Vehicle and body structure thereof

Abstract

The application relates to the technical field of vehicle bodies, and provides a vehicle and a body structure thereof, the body structure comprising a side wall reinforcing plate, a B-pillar inner plate arranged on the inner side of the side wall reinforcing plate, a rocker beam inner plate and a reinforcing piece. The side wall reinforcing plate and the B-pillar inner plate form a B-pillar cavity, the side wall reinforcing plate and the rocker beam inner plate form a rocker beam cavity, and the B-pillar cavity and the rocker beam cavity are communicated. The reinforcing piece is arranged at the communication position of the B-pillar cavity and the rocker beam cavity, the outer side of the reinforcing piece is connected with the side wall reinforcing plate, and the inner side of the reinforcing piece is connected with the B-pillar inner plate and the rocker beam inner plate. The body structure can realize the continuous transmission of the collision force between the B-pillar and the rocker beam when a side collision occurs, so that the collapse deformation of the rocker beam caused by excessive local stress can be effectively avoided, and the side collision safety of the body can be improved.

Description

Technical Field

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

[0002] In existing passenger vehicle body structures, when a vehicle suffers a side impact, the collision force first acts on the side of the vehicle body, then is transferred to the B-pillar, and subsequently relies entirely on the local deformation of the sill beam to absorb energy and dissipate it. However, once the sill beam reaches its energy absorption limit, it can no longer effectively buffer the collision force, leading to increased deformation of the vehicle body structure, increased intrusion into the passenger compartment, and poor safety during side collisions, significantly increasing the risk of injury to occupants in side-impact accidents. Utility Model Content

[0003] In view of this, this application aims to propose a vehicle body structure that can improve the safety of the vehicle body in the event of a side collision.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0005] A vehicle body structure includes a side reinforcement plate, and an inner B-pillar plate, a sill beam plate, and a reinforcement member disposed inside the side reinforcement plate;

[0006] The side reinforcement plate and the inner plate of the B-pillar form a B-pillar cavity, and the side reinforcement plate and the inner plate of the sill beam form a sill beam cavity. The B-pillar cavity and the sill beam cavity are connected.

[0007] The reinforcing member is located at the connection between the B-pillar cavity and the sill beam cavity, and the outer side of the reinforcing member is connected to the side reinforcement plate, while the inner side of the reinforcing member is connected to the inner plate of the B-pillar and the inner plate of the sill beam.

[0008] Furthermore, it also includes a seat crossbeam connected to the inner plate of the sill beam;

[0009] Viewed from the left and right sides of the vehicle, at least part of the reinforcing member overlaps with the seat crossbeam.

[0010] Furthermore, in the longitudinal direction of the vehicle, the rear end of the reinforcing member is flush with the rear end of the seat crossbeam.

[0011] Furthermore, the seat crossbeam includes a crossbeam body extending along the left-right direction of the vehicle, and mounting brackets located at the left and right ends of the crossbeam body.

[0012] The mounting bracket is connected to the inner plate of the sill beam, and from the left-right direction of the whole vehicle, at least part of the reinforcing member overlaps with the mounting bracket.

[0013] Furthermore, a first cavity with an open bottom is formed within the mounting bracket; and / or,

[0014] The inner plate of the threshold beam includes a side plate, and a top plate and a bottom plate located on the upper and lower sides of the side plate. The mounting bracket is connected to the top plate and the side plate.

[0015] Furthermore, the reinforcing member is box-shaped, and a second cavity is formed between the reinforcing member and the side reinforcement plate.

[0016] Furthermore, the reinforcing member includes a main board and a plurality of support plates extending toward one side of the side reinforcement plate;

[0017] The main board is connected to the inner panel of the B-pillar and the inner panel of the sill beam. Multiple support plates are connected to the side reinforcement plate, and adjacent support plates are connected together.

[0018] Furthermore, a reinforcing beam is provided inside the sill beam cavity, and the reinforcing beam extends along the front-rear direction of the vehicle.

[0019] The reinforcing member is located above the reinforcing beam.

[0020] Furthermore, the reinforcing beam is hollow inside, and multiple interwoven partitions are provided inside the reinforcing beam;

[0021] The multiple partitions divide the reinforcing beam into multiple cavities, and each cavity extends along the length of the reinforcing beam.

[0022] Compared with related technologies, this application has the following advantages:

[0023] (1) The vehicle body structure described in this application includes a reinforcing member installed at the connection between the B-pillar cavity and the sill beam cavity, which is connected to the side reinforcement plate, the inner B-pillar plate, and the inner sill beam plate. Therefore, in the event of a side collision, the impact force can be transferred from the side reinforcement plate to the B-pillar and then to the sill beam via the reinforcing member. This effectively avoids the dispersion or interruption of side impact force in traditional structures, and enables continuous transmission of impact force between the B-pillar and the sill beam. This effectively prevents the sill beam from collapsing due to excessive local stress, thereby improving the side impact safety of the vehicle body.

[0024] (2) By making at least some of the reinforcing members overlap with the seat crossbeam when viewed from the left and right sides of the vehicle, the side impact force can be diverted to the seat crossbeam through the overlapping area while being transmitted to the inner panel of the door sill beam via the reinforcing members. This allows the impact force to be further diffused from the side of the vehicle body to the bottom structure of the vehicle body, further reducing the load-bearing pressure of the door sill beam. This further reduces the amount of deformation caused by the door sill beam intruding into the vehicle body due to the force, which is beneficial to improving the side impact safety of the vehicle body.

[0025] (3) By making the rear end of the reinforcement flush with the rear end of the seat crossbeam in the front-rear direction of the vehicle, the reinforcement can be effectively prevented from protruding too far and occupying the space of the seat belt retractor.

