing rib body 3012 is arranged on the connecting plate 301, which further improves the deformation resistance of the connecting plate 301. Furthermore, the front part of the engine compartment upper side beam 701 is gradually curved to the inside of the vehicle from rear to front in the left-right direction of the vehicle, so that the collision force is dispersed and transmitted through the engine compartment upper side beam 701 and the front section 703 of the longitudinal beam when the vehicle has a small overlap collision, thereby improving the safety of the passengers in the passenger compartment.

[0091] Embodiment two

[0092] The embodiment relates to a vehicle, and the vehicle is provided with the side body structure in the embodiment one.

[0093] The vehicle of the embodiment is provided with the side body structure, which improves the deformation resistance and energy absorption effect of the side of the vehicle, thereby improving the safety of the vehicle in a collision.

[0094] The above is only a preferred embodiment of the utility model, and is not used to limit the utility model, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model should be included in the protection scope of the utility model.

Claims

1. A vehicle body side structure, characterized in that: It includes a side reinforcement plate (1), a sill beam inner plate (2), and a connecting plate (301); The bottom of the inner plate (2) of the threshold beam and the bottom of the side reinforcement plate (1) are combined to form a threshold beam, and a threshold beam cavity (P) is defined between the two. The connecting plate (301) is connected between the side reinforcement plate (1) and the inner plate (2) of the sill beam, and extends from the front end of the sill beam to the rear end of the sill beam. The connecting plate (301) divides the sill beam cavity (P) into an inner and outer double cavity structure.

2. The vehicle body side structure according to claim 1, characterized in that: It also includes an inner side panel (3) located inside the side panel reinforcement plate (1); The bottom of the inner side panel (3) extends downward into the threshold beam, and the bottom of the inner side panel (3) forms the connecting plate (301).

3. The vehicle body side structure according to claim 1, characterized in that: The connecting plate (301) is provided with reinforcing ribs (3011) arranged along the front-rear direction of the vehicle. The cross-section of the reinforcing ribs (3011) is U-shaped and fastens to the connecting plate (301); and / or, A portion of the connecting plate (301) bulges out toward the side reinforcement plate (1) or the inner plate (2) of the sill beam, forming a reinforcing rib (3012) arranged along the front-rear direction of the vehicle.

4. The vehicle body side structure according to claim 1, characterized in that: It also includes a side outer panel (4) located outside the side reinforcing plate (1); The bottom of the outer side panel (4) is connected to the side reinforcement plate (1), and the outer side panel (4), the side reinforcement plate (1) and the connecting plate (301) are welded together at the top of the sill beam. The inner sill beam panel (2) and the connecting plate (301) are welded together.

5. The vehicle body side structure according to claim 4, characterized in that: The welding position between the inner plate (2) of the threshold beam and the connecting plate (301) is lower than the welding position between the outer plate (4) of the side wall, the reinforcing plate (1) of the side wall and the connecting plate (301).

6. The vehicle body side structure according to any one of claims 1 to 5, characterized in that: It also includes the forward cabin longitudinal beam located at the bottom of the forward cabin, and the rear floor longitudinal beam located at the bottom of the rear floor (6); The front engine compartment longitudinal beam, the sill beam, and the rear floor longitudinal beam (6) are connected sequentially from front to back and together form a longitudinal force transmission path located on the side of the vehicle body.

7. The vehicle body side structure according to claim 6, characterized in that: The forward engine compartment longitudinal beam includes a connected front section (703) and a rear section (5); The front section (703) of the longitudinal beam is integrally formed in the die-cast assembly (7) on the side of the front engine compartment, and the rear section (5) of the longitudinal beam adopts a steel structure and is connected to the front end of the sill beam.

8. The vehicle body side structure according to claim 7, characterized in that: The die-cast assembly (7) also forms an upper side beam (701) of the engine compartment and a front wheel cover (702), and a portion of the front wheel cover (702) protrudes upward to form a front shock absorber tower (7021).

9. The vehicle body side structure according to claim 8, characterized in that: The front end of the longitudinal beam (703) and the front end of the upper side beam of the engine compartment (701) are connected together. From the vertical direction of the whole vehicle, the front part of the upper side beam of the engine compartment (701) gradually bends towards the inside of the vehicle from back to front in the left and right direction of the whole vehicle. The front part of the upper side beam (701) of the cabin is the portion of the upper side beam (701) located on the front side of the front shock absorber tower (7021).

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

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