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 inner plate and a side wall reinforcing plate connected to the outer side of the side wall inner plate along the left-right direction of the whole vehicle; the side wall inner plate and the side wall reinforcing plate are integrally formed in a hot press mode and are each of a double-door-opening structure, and a front door ring and a rear door ring are formed on the side wall inner plate and the side wall reinforcing plate. According to the vehicle body side structure, the side wall inner plate and the side wall reinforcing plate are both integrally formed through hot pressing, the side wall inner plate and the side wall reinforcing plate are both of a double-door-opening structure, and the front door ring and the rear door ring are formed on the side wall inner plate and the side wall reinforcing plate, so that high integration of the side wall structure can be achieved, and compared with a split type stamping and welding mode, the side wall structure is more compact. Compared with the prior art, long stamping and welding procedures can be avoided, the production cost can be reduced, meanwhile, the rigidity of the side wall can be improved through the front door ring and the rear door ring, and the safety during vehicle collision 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] The design and manufacturing process of vehicle body structure play a vital role in vehicle performance, production cost and production efficiency. Currently, the side wall inner plate and the side wall reinforcing plate in the vehicle body side structure mainly adopt a split stamping sheet metal structure or a single door ring form structure. The split stamping sheet metal structure needs to go through multiple stamping processes to stamp different parts into shape, and then splice them through a large number of welding processes. This not only leads to a very long stamping and welding process, greatly consuming production time, but also requires a large number of stamping and welding equipment in the production site, thereby increasing the production site cost. In addition, the split stamping sheet metal structure also makes the vehicle body insufficient in rigidity, which not only affects the driving comfort of the vehicle, but also is not conducive to the collision safety of the vehicle. SUMMARY

[0003] Therefore, the utility model aims to provide a vehicle body side structure to improve its rigidity and collision safety.

[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 inner plate and a side wall reinforcing plate connected to the outer side of the side wall inner plate along the left-right direction of the vehicle.

[0006] The side wall inner plate and the side wall reinforcing plate are integrally hot-pressed, and both are double-door hole structures with front and rear door rings formed on them.

[0007] Further, the side wall inner plate and / or the side wall reinforcing plate are integrally hot-pressed by a single plate with equal thickness.

[0008] Further, the side wall inner plate and / or the side wall reinforcing plate are integrally hot-pressed by multiple plates welded together by laser.

[0009] Further, among the multiple plates constituting the side wall inner plate or the side wall reinforcing plate, at least one plate has a different thickness from the other plates.

[0010] Further, the vehicle body side structure further comprises a threshold beam inner plate and a connecting plate; the threshold beam inner plate is arranged on the inner side of the side wall reinforcement plate along the left-right direction of the vehicle, and the bottom of the threshold beam inner plate and the bottom of the side wall reinforcement plate are combined to form a threshold beam, and a threshold beam cavity is defined between the threshold beam inner plate and the side wall reinforcement plate; the connecting plate is connected between the side wall reinforcement plate and the threshold beam inner plate, and the connecting plate divides the threshold beam cavity into an inner cavity and an outer cavity.

[0011] Further, the connecting plate extends from the front end of the threshold beam to the rear end of the threshold beam.

[0012] Further, the bottom of the side wall inner plate extends into the threshold beam, and the connecting plate is formed by the bottom of the side wall inner plate.

[0013] Further, the vehicle body side structure further comprises a side wall outer plate arranged on the outer side of the side wall reinforcement plate along the left-right direction of the vehicle; the bottom of the side wall outer plate is connected to the side wall reinforcement plate, and at the top of the threshold beam, the side wall outer plate, the side wall reinforcement plate and the connecting plate are welded together, and the threshold beam inner plate and the connecting plate are welded together.

[0014] Further, the welding position between the threshold beam inner plate and the connecting plate is lower than the welding position between the side wall outer plate, the side wall reinforcement plate and the connecting plate.

[0015] Compared with the prior art, the vehicle body side structure has the following advantages:

[0016] The vehicle body side structure disclosed by the utility model, by integrally hot-press forming the side wall inner plate and the side wall reinforcement plate, and making the side wall inner plate and the side wall reinforcement plate both be double-door-hole structures, and forming front door rings and rear door rings on both, not only can realize high integration of the side wall structure, compared with the split stamping and welding form, can avoid using long stamping and welding procedures, help to reduce production cost, at the same time, using double front and rear door rings can also increase the side wall stiffness, and is beneficial to improving the safety of the vehicle in collision.

