Vehicle body structure and vehicle

Abstract

The utility model discloses a vehicle body structure and a vehicle. The vehicle body structure comprises a front shock absorption tower assembly and a front longitudinal beam assembly. The front shock absorption tower assembly comprises a front shock absorption tower and a first reinforcing plate, and the front shock absorption tower and the first reinforcing plate define a first buffer cavity; the front longitudinal beam assembly comprises a front longitudinal beam and a second reinforcing plate, and the front longitudinal beam and the second reinforcing plate define a second buffer cavity; wherein the front longitudinal beam is fixedly connected with the front shock absorption tower, and the first buffer cavity and the second buffer cavity are at least partially overlapped. By means of the scheme, the vehicle body structure can improve the connecting strength of the front shock absorption tower and the front longitudinal beam, and the offset collision requirement is met.

Description

Technical Field

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

[0002] The engine compartment assembly is a major component of the vehicle body. As an important collision force transmission path in the engine compartment, the front shock absorber tower assembly has the functions of absorbing and transmitting collision energy and protecting the passenger compartment. Therefore, the structural strength of the front shock absorber tower assembly of a car should have a better structure to meet the requirements in offset collisions.

[0003] The existing connection structure between the front shock absorber tower assembly and the front longitudinal beam assembly is usually a direct connection. During offset collisions, the connection point between the front shock absorber tower assembly and the front longitudinal beam assembly is prone to tearing or the front end of the front shock absorber tower may break, making it difficult to meet the offset collision requirements. Utility Model Content

[0004] The main technical problem addressed by this application is to provide a vehicle body structure and vehicle that can improve the connection strength between the front shock absorber tower and the front longitudinal beam, thereby meeting the requirements for offset collisions.

[0005] To solve the above-mentioned technical problems, one technical solution adopted in this application is: to provide a vehicle body structure, the vehicle body structure including a front shock absorber tower assembly and a front longitudinal beam assembly, the front shock absorber tower assembly including a front shock absorber tower and a first reinforcing plate, the front shock absorber tower and the first reinforcing plate forming a first buffer cavity; the front longitudinal beam assembly including a front longitudinal beam and a second reinforcing plate, the front longitudinal beam and the second reinforcing plate forming a second buffer cavity; wherein, the front longitudinal beam is fixedly connected to the front shock absorber tower, and the first buffer cavity and the second buffer cavity at least partially overlap.

[0006] The first reinforcing plate and the second reinforcing plate are at least partially overlapped.

[0007] The first reinforcing plate and the second reinforcing plate are fixedly connected by bolts.

[0008] The second reinforcing plate is disposed on the side of the first reinforcing plate away from the front shock absorber tower.

[0009] The first reinforcing plate includes a first main board and a first side plate and a second side plate respectively disposed on both sides of the first main board. The first side plate and the second side plate are both fixedly connected to the front shock absorber tower. The first main board and the front shock absorber tower are spaced apart.

[0010] Both the first side plate and the second side plate are fixedly connected to the front shock absorber tower by screws or rivets, and both the first side plate and the second side plate are bonded to the front shock absorber tower by structural adhesive.

[0011] The first side panel and the second side panel are connected to opposite sides of the first main board along the front-rear direction of the vehicle body. The first side panel extends away from the second side panel, and the second side panel extends away from the first main board.

[0012] The second reinforcing plate includes a second main plate and a flange surrounding the second main plate. Part of the flange is fixedly connected to the first reinforcing plate, and part of the flange is fixedly connected to the front longitudinal beam. The second main plate and the first reinforcing plate are spaced apart.

[0013] The flange is fixedly connected to the front longitudinal beam by bolts, and the flange is welded to the front longitudinal beam.

[0014] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle including the body structure described in any of the technical solutions.

[0015] The beneficial effects of this application are as follows: Unlike existing technologies, the vehicle body structure of this application features a first reinforcing plate and a second reinforcing plate on the front shock absorber tower and the front longitudinal beam, respectively, thereby forming a first buffer cavity and a second buffer cavity in the front shock absorber tower assembly and the front longitudinal beam assembly, respectively. During an offset collision, when the front components of the vehicle are impacted and pushed rearward, the impact force passes through the front shock absorber tower, the first and second reinforcing plates, and the overlapping first and second buffer cavities. The overlapping first and second buffer cavities allow the cavities in the front shock absorber tower assembly and the front longitudinal beam assembly to form a larger cavity, preventing interruption of the force transmission path. Simultaneously, the first and second reinforcing plates can simultaneously improve the strength of both the front shock absorber tower assembly and the front longitudinal beam assembly. Furthermore, the first and second buffer cavities can absorb impact forces from the outside, effectively solving the problem of front-end fragmentation of the front shock absorber tower during a collision. Therefore, the above structure can meet the 25% offset collision performance requirements, improving the safety performance of the passenger compartment. Attached Figure Description

