Vehicle body structure and vehicle

Abstract

The embodiment of the utility model provides a vehicle body structure and a vehicle, the vehicle body structure comprises an upper longitudinal beam, one end of the upper longitudinal beam is connected with one end of an upper connecting plate, and the other end of the upper connecting plate is connected with a column A reinforcing plate; wherein an upper hinge reinforcing plate is arranged on the A column reinforcing plate, the upper connecting plate and the upper hinge reinforcing plate are arranged adjacently, and the upper connecting plate and the upper hinge reinforcing plate form a first force transmission path. According to the automobile body structure, collision energy can be more effectively dispersed to the passenger compartment side wall and the automobile door lower hinge area from the front automobile body, the energy can be prevented from being concentrated in the A column area, the energy absorption capacity of the whole structure is improved, and the technical problem that in the prior art, an A column area automobile body structure is insufficient in energy absorption is solved.

Description

Technical Field

[0001] This application relates to the field of automotive body technology, and more particularly to a body structure and a vehicle. Background Technology

[0002] Traditional A-pillar area body structure design faces significant performance and economic challenges. Specifically, the front end of the upper longitudinal beam is mostly constructed of traditional steel, and its connection to other parts of the body relies on a U-shaped connecting plate. To achieve connection stability, this design often requires large welding holes in the connecting plate to accommodate welding processes. However, these large welding holes, to some extent, compromise the structural integrity of the connecting plate, weakening its impact resistance and energy absorption efficiency, resulting in insufficient energy absorption in the A-pillar area body structure.

[0003] There is currently no effective solution to the above problems. Utility Model Content

[0004] This application provides a vehicle body structure and vehicle, aiming to improve the technical problem of insufficient energy absorption in the A-pillar area of ​​the vehicle body structure in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a vehicle body structure is provided, comprising: an upper longitudinal beam, one end of which is connected to one end of an upper connecting plate, and the other end of the upper connecting plate being connected to an A-pillar reinforcing plate; wherein, an upper hinge reinforcing plate is provided on the A-pillar reinforcing plate, and the upper connecting plate and the upper hinge reinforcing plate are arranged adjacent to each other, forming a first force transmission path.

[0006] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: By applying the technical solution of this utility model, by providing an upper hinge reinforcement plate on the A-pillar reinforcement plate, and the upper connecting plate being arranged adjacent to the upper hinge reinforcement plate, the upper connecting plate and the upper hinge reinforcement plate forming a first force transmission path, the collision energy can be more effectively dispersed from the front of the vehicle body to the passenger compartment side wall and the lower hinge area of ​​the door, thus avoiding the concentration of energy in the A-pillar area, improving the energy absorption capacity of the overall structure, and solving the technical problem of insufficient energy absorption of the vehicle body structure in the prior art.

[0007] Furthermore, the vehicle body structure includes: a connecting plate, the first side of which is connected to at least one of the upper connecting plate and the upper longitudinal beam, and the second side of which is connected to the A-pillar reinforcing plate; and a lower hinge reinforcing plate, which is disposed on the A-pillar reinforcing plate and is disposed opposite to the connecting plate, forming a second force transmission path with the connecting plate and the lower hinge reinforcing plate.

[0008] The above-described optional embodiments of this application achieve the following beneficial effects: The establishment of a second force transmission path allows collision energy to be transmitted not only in the first force transmission path but also dispersed downwards and to the sides of the vehicle body through the design between the connecting plate and the lower hinge reinforcement plate, achieving more comprehensive energy absorption. This multi-path energy dispersion mechanism can effectively reduce the pressure on individual structural components and protect critical areas of the vehicle body from damage. The connection between the connecting plate and the upper longitudinal beam, the upper connecting plate, and the A-pillar reinforcement plate strengthens the structural rigidity of the front of the vehicle body. At the same time, the design of the second force transmission path between the connecting plate and the lower hinge reinforcement plate further enhances the local rigidity of the A-pillar area, helping to maintain the integrity of the passenger compartment and resist deformation.

[0009] Furthermore, the force transmission direction of the connecting plate is set at an angle to the force transmission direction of at least one of the upper connecting plate and the upper hinge reinforcing plate.