[0017] Secondly, the side wall inner plate and the side wall reinforcement plate are formed by a single plate with equal thickness, which can facilitate the design and manufacture of the side wall inner plate and the side wall reinforcement plate, and help to reduce the manufacturing cost. The side wall inner plate and the side wall reinforcement plate are formed by a plurality of plate pieces spliced together by laser, which can facilitate the adjustment of the formed plate pieces at different positions of the side wall inner plate and the side wall reinforcement plate according to design needs, and can improve the degree of freedom of design and development. The thicknesses of the plate pieces are different, which is beneficial to controlling the thicknesses of the side wall inner plate and the side wall reinforcement plate at different positions according to design needs, not only can better realize the weight reduction of the side wall inner plate and the side wall reinforcement plate, but also can better ensure the structural strength of the side wall inner plate and the side wall reinforcement plate as a whole.

[0018] Furthermore, by arranging the connecting plate and separating the rocker beam cavity into double-cavity structure inside and outside, the vertical support provided by the connecting plate and the structural reinforcement brought by the double-cavity structure can improve the deformation resistance of the rocker beam position, and can also improve the energy absorption effect of the rocker beam position in the collision. The connecting plate penetrates from the front end to the rear end of the rocker beam, so that the reinforcing range of the connecting plate is wider, and the rocker beam position in front and rear can have better rigidity and energy absorption effect in the collision, so as to maximize the safety of the passenger.

[0019] In addition, the side wall outer plate, the side wall reinforcing plate and the connecting plate are connected together, and the rocker beam inner plate and the connecting plate are connected together, so that the four-layer welding can be avoided when the side wall outer plate is arranged, and the reliability of the welding between the plate pieces at the rocker beam position can be maximized to ensure the structural performance of the rocker beam position. The welding position between the rocker beam inner plate and the connecting plate is lower, which not only can realize 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 to avoid four-layer welding, but also can increase the interior space at the rocker beam position by moving the rocker beam inner plate downward, thereby improving the comfort of the passenger.

[0020] 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.

[0021] The vehicle described in the utility model is provided with the vehicle body side structure as described above, which is beneficial to improve the collision safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0022] The accompanying drawings, which form a part of the present application, are included to provide a further understanding of the application, and are incorporated herein for purposes of illustration. These drawings, which are not intended to limit the application in any way, illustrate the principles of the application and the specific application to which it is applicable. In the drawings:

[0023] Figure 1 FIG. 1 is a structural schematic view of the vehicle body side structure according to the embodiment one of the utility model;

[0024] Figure 2 FIG. 2 is a structural schematic view of the side wall reinforcing plate and the side wall inner plate according to the embodiment one of the utility model in one perspective view;

[0025] Figure 3 FIG. 3 is a structural schematic view of the side wall reinforcing plate and the side wall inner plate according to the embodiment one of the utility model in another perspective view;

[0026] Figure 4This is a schematic diagram of the side reinforcement plate described in Embodiment 1 of this utility model;

[0027] Figure 5 This is a schematic diagram of the side panel inner panel according to Embodiment 1 of this utility model from one perspective;

[0028] Figure 6 This is a structural schematic diagram of the inner side panel of Embodiment 1 of this utility model from another perspective;

[0029] Figure 7 This is a partial structural diagram of the vehicle body side structure described in Embodiment 1 of this utility model;

[0030] Figure 8 This is a schematic diagram of the inner plate of the threshold beam according to Embodiment 1 of this utility model;

[0031] Figure 9 for Figure 7 Cross-sectional view at point AA;

[0032] Figure 10 This is a schematic diagram of the structure of the connecting plate with reinforcing ribs as described in Embodiment 1 of this utility model;

[0033] Figure 11 This is a schematic diagram of the structure of the connecting plate with reinforcing ribs as described in Embodiment 1 of this utility model;

[0034] Figure 12 This is a schematic diagram of the front part of the vehicle side structure described in Embodiment 1 of this utility model from one perspective;

[0035] Figure 13 This is a schematic diagram of the front part of the vehicle side structure described in Embodiment 1 of this utility model from another perspective;

[0036] Figure 14 This is a schematic diagram of the die-casting assembly described in Embodiment 1 of this utility model from one perspective.