[0016] Figure 1 This is a partial structural schematic diagram of an embodiment of the vehicle body structure of this application;

[0017] Figure 2 This application is Figure 1 The diagram shows a cross-sectional view of the vehicle body structure along the AA direction;

[0018] Figure 3 This is a structural schematic diagram of an embodiment of the front shock absorber tower assembly of this application;

[0019] Figure 4 This is a structural schematic diagram of an embodiment of the front longitudinal beam assembly of this application;

[0020] Figure 5This is an exploded view of an embodiment of the front shock absorber tower assembly of this application;

[0021] Figure 6 This application is Figure 3 The diagram shows a cross-sectional view of the front shock absorber tower assembly along the BB direction. Detailed Implementation

[0022] To make the objectives, technical solutions, and effects of this application clearer and more explicit, the following detailed description is provided with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] See Figure 1 and Figure 2 , Figure 1 This is a partial structural schematic diagram of one embodiment of the vehicle body structure of this application. Figure 2 This application is Figure 1 The diagram shows a cross-sectional view of the vehicle body structure along the AA direction. This vehicle body structure 1 includes a front shock absorber tower assembly 10 and a front longitudinal beam assembly 20. The front shock absorber tower assembly 10 includes a front shock absorber tower 11 and a first reinforcing plate 12, which together form a first buffer cavity 1a. Specifically, along the longitudinal direction X of the vehicle body, the first reinforcing plate 12 is located on the inner front end of the front shock absorber tower 11. The front longitudinal beam assembly 20 includes a front longitudinal beam 21 and a second reinforcing plate 22, which together form a second buffer cavity 2a. Specifically, the front longitudinal beam 21 extends along the longitudinal direction X of the vehicle body and is located below the front shock absorber tower 11, while the second reinforcing plate 22 is located on the inner side of the top of the front longitudinal beam 21, i.e., near the front shock absorber tower 11. The front longitudinal beam 21 is fixedly connected to the front shock absorber tower 11, and the first buffer cavity 1a and the second buffer cavity 2a at least partially overlap. Specifically, the bottom of the front shock absorber tower 11 and the top of the front longitudinal beam 21 can be fixedly connected by bolts.

[0024] The vehicle body structure 1 of this application has a first reinforcing plate 12 and a second reinforcing plate 22 respectively provided on the front shock absorber tower 11 and the front longitudinal beam 21, thereby forming a first buffer cavity 1a and a second buffer cavity 2a in the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20, respectively. In an offset collision, when the front components of the vehicle are impacted and pushed rearward, the impact force passes through the front shock absorber tower 11, the first reinforcing plate 12 and the second reinforcing plate 22, and the overlapping first buffer cavity 1a and the second buffer cavity 2a. The overlapping first buffer cavity 1a and the second buffer cavity 2a allow the cavities in the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20 to form a larger cavity, preventing interruption of the force transmission path. Simultaneously, the first reinforcing plate 12 and the second reinforcing plate 22 can simultaneously improve the strength of the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20. Furthermore, the first buffer cavity 1a and the second buffer cavity 2a can absorb the impact force from the outside, effectively solving the problem of the front end of the front shock absorber tower 11 breaking apart during a collision. Therefore, the above structure can meet the 25% offset collision performance and improve the safety performance of the cockpit.

[0025] Optionally, the front shock absorber tower 11 can be a steel structure or a cast aluminum component, the front longitudinal beam 21 can be a steel structure, and the first reinforcing plate 12 and the second reinforcing plate 22 can be stainless steel sheet metal components. The sheet metal components enable the first reinforcing plate 12 and the second reinforcing plate 22 to have strong ductility and strength, so as to ensure the collision performance of the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20.

[0026] In some embodiments, continue reading Figure 1 and Figure 2 The first reinforcing plate 12 and the second reinforcing plate 22 are at least partially overlapped. Specifically, the bottom portion of the first reinforcing plate 12, i.e., near the front longitudinal beam 21, overlaps with the top portion of the second reinforcing plate 22, i.e., near the front shock absorber tower 11. This arrangement connects the first reinforcing plate 12 and the second reinforcing plate 22 together, further increasing the strength of the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20; at the same time, it allows the first buffer cavity 1a and the second buffer cavity 2a to overlap and communicate, improving impact resistance.