[0010] The above-described optional embodiments of this application can achieve the following beneficial effects: by designing the force transmission direction of the connecting plate to form an angle with the force transmission direction of the upper connecting plate or the upper hinge reinforcement plate, energy can be guided to disperse along a non-linear path during a collision, avoiding energy concentration in a certain part, which could lead to excessive stress or rapid deformation in that part. This energy dispersion mechanism helps to improve the overall strength and stability of the vehicle body structure, enabling the vehicle body to absorb the energy generated by the collision more evenly and reducing the risk of damage to the passenger compartment.

[0011] Furthermore, the vehicle body structure includes: an upper side panel reinforcement plate, one end of which is connected to the upper end of an A-pillar reinforcement plate; wherein, the A-pillar reinforcement plate and the upper side panel reinforcement plate form a third force transmission path, and the force transmission direction of the upper side panel reinforcement plate is set at an angle to the force transmission direction of at least one of the upper connecting plate and the upper hinge reinforcement plate.

[0012] The above-described optional embodiments of this application achieve the following beneficial effects: By forming a third force transmission path through the A-pillar reinforcement plate and the upper side panel reinforcement plate, collision energy can be transmitted not only through the upper connecting plate and upper hinge reinforcement plate, and the connecting plate and lower hinge reinforcement plate, but also dispersed along the connection direction between the upper side panel reinforcement plate and the A-pillar reinforcement plate. This multi-path energy dispersion design can significantly improve the vehicle body's energy absorption capacity, reduce the load on critical structural components, and thus protect the integrity of the passenger compartment. This helps maintain the stability of the vehicle body frame in side collisions or other types of collisions, reduces the degree of deformation of the passenger compartment, and provides more effective safety protection for passengers.

[0013] Furthermore, a flange is provided on one side of the A-pillar reinforcement plate, and the upper hinge reinforcement plate and the upper connecting plate are located on both sides of the flange, and both the upper hinge reinforcement plate and the upper connecting plate are connected to the flange.

[0014] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: as part of the A-pillar reinforcement plate, the flange can optimize the energy transfer path, ensure that the collision energy is transferred more evenly in the vehicle body, avoid excessive energy concentration at a certain point, thereby improving the connection strength and rigidity of the vehicle body structure, optimizing the energy transfer path, simplifying the assembly process, improving the vehicle body structure's ability to absorb and disperse energy, and realizing lightweight design.

[0015] Furthermore, an A-pillar lower reinforcement plate is provided on the A-pillar reinforcement plate near the lower hinge of the door, and the lower hinge reinforcement plate is connected to the A-pillar reinforcement plate through the A-pillar lower reinforcement plate.

[0016] The above-described optional embodiments of this application can achieve the following beneficial effects: the addition of the lower A-pillar reinforcement plate and its connection with the A-pillar reinforcement plate and the lower hinge reinforcement plate can significantly enhance the structural rigidity of the bottom of the A-pillar and the door hinge area. During a collision, this area can better resist deformation, maintain the integrity of the vehicle body structure, and protect the passenger compartment from impact.

[0017] Furthermore, the front side of the A-pillar reinforcement plate is provided with a first crushing groove, which extends along a first preset direction. The upper hinge reinforcement plate is provided with a second crushing groove, which extends along the first preset direction. The upper hinge reinforcement plate is fitted with the first crushing groove through the second crushing groove.

[0018] The above-described optional embodiments of this application achieve the following beneficial effects: The design of the first crush groove aims to control the energy absorption method of the front part of the A-pillar reinforcement plate during a collision. The first crush groove extends along a first preset direction and can collapse according to the designed path and method under the action of the collision force, forming a predetermined energy-absorbing zone, effectively absorbing and dispersing collision energy, and reducing the impact on the passenger compartment. The design of the second crush groove allows the upper hinge reinforcement plate to work in conjunction with the first crush groove of the A-pillar reinforcement plate during a collision, forming a continuous collapse energy-absorbing path. This synergistic effect can more effectively absorb collision energy, reduce energy transfer to the passenger compartment, and protect the safety of the occupants.