[0037] Figure 15 This is a schematic diagram of the die-casting assembly described in Embodiment 1 of this utility model from another perspective.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Side panel reinforcement plate; 2. Door sill beam inner plate; 3. Side panel inner plate; 4. Side panel outer plate; 5. Rear section of longitudinal beam; 6. Rear floor longitudinal beam; 7. Die-cast assembly;

[0040] 100, Column A; 200, Column B; 300, Column C;

[0041] 101. Threshold beam outer plate; 1011. Second upper stop; 1012. Second lower stop;

[0042] 201, main body part; 202, front end part; 203, rear end part; 204, first upper stopper; 205, first lower stopper;

[0043] 301, connecting plate; 3011, reinforcing rib plate; 3012, reinforcing rib body; 302, front section; 303, A-pillar lower inner panel; 304, A-pillar upper inner panel; 305, upper inner panel front section; 306, B-pillar upper inner panel; 307, upper inner panel rear section; 308, C-pillar upper inner panel; 309, C-pillar lower inner panel;

[0044] 501, rear section inner panel; 502, rear section outer panel;

[0045] 701, cabin upper side beam; 702, front wheel cover plate; 7021, front shock tower; 703, longitudinal beam front section; 704, reinforcing rib;

[0046] C, front door ring; D, rear door ring;

[0047] P, rocker beam cavity; P1, outer cavity; P2, inner cavity; Q, reinforcing cavity;

[0048] M, first welding position; N, second welding position; L, third welding position. DETAILED DESCRIPTION

[0049] 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.

[0050] 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.

[0051] In addition, in the description of the present application, unless otherwise explicitly limited, the terms "mounting", "connecting", "connection", "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 inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood in combination with the specific circumstances.

[0052] The utility model discloses below will refer to the drawing and combine the embodiment to explain in detail.

[0053] Embodiment one

[0054] This embodiment relates to a kind of car body side structure, to improve the rigidity and crash safety of itself by optimizing its structure.

[0055] Overall constitution, the car body side structure described in this embodiment includes side wall inner plate 3, and along the left and right direction of whole car, side wall reinforcing plate 1 is connected in the outer side of side wall inner plate 3;Side wall inner plate 3 and side wall reinforcing plate 1 are all integrally hot-press forming, and side wall inner plate 3 and side wall reinforcing plate 1 are both double door hole structure, and are formed with front door ring C and rear door ring D on side wall inner plate 3 and side wall reinforcing plate 1.

[0056] The car body side structure described in this embodiment, by making side wall inner plate 3 and side wall reinforcing plate 1 all integrally hot-press forming, and making side wall inner plate 3 and side wall reinforcing plate 1 both double door hole structure, front door ring C and rear door ring D are formed on both, not only can realize the high integration of side wall structure, compared with the split type stamping and welding form, can avoid using longer stamping and welding process, help reduce production cost, while using front and rear double door ring also can increase side wall rigidity, and benefit to improve the safety of vehicle collision.

[0057] Based on the overall introduction as above, an exemplary structure of the car body side structure in this embodiment is shown in Figures 1 to 3 .

[0058] The exemplary structure of side wall inner plate 3 and side wall reinforcing plate 1 is shown in Figures 4 to 6 . The shape of side wall inner plate 3 and side wall reinforcing plate 1 is matched, side wall inner plate 3 is buckled in the inner side of side wall reinforcing plate 1, and cavity is formed between the two. The front door ring C of side wall inner plate 3 and side wall reinforcing plate 1 cooperates to form front door hole, and the rear door ring D of the two cooperates to form rear door hole.

[0059] In some embodiments, side wall inner plate 3 and side wall reinforcing plate 1 are integrally hot-press formed by single sheet of equal thickness. Thus, it is convenient for the design and manufacture of side wall inner plate 3 and side wall reinforcing plate 1, which helps to reduce manufacturing cost. In addition, integrally hot-press forming of single sheet can form a complete and continuous structure of side wall inner plate 3 and side wall reinforcing plate 1, without splicing weld, and the strength of the weld is weak, which is beneficial to improve the overall strength and rigidity of the car body side, enhance the anti-deformation ability of the car body, and thus improve the safety and reliability of the vehicle. It should be noted that the scheme of integrally hot-press forming of one of side wall inner plate 3 and side wall reinforcing plate 1 by single sheet of equal thickness is also feasible.