[0027] In some embodiments, the first reinforcing plate 12 and the second reinforcing plate 22 are fixedly connected by bolts 30. Specifically, the bolts 30 are disposed at the overlap of the first reinforcing plate 12 and the second reinforcing plate 22 to lock them together. Multiple bolts 30 can be provided to increase the connection strength. This connection method is simple and quick. In other embodiments, the first reinforcing plate 12 can also be welded or riveted to the second reinforcing plate 22.

[0028] In some embodiments, the second reinforcing plate 22 is disposed on the side of the first reinforcing plate 12 facing away from the front damping tower 11. The above structure facilitates the assembly of the second reinforcing plate 22 and the first reinforcing plate 12 together.

[0029] In one application scenario, the vehicle body structure 1 of this application is assembled as follows: First, the first reinforcing plate 12 is fixed to the front shock absorber tower 11 to form the front shock absorber tower assembly 10, and the front shock absorber tower assembly 10 is as follows: Figure 3 As shown, the second reinforcing plate 22 is fixed to the front longitudinal beam 21 to form the front longitudinal beam assembly 20, and the front longitudinal beam assembly 20 is as follows: Figure 4 As shown. Then, the front shock absorber tower assembly 10 and the front longitudinal beam assembly 20 are fixed along the width direction of the vehicle body. Specifically, the front longitudinal beam 21 is connected to the inner side of the front shock absorber tower 11, and the second reinforcing plate 22 is connected to the inner side of the first reinforcing plate 12.

[0030] In one embodiment, see Figure 5 and Figure 6 , Figure 5 This is an exploded view of an embodiment of the front shock absorber tower assembly of this application. Figure 6 This application is Figure 3 The diagram shows a cross-sectional view of the front shock absorber tower assembly along the BB direction. The first reinforcing plate 12 includes a first main plate 121 and a first side plate 122 and a second side plate 123 respectively disposed on both sides of the first main plate 121. Both the first side plate 122 and the second side plate 123 are fixedly connected to the front shock absorber tower 11, and the first main plate 121 is spaced apart from the front shock absorber tower 11. The two sides of the first reinforcing plate 12 are fixedly connected to the front shock absorber tower 11 through the first side plate 122 and the second side plate 123, and together with the first main plate 121, they form a first buffer cavity 1a. The above structure can enhance the strength of the front shock absorber tower assembly 10.

[0031] Optionally, both the first side plate 122 and the second side plate 123 are fixedly connected to the front damping tower 11 by screws or rivets, and both the first side plate 122 and the second side plate 123 are bonded to the front damping tower 11 by structural adhesive 40. Specifically, the first side plate 122 is located at the front end of the first main plate 121, and the second side plate 123 is located at the rear end of the first main plate 121. The first side plate 122 is riveted to the front end of the front damping tower 11 by self-piercing rivets 50, and the first side plate 122 and the front damping tower 11 are also bonded by structural adhesive 40. Multiple self-piercing rivets 50 can be spaced apart. The second side plate 123 is threaded to the inner wall of the front damping tower 11 by flowing drill screws 60, and the second side plate 123 and the front damping tower 11 are also bonded by structural adhesive 40. Multiple flowing drill screws 60 can be spaced apart. This application improves the overall strength of the front shock absorber tower assembly 10 by setting multiple connection methods. At the same time, when the front shock absorber tower 11 is made of cast aluminum and the first reinforcing plate 12 is made of stainless steel, the structural adhesive 40 can seal and prevent corrosion at the connection between the front shock absorber tower 11 and the first reinforcing plate 12, thus avoiding corrosion problems at the steel-aluminum connection.

[0032] For details, please refer to [link / reference]. Figure 5 and Figure 6The first side plate 122 and the second side plate 123 are connected to opposite sides of the first main plate 121 along the front-rear direction X of the vehicle body. The first side plate 122 extends away from the second side plate 123, and the second side plate 123 extends away from the first main plate 121. Specifically, the front end of the first main plate 121 first extends away from the first main plate 121, and then extends forward to form the first side plate 122. The extension direction of the first side plate 122 is consistent with the extension direction of the front end of the front shock absorber tower 11, so that the two can fit together. The extension direction of the second side plate 123 is consistent with the extension direction of the front side wall of the front shock absorber tower 11, so that the two can fit together. Since the extension directions of the first side plate 122 and the second side plate 123 have an angle, on the one hand, it can be adapted to the front shock absorber tower 11, and on the other hand, it can strengthen the strength of the front shock absorber tower 11 in different directions, so as to improve the collision performance in different directions.