[0019] Furthermore, the upper connecting plate and the connecting plate are screwed to the upper longitudinal beam, and structural adhesive is applied to the contact surfaces of the upper connecting plate and the connecting plate with the upper longitudinal beam.

[0020] The above-described optional embodiments of this application can achieve the following beneficial effects: by fixing bolts or screws to the upper longitudinal beam at the connection point through pre-embedded rivet nuts, a rigid connection is formed. The application of structural adhesive further enhances the bonding force at the connection point, making the connection between the upper connecting plate and the upper longitudinal beam more robust when subjected to external forces, effectively improving the structural strength during collisions.

[0021] Furthermore, the upper longitudinal beam is provided with a force transmission cavity, which extends along the second preset direction. The first preset direction and the second preset direction are arranged at an angle. A vertical reinforcing rib is provided inside the force transmission cavity, which extends along the second preset direction.

[0022] The optional embodiments described above in this application achieve the following beneficial effects: the design of the force transmission cavity, especially its extension along the second preset direction and the angle between it and the first preset direction, can effectively guide the energy generated by the collision to disperse in multiple directions. This design helps to distribute energy more evenly, reduce local stress concentration, thereby improving the overall energy absorption capacity of the vehicle body and protecting the passenger compartment from severe deformation. The vertical reinforcing ribs increase the structural rigidity inside the upper longitudinal beam, especially its extension along the second preset direction inside the force transmission cavity, which can significantly improve the upper longitudinal beam's resistance to bending and compression. This not only provides better vehicle body stability during normal driving but also reduces the deformation of the upper longitudinal beam during a collision, maintaining the integrity of the vehicle body structure.

[0023] According to another aspect of the embodiments of this application, a vehicle is also provided, including a body structure, wherein the body structure is the body structure described above.

[0024] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: the vehicle includes the above-mentioned body structure, which has a specially optimized A-pillar force transmission structure, as well as a reasonably planned force transmission path and energy absorption scheme, so that the vehicle exhibits better safety performance in small offset collision tests. Attached Figure Description

[0025] Figure 1 This is a structural diagram of the first embodiment of the vehicle body structure provided in this application;

[0026] Figure 2 This is a structural diagram of a second embodiment of the vehicle body structure provided in one embodiment of this application;

[0027] Figure 3 This is a structural diagram of the fourth embodiment of the vehicle body structure provided in this application;

[0028] Figure 4 This is a structural diagram of a third embodiment of the vehicle body structure provided in one embodiment of this application;

[0029] Figure 5 This is an embodiment provided by this application. Figure 4 Sectional view at point AA;

[0030] Figure 6 This is a structural diagram of the upper hinge reinforcement plate in a vehicle body structure provided in an embodiment of this application;

[0031] Figure 7This is a structural diagram of the fifth embodiment of the vehicle body structure provided in this application;

[0032] Figure 8 This is an embodiment provided by this application. Figure 7 Sectional view at BB;

[0033] Figure 9 This is a structural diagram of the upper longitudinal beam in a vehicle body structure provided in an embodiment of this application;

[0034] Figure 10 This is an embodiment provided by this application. Figure 9 Sectional view at CC.

[0035] The above figures include the following reference numerals:

[0036] 1. Upper longitudinal beam; 11. Force transmission cavity; 12. Vertical reinforcing rib; 13. Bolt; 14. Rivet nut;

[0037] 2. Upper connecting plate;

[0038] 3. Reinforcing plates on the side panels;

[0039] 4. A-pillar reinforcement plate; 41. First crush groove; 42. Flanged edge;

[0040] 5. Connecting plate;

[0041] 6. Upper hinge reinforcement plate; 61. Second crushing groove;

[0042] 7. Lower hinge reinforcement plate;

[0043] 8. A-pillar under reinforcement plate. Detailed Implementation

[0044] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0045] In traditional automotive design, the A-pillar area of ​​the body structure typically plays a crucial role in supporting the vehicle body and protecting the passenger compartment. The front section of the upper longitudinal beam, as an important component of the A-pillar, is often made of conventional steel, a material widely used in early automotive designs due to its relatively low cost and high strength. The connecting plate is usually designed as a U-shaped beam to form a stable structure capable of withstanding impacts from the sides and front.