[0060] In some embodiments, the inner side panel 3 and the reinforcing side panel 1 are integrally hot-pressed from multiple plates laser-welded together. This arrangement allows for adjustments to the formed plates at various positions of the inner side panel 3 and the reinforcing side panel 1 according to design requirements, increasing design flexibility. Furthermore, laser welding technology enables high-quality weld joints with good weld quality and high strength. The combination of laser welding and integral hot pressing helps improve the structural performance of the inner side panel 3 and the reinforcing side panel 1. Of course, it is also feasible to integrally hot-press only the inner side panel 3 or the reinforcing side panel 1 from multiple plates laser-welded together.

[0061] Considering that the inner side panel 3 and the side reinforcing plate 1 have roughly the same structure, the forming process of the side reinforcing plate 1 will be used as an example for explanation. Figure 5 and Figure 6 As shown, the side panel reinforcement 1 includes a bottom portion located at the bottom and extending along the front-rear direction of the vehicle; a lower inner panel 303 and an upper inner panel 304 of the A-pillar located on the front side of the front door ring C; a front section 305 of the upper inner panel located at the top of the front door ring C; an upper inner panel 306 of the B-pillar located between the front door ring C and the rear door ring D; a rear section 307 of the upper inner panel located at the top of the rear door ring D; and an upper inner panel 308 and a lower inner panel 309 of the C-pillar located on the rear side of the rear door ring D. The lower inner panel 303 and the upper inner panel 304 of the A-pillar form part of the A-pillar; the upper inner panel 306 of the B-pillar forms part of the B-pillar 200; and the upper inner panel 308 and the lower inner panel 309 of the C-pillar form part of the C-pillar 300.

[0062] In the specific molding process, the connecting ends of two adjacent plates are connected together by laser welding. Then, the welded side reinforcement plate 1 is placed into a hot press molding equipment for molding, thereby obtaining the structure of the side reinforcement plate 1. Of course, the number of plates used in the side reinforcement plate 1 can be adjusted according to the usage requirements.

[0063] In a preferred embodiment, among the multiple plates constituting the inner side panel 3 or the reinforcing side panel 1, at least one plate has a different thickness than the others. This difference in plate thickness allows for better control of the thickness of the inner side panel 3 and the reinforcing side panel 1 at different locations according to design requirements. This not only better achieves weight reduction for the inner side panel 3 and the reinforcing side panel 1 but also effectively ensures the overall structural strength of the inner side panel 3 and the reinforcing side panel 1. Specifically, for locations with high structural strength requirements, the plate thickness can be appropriately increased, while for locations with lower structural strength requirements, the plate thickness can be appropriately decreased.

[0064] In addition, a force transmission ring can be formed between the left and right C-pillars 300, the roof cross beam connected between the top ends of the left and right C-pillars 300, and the rear floor cross beam connected between the bottom ends of the left and right C-pillars 300, so as to further improve the strength of the vehicle body and the ability of the force transmission ring to resist deformation during a vehicle collision, thereby improving the collision safety performance of the vehicle.

[0065] The side portion structure of the vehicle body of the embodiment further comprises a rocker beam inner plate 2 and a connecting plate 301. The rocker beam inner plate 2 is arranged on the inner side of the side wall reinforcement plate 1 along the left-right direction of the vehicle, and the bottom of the side wall reinforcement plate 1 and the rocker beam inner plate 2 combine to form a rocker beam, and a rocker beam cavity P is defined between the two. The connecting plate 301 is connected between the side wall reinforcement plate 1 and the rocker beam inner plate 2, and the connecting plate 301 divides the rocker beam cavity P into an inner and outer double-cavity structure.

[0066] Here, by providing the connecting plate 301 and dividing the rocker 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 be utilized to improve the deformation resistance of the rocker beam position, and also improve the energy absorption effect of the rocker beam position during a collision.