[0033] In one embodiment, see further. Figure 4 The second reinforcing plate 22 includes a second main plate 221 and a flange 222 surrounding the second main plate 221. Part of the flange 222 is fixedly connected to the first reinforcing plate 12, and part of the flange 222 is fixedly connected to the front longitudinal beam 21. The second main plate 221 and the first reinforcing plate 12 are spaced apart. Specifically, the second main plate 221 has an arc-shaped plate structure protruding away from the front shock absorber tower 11. The second main plate 221 is spaced apart from the first reinforcing plate 12 and from the front longitudinal beam 21, thus forming a buffer cavity. The flange 222 around the second main plate 221 is used for fixed connection to the front shock absorber tower 11 and the front longitudinal beam 21. The upper part of the flange 222 is fixedly connected to the first reinforcing plate 12. Specifically, in this embodiment, the flange 222 is simultaneously fixedly connected to the first main plate 121 and the first side plate 122. The flange 222 can be fixedly connected to the first main plate 121 and the first side plate 122 by multiple bolts 30. Optionally, the second main board 221 is also provided with a through hole 223, which connects to the second buffer cavity 2a. The through hole 223 facilitates the welding of the front longitudinal beam 21 and can reduce the weight of the second reinforcing plate 22.

[0034] Continue reading Figure 1 and Figure 4 The lower half of the flange 222 is fixedly connected to the front longitudinal beam 21. Specifically, the flange 222 is fixedly connected to the top of the front longitudinal beam 21 by screws. The front longitudinal beam 21 includes an inner plate (see...). Figure 2 211) and the outer plate of the front longitudinal beam (see 211) Figure 2 (212) The screw can simultaneously lock and fix the inner plate 211, the outer plate 212 and the flange 222 of the front longitudinal beam. At the same time, the flange 222 is welded to the front longitudinal beam 21 to further ensure the stability of the connection with the front longitudinal beam 21. Specifically, the flange 222 is welded to the inner plate of the front longitudinal beam 21.

[0035] To solve the above-mentioned technical problems, another technical solution adopted in this application is to provide a vehicle including the body structure 1 of any of the above embodiments. The vehicle provided in this application can be a pure gasoline vehicle, a hybrid electric vehicle, or a pure electric vehicle, and is also applicable to any other type of vehicle, such as a sports utility vehicle (SUV), an off-road vehicle, a commercial vehicle, etc.

[0036] The above are merely embodiments of this application and do not limit the scope of this patent application. Any equivalent structural or procedural changes made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of this application.

Claims

1. A vehicle body structure, characterized in that, include: The front shock absorber tower assembly includes a front shock absorber tower and a first reinforcing plate, wherein the front shock absorber tower and the first reinforcing plate together form a first buffer cavity; The front longitudinal beam assembly includes a front longitudinal beam and a second reinforcing plate, wherein the front longitudinal beam and the second reinforcing plate together form a second buffer cavity; wherein... The front longitudinal beam is fixedly connected to the front shock absorber tower, and the first buffer cavity and the second buffer cavity are at least partially overlapped.

2. The vehicle body structure according to claim 1, characterized in that, The first reinforcing plate and the second reinforcing plate are at least partially overlapped.

3. The vehicle body structure according to claim 2, characterized in that, The first reinforcing plate and the second reinforcing plate are fixedly connected by bolts.

4. The vehicle body structure according to claim 2, characterized in that, The second reinforcing plate is disposed on the side of the first reinforcing plate away from the front shock absorber tower.

5. The vehicle body structure according to any one of claims 1-4, characterized in that, The first reinforcing plate includes a first main plate and a first side plate and a second side plate respectively disposed on both sides of the first main plate. The first side plate and the second side plate are both fixedly connected to the front shock absorber tower. The first main plate and the front shock absorber tower are spaced apart.

6. The vehicle body structure according to claim 5, characterized in that, Both the first side plate and the second side plate are fixedly connected to the front shock absorber tower by screws or rivets, and both the first side plate and the second side plate are bonded to the front shock absorber tower by structural adhesive.

7. The vehicle body structure according to claim 5, characterized in that, The first side panel and the second side panel are connected to the opposite sides of the first main board along the front-rear direction of the vehicle body. The first side panel extends away from the second side panel, and the second side panel extends away from the first main board.

8. The vehicle body structure according to claim 2 or 3, characterized in that, The second reinforcing plate includes a second main plate and a flange arranged around the second main plate. Part of the flange is fixedly connected to the first reinforcing plate, and part of the flange is fixedly connected to the front longitudinal beam. The second main plate and the first reinforcing plate are spaced apart.

9. The vehicle body structure according to claim 8, characterized in that, The flange is fixedly connected to the front longitudinal beam by bolts, and the flange is welded to the front longitudinal beam.

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

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