[0046] To ensure a secure connection between different components, large welding through-holes are often required on the connecting plates to accommodate welding operations. However, these through-holes compromise the sealing of the U-shaped beam, weakening its structural rigidity and impact energy absorption performance. This is especially true in small offset collisions, where the forces borne by the A-pillar region are concentrated on one side, making the local structural strength particularly important. The presence of welding through-holes prevents this area from effectively dispersing and absorbing energy during a collision, thus increasing the direct impact on the passenger compartment.

[0047] To compensate for the aforementioned structural deficiencies, designers typically enhance the structural strength of the front section of the upper longitudinal beam by increasing the thickness of the steel plates or adding additional reinforcements. While these measures can improve collision safety to some extent, they also significantly increase the weight of the body-in-white, thereby affecting the vehicle's overall fuel efficiency and handling performance. Furthermore, the increased material usage and complexity not only raise manufacturing costs but also reduce the vehicle's economy.

[0048] This application provides an embodiment of a vehicle body structure, please refer to... Figure 1 and Figure 2 It includes: an upper longitudinal beam 1, one end of which is connected to one end of an upper connecting plate 2, and the other end of the upper connecting plate 2 is connected to an A-pillar reinforcing plate 4; wherein, an upper hinge reinforcing plate 6 is provided on the A-pillar reinforcing plate 4, and the upper connecting plate 2 and the upper hinge reinforcing plate 6 are arranged adjacent to each other, and the upper connecting plate 2 and the upper hinge reinforcing plate 6 form a first force transmission path.

[0049] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: By applying the technical solution of this utility model, by providing an upper hinge reinforcement plate 6 on the A-pillar reinforcement plate 4, and the upper connecting plate 2 being arranged adjacent to the upper hinge reinforcement plate 6, the upper connecting plate 2 and the upper hinge reinforcement plate 6 form a first force transmission path, which can more effectively disperse the collision energy from the front of the vehicle body to the passenger compartment side wall and the lower hinge area of ​​the door, avoid the concentration of energy in the A-pillar area, improve the energy absorption capacity of the overall structure, and solve the technical problem of insufficient energy absorption of the vehicle body structure in the prior art.

[0050] In this embodiment, the vehicle body structure includes: a connecting plate 5 and a lower hinge reinforcement plate 7. The first side of the connecting plate 5 is connected to at least one of the upper connecting plate 2 and the upper longitudinal beam 1. The second side of the connecting plate 5 is connected to the A-pillar reinforcement plate 4. The lower hinge reinforcement plate 7 is disposed on the A-pillar reinforcement plate. The lower hinge reinforcement plate 7 is disposed opposite to the connecting plate 5. The connecting plate 5 and the lower hinge reinforcement plate 7 form a second force transmission path.

[0051] The above-described optional embodiments of this application achieve the following beneficial effects: The establishment of a second force transmission path allows collision energy to be transmitted not only in the first force transmission path, but also dispersed downwards and to the sides of the vehicle body through the design between the connecting plate 5 and the lower hinge reinforcement plate 7, achieving more comprehensive energy absorption. This multi-path energy dispersion mechanism can effectively reduce the pressure on individual structural components and protect critical areas of the vehicle body from damage. The connection between the connecting plate 5 and the upper longitudinal beam 1, the upper connecting plate 2, and the A-pillar reinforcement plate 4 strengthens the structural rigidity of the front of the vehicle body. At the same time, the design of the second force transmission path between the connecting plate 5 and the lower hinge reinforcement plate 7 further enhances the local rigidity of the A-pillar area, helping to maintain the integrity of the passenger compartment and resist deformation.

[0052] In one exemplary embodiment, the upper connecting plate 2 and the connecting plate 5 are sheet metal manufactured using scrap steel with mechanical properties close to GC420 / 780DP and green electrical processes. GC420 / 780DP is a dual-phase high-strength steel with high yield strength and tensile strength, while maintaining good plastic deformation capacity. The selection of scrap steel with mechanical properties close to GC420 / 780DP means that the upper connecting plate 2 and the connecting plate 5 can maintain structural stability and the ability to absorb collision energy while achieving lightweight construction, which is crucial for improving the vehicle's safety performance in a collision.