[0067] In detail, as shown in Figure 4 , Figures 7 to 9 The bottom of the side wall reinforcement plate 1 forms a rocker beam outer plate 101 that is clamped on the outer side of the rocker beam inner plate 2. The rocker beam inner plate 2 is specifically connected to the rocker beam outer plate 101 in an inner and outer clamping manner, and a rocker beam cavity P is defined between the two. The cross section of the rocker beam inner plate 2 and the cross section of the rocker beam outer plate 101 are both in the shape of a "J". A first upper stop 204 at the top of the rocker beam inner plate 2 is arranged corresponding to a second upper stop 1011 at the top of the rocker beam outer plate 101, and a first lower stop 205 at the bottom of the rocker beam inner plate 2 is arranged corresponding to a second lower stop 1012 at the bottom of the rocker beam outer plate 101. The structure of the rocker beam outer plate 101 and the rocker beam inner plate 2 is simple, easy to arrange and implement, and conducive to forming the rocker beam cavity P.

[0068] As a feasible implementation manner, as shown in Figure 8 The rocker beam inner plate 2 has a main body portion 201 in the middle, a front end portion 202 arranged at the front end of the main body portion 201, and a rear end portion 203 arranged at the rear end of the main body portion 201. The rocker beam inner plate 2 can also be integrally hot-pressed to have higher rigidity and be conducive to processing.

[0069] As a preferred embodiment, the connecting plate 301 is arranged through the front end of the rocker beam to the rear end of the rocker beam. In this way, the reinforcing range of the connecting plate 301 is wider, and the rocker beam can have better rigidity and energy absorption effect at the front and rear positions in the collision, so as to maximize the safety of the passengers. In specific implementation, the length of the connecting plate 301 should not be shorter than the length of the rocker beam, so as to ensure the vertical supporting effect of the connecting plate 301 and the energy absorption effect of the double-cavity structure.

[0070] In the embodiment, the connecting plate 301 is arranged through the front and rear of the rocker beam cavity P, and forms a double-cavity structure. Compared with the scheme of arranging aluminum profile reinforcing structures in the rocker beam cavity, the reinforcing aluminum profiles can be cancelled, the structure of the side of the vehicle body is simpler, 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, can avoid the problems of low integration degree of the reinforcing aluminum profiles and the surrounding sheet metal and low structural performance participation, facilitate to further improve the deformation resistance of the rocker beam, and facilitate to improve the energy absorption effect of the collision energy, thereby facilitating to improve the collision safety of the vehicle.

[0071] As a preferred embodiment, the bottom of the side wall inner plate 3 extends downward into the rocker beam, and the connecting plate 301 is formed by the bottom of the side wall inner plate 3. The connecting plate 301 is formed by the bottom of the side wall inner plate 3, which can fully utilize the existing structure in the side wall of the vehicle body, realize the separation 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.

[0072] The specific structure is shown in Figure 5 and Figure 8 The plate-shaped part at the bottom of the side wall reinforcing plate 1 is configured as the connecting plate 301. The top of the connecting plate 301 is located between the first upper stop 204 and the second upper stop 1011, and the bottom is located between the first lower stop 205 and the second lower stop 1012. The rocker beam cavity P specifically includes an outer cavity P1 located between the connecting plate 301 and the side wall reinforcing plate 1, and an inner cavity P2 located between the connecting plate 301 and the rocker beam inner plate 2.

[0073] It should be noted that the connecting plate 301 can also be arranged separately. At this time, the connecting plate 301 can be directly connected between the side wall reinforcing plate 1 and the rocker beam inner plate 2. Whether the connecting plate 301 is formed by the bottom of the side wall inner plate 3 or arranged separately, the connecting plate 301 can provide vertical support for the rocker beam, improve the deformation resistance of the rocker beam by separating the rocker beam cavity P into an inner and outer double-cavity structure, and thus overcome the shortcomings of the existing single-cavity rocker beam structure.

[0074] In this embodiment, the stop design for the engagement between the inner sill plate 2 and the outer sill plate 101 of the sill beam has a significant impact on the state of the connecting plate 301. Specifically, when the first upper stop 204 is located outside the first lower stop 205, referring to... Figure 9 As shown, in the overall vehicle height direction, the connecting plate 301 is inclined downwards towards the interior of the vehicle. This inclined arrangement of the connecting plate 301 is compatible with the overall layout of the vehicle side structure and also helps to optimize the stress distribution of the sill beam.

[0075] Specifically, when the first upper stop 204 and the first lower stop 205 are coplanar, the connecting plate 301 is vertical. In this case, the connecting plate 301 has a better connection with the inner sill beam 2 and the side reinforcement plate 1. The vertical connecting plate 301 provides more stable vertical support for the dual-cavity structure, playing an important role in improving the sill beam's resistance to deformation and energy absorption, and further enhancing the overall performance of the vehicle body side structure.

[0076] Still refer to Figure 9 As shown in the diagram, the vehicle body side structure in this embodiment also includes an outer side panel 4 disposed on the outside of the side panel reinforcement plate 1 along the left-right direction of the vehicle. The bottom of the outer side panel 4 is connected to the side panel reinforcement plate 1, and at the top of the sill beam, the outer side panel 4, the side panel reinforcement plate 1, and the connecting plate 301 are welded together, and the inner sill beam plate 2 and the connecting plate 301 are welded together. This connection of the outer side panel 4, the side panel reinforcement plate 1, and the connecting plate 301, along with the connection of the inner sill beam plate 2 and the connecting plate 301, avoids four layers of welding while setting the outer side panel 4, maximizing the reliability of welding between the plates at the sill beam position and ensuring the structural performance of the sill beam position.

[0077] In a preferred embodiment, the welding position between the inner sill beam 2 and the connecting plate 301 is lower than the welding position between the outer side panel 4, the side reinforcement plate 1, and the connecting plate 301. This lower welding position between the inner sill beam 2 and the connecting plate 301 not only allows for a staggered design between the welding positions of the outer side panel 4, the side reinforcement plate 1, and the connecting plate 301 and the welding position between the inner sill beam 2 and the connecting plate 301, avoiding four layers of welding and improving the welding qualification rate, but also increases interior space at the sill beam location by lowering the inner sill beam 2, thus improving passenger comfort.

[0078] In detail, such as Figure 9As shown, the bottom of the side panel 4 is fastened to the outside of the sill beam outer panel 101, and a cavity extending along the front-rear direction of the vehicle is also formed between the bottom of the side panel 4 and the sill beam outer panel 101. For ease of distinction, the welding position between the first upper stop 204 of the sill beam inner panel 2 and the top of the connecting plate 301 is referred to as the first welding position M, the welding position between the side panel 4, the side reinforcing plate 1, and the connecting plate 301 is referred to as the second welding position N, and the welding position between the first lower stop 205 of the sill beam inner panel 2 and the bottom of the connecting plate 301 is referred to as the third welding position L.

[0079] The upper edge of the first upper stop 204 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 204 is specifically the welding area corresponding to the first welding position M. The upper edge of the first upper stop 204 (i.e., Figure 9 The dashed line shown is the boundary line between the first welding position M and the second welding position N.

[0080] During the specific welding process, firstly, weld the top of the first upper stop 204 and the connecting plate 301 at the first welding position M, avoiding the position of the second upper stop 1011. Then, weld the connecting plate 301, the second upper stop 1011, and the side outer plate 4 at the second welding position N, and finally weld the first lower stop 205, the connecting plate 301, and the second lower stop 1012 at the third welding position L.

[0081] In addition, considering that thicker plates require more welding material to ensure the strength of the connection during the welding process, and in order to ensure that the welding heat is evenly distributed and to avoid welding defects, the larger the plate thickness, the larger the area of ​​the welding area required at the welding position should be.

[0082] In one preferred embodiment, the connecting plate 301 is provided with a reinforcing rib 3011 arranged along the front-rear direction of the vehicle. The reinforcing rib 3011 has a "U"-shaped cross-section and is fastened to the connecting plate 301. By providing the reinforcing rib 3011 on the connecting plate 301, the bending resistance at the location of the connecting plate 301 can be increased, which helps to increase the support stiffness at the sill beam location and improve the ability to transmit and disperse collision forces during a side collision.

[0083] In this embodiment, an exemplary structure of the reinforcing rib 3011 is as follows: Figure 10As shown in the middle of the figure, 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 side impact, the collision force is transmitted to the rocker beam, and the outer cavity P1 first begins to deform and absorb energy, which helps to relieve 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, it helps to further improve the transmission and dispersion ability of the rocker beam to the collision force, thereby improving the anti-deformation ability of the rocker beam during side impact and improving the crash safety of the vehicle.

[0084] 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, which can make the reinforcing cavity Q 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 crash safety of the rocker beam.

[0085] 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, help to increase the support stiffness of the rocker beam position when the vehicle is subjected to side impact, and improve the transmission and dispersion ability of the collision force.