[0053] Furthermore, the force transmission direction of the connecting plate 5 is set at an angle to the force transmission direction of at least one of the upper connecting plate 2 and the upper hinge reinforcing plate 6. Specifically, the force transmission direction of the connecting plate 5 is set such that it forms an angle with the force transmission direction of the upper connecting plate 2 or the upper hinge reinforcing plate 6.

[0054] The above-described optional embodiments of this application can achieve the following beneficial effects: by designing the force transmission direction of the connecting plate 5 to form an angle with the force transmission direction of the upper connecting plate 2 or the upper hinge reinforcing plate 6, energy can be guided to disperse along a non-linear path during a collision, avoiding energy concentration in a certain part, which could lead to excessive stress or rapid deformation in that part. This energy dispersion mechanism helps to improve the overall strength and stability of the vehicle body structure, enabling the vehicle body to absorb the energy generated by the collision more evenly and reducing the risk of damage to the passenger compartment.

[0055] like Figure 3 As shown, the vehicle body structure includes: a side upper reinforcing plate 3, one end of which is connected to the upper end of an A-pillar reinforcing plate 4; wherein, the A-pillar reinforcing plate 4 and the side upper reinforcing plate 3 form a third force transmission path, and the force transmission direction of the side upper reinforcing plate 3 is set at an angle to the force transmission direction of at least one of the upper connecting plate 2 and the upper hinge reinforcing plate 6. Specifically, the angle setting means that the force transmission direction of the side upper reinforcing plate 3 is set such that it forms an angle with the force transmission direction of the upper connecting plate 2 or the upper hinge reinforcing plate 6.

[0056] The above-described optional embodiments of this application achieve the following beneficial effects: By forming a third force transmission path through the A-pillar reinforcement plate 4 and the upper side reinforcement plate 3, collision energy can be transmitted not only through the upper connecting plate 2 and the upper hinge reinforcement plate 6, and the connecting plate 5 and the lower hinge reinforcement plate 7, but also dispersed along the connection direction between the upper side reinforcement plate 3 and the A-pillar reinforcement plate 4. This multi-path energy dispersion design can significantly improve the vehicle body's energy absorption capacity, reduce the load on critical structural components, and thus protect the integrity of the passenger compartment. This helps maintain the stability of the vehicle body frame in side collisions or other types of collisions, reduces the degree of deformation of the passenger compartment, and provides more effective safety protection for passengers.

[0057] In this embodiment, a flange 42 is provided on one side of the A-pillar reinforcing plate 4, and the upper hinge reinforcing plate 6 and the upper connecting plate 2 are located on both sides of the flange 42, and both the upper hinge reinforcing plate 6 and the upper connecting plate 2 are connected to the flange 42.

[0058] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: the flange 42, as part of the A-pillar reinforcement plate 4, can optimize the energy transmission path, ensure that the transmission of collision energy in the vehicle body is more balanced, avoid excessive energy concentration at a certain point, thereby improving the connection strength and rigidity of the vehicle body structure, optimizing the energy transmission path, simplifying the assembly process, improving the vehicle body structure's ability to absorb and disperse energy, and realizing lightweight design.

[0059] In an exemplary embodiment, an A-pillar lower reinforcing plate 8 is provided on the A-pillar reinforcing plate 4 near the lower hinge of the door, and the lower hinge reinforcing plate 7 is connected to the A-pillar reinforcing plate 4 through the A-pillar lower reinforcing plate 8.

[0060] The above-described optional embodiments of this application can achieve the following beneficial effects: the addition of the lower A-pillar reinforcing plate 8 and its connection with the A-pillar reinforcing plate 4 and the lower hinge reinforcing plate 7 can significantly enhance the structural rigidity of the bottom of the A-pillar and the door hinge area. During a collision, this area can better resist deformation, maintain the integrity of the vehicle body structure, and protect the passenger compartment from impact.

[0061] like Figure 4 , Figure 5 and Figure 6 As shown, the front side of the A-pillar reinforcement plate 4 is provided with a first crush groove 41, which extends along a first preset direction from the top to the bottom of the vehicle body. The upper hinge reinforcement plate 6 is provided with a second crush groove 61, which extends along the first preset direction. The upper hinge reinforcement plate 6 is fitted with the first crush groove 41 through the second crush groove 61.