[0086] 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 helps 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 helps to avoid damage to the connecting plate 301 caused by stress concentration, thereby improving the reliability of the connecting plate 301.

[0087] In this embodiment, an exemplary structure of the reinforcing rib body 3012 is as shown in the figure Figure 11As shown in FIG. 1, the reinforcing rib 3012 is bulged to one side of the side wall reinforcing plate 1. In the event of a side collision, 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 the event of a side collision. In a specific implementation, the cross section of the reinforcing rib 3012 can be a horizontally placed "U" shape to further improve the structural stability of the connecting plate 301.

[0088] 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 in this case, the shapes and positions of the two can be adaptively adjusted according to use requirements.

[0089] As a preferred embodiment, as shown in Figure 1 , Figure 12 and Figure 13 , the vehicle body side structure of the present embodiment further includes a front engine compartment longitudinal beam at the bottom of the front engine compartment, and a rear floor longitudinal beam 6 at the bottom of the rear floor. The front engine compartment longitudinal beam, the rocker beam, and the rear floor longitudinal beam 6 are connected in sequence from front to rear and together form a longitudinal force transmission path on the side of the vehicle body. By making the rocker beam, the front engine compartment longitudinal beam, and the rear floor longitudinal beam 6 form a 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, which helps to disperse the longitudinal transmission of the collision force in the vehicle body.

[0090] As a preferred embodiment, as shown in Figure 12 and Figure 13 , the front engine compartment longitudinal beam includes 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 compartment 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 compartment side, the longitudinal beam front section 703 can be easily prepared by die-casting and the structural strength of the longitudinal beam front section 703 can be ensured, and by making the longitudinal beam rear section 5 of steel, only the die-cast longitudinal beam front section 703 part 302 needs to be adjusted when applied to different vehicle models, which can improve the commonality rate between different vehicle models and help to reduce development costs.

[0091] As a preferred embodiment, still referring to Figure 11 and Figure 12As shown in FIG. 1, the front wheel cover plate 702 in the die casting assembly 7 is partially protruded to form the front shock tower 7021. Forming the front shock tower 7021 in the front wheel cover plate 702 in the die casting assembly 7 can facilitate the forming 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 help to better reduce the manufacturing cost.

[0092] Further, as shown in FIG. 1, Figure 14 and Figure 15 As shown in FIG. 1, a plurality of reinforcing ribs 704 extending along the left-right direction of the vehicle are arranged on the die casting assembly 7. The reinforcing ribs 704 not only help to improve 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 opening operation. This opening method is simple and direct compared to other complex structure mold opening, and is easy to operate. This not only helps to reduce the operation steps and potential risk of error in the opening process, but also helps to shorten the opening time, thereby improving the processing efficiency of the die casting assembly 7.

[0093] As shown in FIG. 1, Figure 14 In the embodiment, the front section 703 of the longitudinal beam is closer to the inside of the vehicle than the rocker beam, and the rear section 5 of the longitudinal beam is inclined outward along the front-to-back direction. As a preferred embodiment, the rear section 5 of the longitudinal beam includes a rear section inner plate 501 and a rear section outer plate 502 that 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 that forms the A-pillar 100. 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 that forms the A-pillar 100.

[0094] The height of the rear section inner plate 501 and the rear section outer plate 502 gradually increases along the front-to-back direction, so that the rear end of the rear section 5 of the longitudinal beam is connected to the front end of the rocker beam and the A-pillar 100. The arrangement of the rear section inner plate 501 and the rear section outer plate 502 helps to disperse the collision force from the front section 703 of the longitudinal beam to the rocker beam and the A-pillar 100, thereby improving the dispersion effect of the collision force.

[0095] In addition, referring to Figure 13As shown in the figure, the front end of the front section 703 of the longitudinal beam and the front end of the cabin upper side beam 701 are connected together, and the front part of the cabin upper side beam 701 is gradually curved to the inside of the vehicle in the left-right direction of the vehicle from the front to the rear as viewed from the top of the vehicle.