[0062] The above-described optional embodiments of this application can achieve the following beneficial effects: The design of the first crush groove 41 is intended to control the energy absorption method of the front part of the A-pillar reinforcement plate 4 during a collision. The first crush groove 41 extends along a first preset direction, which is from the top to the bottom of the vehicle body. Under the action of the collision force, it can collapse according to the designed path and method to form a predetermined energy absorption zone, effectively absorbing and dispersing the collision energy and reducing the impact on the passenger compartment.

[0063] The design of the second crumple groove 61 enables the upper hinge reinforcement plate 6 to work in conjunction with the first crumple groove 41 of the A-pillar reinforcement plate 4 during a collision, forming a continuous crumple energy absorption path. This synergistic effect can more effectively absorb collision energy, reduce the transfer of energy to the passenger compartment, and protect the safety of the occupants.

[0064] like Figure 7 and Figure 8 As shown, the upper connecting plate 2 and the connecting plate 5 are screwed to the upper longitudinal beam 1 respectively, and structural adhesive is applied to the contact surfaces of the upper connecting plate 2 and the connecting plate 5 with the upper longitudinal beam 1 respectively.

[0065] The above-described optional embodiments of this application achieve the following beneficial effects: At the connection point, bolts or screws are fixed to the upper longitudinal beam via pre-embedded rivet nuts, forming a rigid connection. The application of structural adhesive further enhances the bonding force at the connection point, making the connection between the upper connecting plate and the upper longitudinal beam more robust when subjected to external forces. This effectively improves the structural strength during collisions, prevents electrolytic corrosion caused by the connection of dissimilar materials, and increases the strength of the connection point.

[0066] In one exemplary embodiment, the upper longitudinal beam 1 has pre-embedded rivet nuts 14, which are connected to the upper connecting plate 2 and the connecting plate 5 by bolts 13. Pre-embedding rivet nuts 14 in the upper longitudinal beam 1 ensures a reliable threaded connection point without compromising the structural integrity of the longitudinal beam. By rationally arranging the bolt connection points, precise control and stable connection of the structure can be achieved, ensuring that in extreme situations such as small offset collisions, the force transmission structure in the A-pillar area can effectively absorb and disperse collision energy, protecting the passenger compartment from severe deformation and improving the overall safety performance of the vehicle.

[0067] Furthermore, such as Figure 9 and Figure 10 As shown, the upper longitudinal beam 1 is provided with a force transmission cavity 11, which extends along a second preset direction. The second preset direction is the length direction from one end of the upper longitudinal beam 1 to the other end. The first preset direction and the second preset direction are arranged at an angle. Specifically, the angle arrangement means that the position of the upper longitudinal beam 1 is such that the extension direction of the force transmission cavity 11 forms an angle with the extension direction of the first crushing groove 41. A vertical reinforcing rib 12 is provided inside the force transmission cavity 11, and the vertical reinforcing rib 12 extends along the second preset direction.

[0068] The above-described optional embodiments of this application achieve the following beneficial effects: The design of the force transmission cavity 11, especially its extension along the second preset direction and the angle between it and the first preset direction, can effectively guide the energy generated by the collision to disperse in multiple directions. This design helps to distribute energy more evenly, reduce local stress concentration, thereby improving the overall energy absorption capacity of the vehicle body and protecting the passenger compartment from severe deformation. The vertical reinforcing ribs 12 increase the structural rigidity inside the upper longitudinal beam 1, especially its extension along the second preset direction inside the force transmission cavity 11, which can significantly improve the upper longitudinal beam 1's resistance to bending and compression. This not only provides better vehicle body stability during normal driving but also reduces the deformation of the upper longitudinal beam 1 during a collision, maintaining the integrity of the vehicle body structure.

[0069] In one exemplary embodiment, the upper longitudinal beam 1 adopts an aluminum alloy extrusion structure. The optimized force transmission path and energy absorption structure enable the vehicle to perform better in small offset crash tests, effectively absorbing collision energy and reducing injury to occupants. The application of lightweight alloys directly reduces the weight of the body-in-white, which helps improve fuel economy and reduce emissions, aligning with the low-carbon development strategy.

[0070] According to another specific embodiment of this application, a vehicle is also provided, including a body structure, which is the body structure of the above embodiment.

[0071] The above-mentioned optional embodiments of this application can achieve the following beneficial effects: the vehicle includes the above-mentioned body structure, which has a specially optimized A-pillar force transmission structure, and utilizes a combination of lightweight alloy and green steel materials, as well as a rationally planned force transmission path and energy absorption scheme, so that the vehicle exhibits better safety performance in small offset collision tests.

[0072] In this application, "multiple" refers to two or more.

[0073] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0074] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0075] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0076] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0077] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle body structure, characterized in that, include: Upper longitudinal beam (1), one end of which is connected to one end of upper connecting plate (2), and the other end of upper connecting plate (2) is connected to A-column reinforcing plate (4); The A-pillar reinforcing plate (4) is provided with an upper hinge reinforcing plate (6), and the upper connecting plate (2) is provided adjacent to the upper hinge reinforcing plate (6). The upper connecting plate (2) and the upper hinge reinforcing plate (6) form a first force transmission path.

2. The vehicle body structure according to claim 1, characterized in that, The vehicle body structure includes: A connecting plate (5), the first side of which is connected to at least one of the upper connecting plate (2) and the upper longitudinal beam (1), and the second side of which is connected to the A-column reinforcing plate (4); The lower hinge reinforcement plate (7) is disposed on the A-pillar reinforcement plate (4). The lower hinge reinforcement plate (7) is disposed opposite to the connecting plate (5). The connecting plate (5) and the lower hinge reinforcement plate (7) form a second force transmission path.

3. The vehicle body structure according to claim 2, characterized in that, The force transmission direction of the connecting plate (5) is set at an angle to the force transmission direction of at least one of the upper connecting plate (2) and the upper hinge reinforcing plate (6).

4. The vehicle body structure according to claim 1, characterized in that, The vehicle body structure includes: Side wall upper reinforcing plate (3), one end of which is connected to the upper end of the A-pillar reinforcing plate (4); The A-pillar reinforcing plate (4) and the side wall upper reinforcing plate (3) form a third force transmission path, and the force transmission direction of the side wall upper reinforcing plate (3) is set at an angle to the force transmission direction of at least one of the upper connecting plate (2) and the upper hinge reinforcing plate (6).

5. The vehicle body structure according to claim 4, characterized in that, A flange (42) is provided on one side of the A-pillar reinforcing plate (4). The upper hinge reinforcing plate (6) and the upper connecting plate (2) are located on both sides of the flange (42), and the upper hinge reinforcing plate (6) and the upper connecting plate (2) are both connected to the flange (42).

6. The vehicle body structure according to claim 2, characterized in that, The A-pillar reinforcement plate (4) is provided with an A-pillar lower reinforcement plate (8) near the lower hinge of the door, and the lower hinge reinforcement plate (7) is connected to the A-pillar reinforcement plate (4) through the A-pillar lower reinforcement plate (8).

7. The vehicle body structure according to claim 1, characterized in that, The front side of the A-pillar reinforcing plate (4) is provided with a first crushing groove (41), which extends along a first preset direction. The upper hinge reinforcing plate (6) is provided with a second crushing groove (61), which extends along the first preset direction. The upper hinge reinforcing plate (6) is fitted with the first crushing groove (41) through the second crushing groove (61).

8. The vehicle body structure according to claim 3, characterized in that, The upper connecting plate (2) and the connecting plate (5) are respectively screwed to the upper longitudinal beam (1), and structural adhesive is applied to the contact surfaces of the upper connecting plate (2) and the connecting plate (5) with the upper longitudinal beam (1).

9. The vehicle body structure according to claim 7, characterized in that, The upper longitudinal beam (1) is provided with a force transmission cavity (11), which extends along a second preset direction. The first preset direction and the second preset direction are arranged at an angle. A vertical reinforcing rib (12) is provided inside the force transmission cavity (11), which extends along the second preset direction.

10. A vehicle, comprising a body structure, characterized in that, The vehicle body structure is the vehicle body structure as described in any one of claims 1-9.

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