[0096] In the embodiment, the front end of the front section 703 of the longitudinal beam and the front end of the cabin upper side beam 701 are connected together, which can increase the rigidity of the front end of the vehicle body, and can make the collision force better transmitted to the cabin longitudinal beam and the cabin upper side beam 701, and at the same time, the front part of the cabin upper side beam 701 is curved to the inside of the vehicle, which can guide the crash barrier to move in the outward direction when the vehicle has a small overlap collision, so that the barrier deviates from the path of directly impacting the passenger compartment, which helps to avoid the barrier extruding the A-pillar 100 and the passenger compartment, thereby improving the safety of the passengers in the passenger compartment.

[0097] In the embodiment, the side part structure of the vehicle body is integrally hot-pressed, and compared with the traditional split structure stamping and welding scheme, the assembly process and time are reduced, the production efficiency is improved, and the production cost and labor cost are reduced. In addition, the formed side inner plate 3 and side reinforcement plate 1 have high rigidity, which is beneficial to reduce the noise transmitted to the vehicle, thereby improving the comfort and safety of the vehicle.

[0098] In addition, by arranging the connecting plate 301 and forming a double-cavity structure in the rocker beam, the deformation resistance and energy absorption effect of the rocker beam are improved, thereby further improving the safety of the vehicle in side collision.

[0099] Embodiment two

[0100] The embodiment relates to a vehicle, and the vehicle body of the vehicle is provided with the side part structure of the vehicle body in the embodiment one.

[0101] The vehicle in the embodiment has the side part structure of the vehicle body, and the comfort and safety of the vehicle are improved.

[0102] The above is only a preferred embodiment of the utility model, and does not limit the utility model, and any modification, equivalent replacement, improvement, etc. 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 by: comprising a side wall inner panel (3), and a side wall reinforcement panel (1) connected to the outside of the side wall inner panel (3) along the left and right directions of the vehicle; the side wall inner panel (3) and the side wall reinforcement panel (1) are integrally hot-pressed, and the side wall inner panel (3) and the side wall reinforcement panel (1) are both double-door structures, and front and rear door rings (C) and (D) are formed on the side wall inner panel (3) and the side wall reinforcement panel (1).

2. The vehicle body side structure according to claim 1, characterized in that: the side wall inner panel (3) and / or the side wall reinforcement panel (1) are integrally hot-pressed by a single panel with equal thickness.

3. The vehicle body side structure according to claim 1, characterized in that: the side wall inner panel (3) and / or the side wall reinforcement panel (1) are integrally hot-pressed by multiple panels laser-welded together.

4. The vehicle body side structure according to claim 3, characterized in that: among the multiple panels constituting the side wall inner panel (3) or the side wall reinforcement panel (1), at least one of the panels has a different thickness from the other panels.

5. The vehicle body side structure according to any one of claims 1 to 4, characterized by: further comprising a rocker inner panel (2) and a connecting panel (301); the rocker inner panel (2) is arranged on the inner side of the side wall reinforcement panel (1) along the left and right directions of the vehicle, and the bottom of the rocker inner panel (2) and the side wall reinforcement panel (1) are combined to form a rocker, and a rocker cavity (P) is defined between the two; the connecting panel (301) is connected between the side wall reinforcement panel (1) and the rocker inner panel (2), and the connecting panel (301) divides the rocker cavity (P) into an inner cavity and an outer cavity.

6. The vehicle body side structure according to claim 5, characterized in that: the connecting panel (301) extends from the front end of the rocker to the rear end of the rocker.

7. The vehicle body side structure according to claim 5, characterized in that: the bottom of the side wall inner panel (3) extends downward into the rocker, and the connecting panel (301) is formed by the bottom of the side wall inner panel (3).

8. The vehicle body side structure according to claim 5, characterized by: further comprising a side wall outer panel (4) arranged on the outside of the side wall reinforcement panel (1) along the left and right directions of the vehicle; the bottom of the side wall outer panel (4) is connected to the side wall reinforcement panel (1), and at the top of the rocker, the side wall outer panel (4), the side wall reinforcement panel (1), and the connecting panel (301) are welded together, and the rocker inner panel (2) and the connecting panel (301) are welded together.

9. The vehicle body side structure according to claim 8, characterized in that: the welding position between the rocker inner panel (2) and the connecting panel (301) is lower than the welding position between the side wall outer panel (4), the side wall reinforcement panel (1), and the connecting panel (301).

10. A vehicle, characterized by: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The vehicle body is provided with the vehicle body side structure according to any one of claims 1 to 9. The vehicle body is provided with the vehicle body side structure according to any one of claims 1 to 9.

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