[0026] (4) By including a main body of the seat crossbeam extending along the left-right direction of the vehicle and mounting brackets located at the left and right ends of the main body of the crossbeam, and by ensuring that at least part of the reinforcing member overlaps with the mounting bracket from the left-right direction of the vehicle, the side impact force, while being transmitted to the inner panel of the sill beam through the reinforcing member, can be directly transmitted to the mounting bracket of the seat crossbeam through the overlapping area for dissipation. At the same time, during the load-bearing process, the reinforcing member can provide additional support for the mounting bracket, which can effectively avoid the risk of local overload failure of the mounting bracket due to excessive force concentration, and can extend the service life of the seat crossbeam.

[0027] (5) By forming a first cavity with an open bottom in the mounting bracket, the amount of material used in the mounting bracket can be effectively reduced without significantly reducing the structural rigidity. This can effectively ensure the support strength of the seat beam and the connection rigidity with the inner plate of the sill beam, while also reducing the overall weight of the vehicle body, which is conducive to improving the energy economy of the vehicle.

[0028] By including side panels, top panels, and bottom panels located above and below the side panels, and connecting the mounting brackets to the top and side panels, the sill beam inner panel not only possesses high structural strength and good load-bearing capacity, but also, by connecting the mounting brackets to the top and side panels, in the event of a side impact, when the impact force is transmitted to the sill beam inner panel via the reinforcement and mounting brackets, the force can be dispersed to the side and top areas of the sill beam inner panel, avoiding the risk of localized tearing caused by force concentration at a single connection point.

[0029] (6) By setting the reinforcing member in a box shape, it can have better torsional and bending resistance, and more stably connect the side wall reinforcement plate, the inner B-pillar plate and the inner sill beam plate, ensuring that the force transmission path between the three always maintains a rigid connection, which is conducive to ensuring the continuous transmission of side impact force. Furthermore, by forming a second cavity between the reinforcing member and the side wall reinforcement plate, some of the collision energy can be absorbed through the compression of air in the cavity and the deformation of the structure, thereby reducing the impact force transmitted to other structures of the vehicle body, which can effectively reduce the damage to the main structure of the vehicle body caused by excessive impact force.

[0030] (7) By connecting the main board of the reinforcing member to the inner panel of the B-pillar and the inner panel of the sill beam, and connecting multiple support plates to the side wall reinforcing plate, and connecting two adjacent support plates together, the reinforcing member can not only have better torsional and bending resistance, but also improve the overall firmness through multiple connections with the side wall reinforcing plate, the inner panel of the B-pillar and the inner panel of the sill beam.

[0031] In the event of a side collision, the coordinated force exerted by the various support plates and the main plate resists localized deformation, effectively reducing structural collapse in the area connecting the B-pillar and the sill beam, minimizing intrusion into the passenger compartment, and contributing to improved side-impact safety. Simultaneously, the multiple support plates ensure more balanced support for the side reinforcement plates, effectively preventing dents and deformations caused by excessive localized stress.

[0032] (8) By installing a reinforcing beam extending along the front-rear direction of the vehicle within the sill beam cavity, the bending and shear resistance of the sill beam can be improved. During a side collision, as the impact force spreads along the front-rear direction of the vehicle body, the reinforcing beam can effectively resist the longitudinal bending deformation of the sill beam, preventing it from collapsing due to excessive local stress. This increases the overall load-bearing capacity of the sill beam and effectively addresses the problem of the sill beam crushing and encroaching on the passenger compartment. Furthermore, when the impact force is transmitted from the B-pillar to the sill beam through the reinforcing member, the reinforcing beam can provide support for the reinforcing member, effectively preventing the reinforcing member from collapsing and deforming into the sill beam cavity due to excessive stress.

[0033] (9) By incorporating multiple interwoven baffles within the reinforcing beam and dividing it into multiple cavities, the structural strength of the reinforcing beam can be effectively guaranteed, while the transverse connection of the baffles can enhance its torsional and shear resistance. Moreover, during a collision, different cavities participate in energy absorption sequentially according to the magnitude of the force, achieving graded buffering and gradual dissipation. This effectively prevents the collision energy from erupting within the reinforcing beam, thereby significantly increasing the total energy absorption of the reinforcing beam and further reducing the impact force transmitted to other structures of the vehicle body.

[0034] This application also proposes a vehicle having the body structure described above.

[0035] By adopting the above-described vehicle body structure, the vehicle described in this application can significantly reduce the amount of vehicle body deformation during a side collision, effectively protect the occupant survival space, greatly reduce the risk of occupant injury, and significantly improve the vehicle's side collision safety performance. Attached Figure Description

[0036] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0037] Figure 1 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application from a first-view perspective;

[0038] Figure 2 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application from a second perspective;

[0039] Figure 3 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application from a third-person perspective;

[0040] Figure 4 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application from a fourth-person perspective;

[0041] Figure 5 for Figure 4 Sectional view of line AA in the middle;

[0042] Figure 6 This is a partial structural diagram of the vehicle body structure described in the embodiments of this application from a fifth-person perspective;

[0043] Figure 7 This is a schematic diagram of the mounting bracket described in an embodiment of this application;

[0044] Figure 8 This is a schematic diagram of the mounting bracket described in an embodiment of this application from another perspective;

[0045] Figure 9 This is a structural schematic diagram of the mounting bracket described in an embodiment of this application from another perspective;

[0046] Figure 10 This is a schematic diagram of the structure of the reinforcing member described in the embodiments of this application;

[0047] Figure 11 This is a schematic diagram of the reinforcing member described in an embodiment of this application from another perspective;

[0048] Figure 12 This is a structural schematic diagram of the reinforcing member described in an embodiment of this application from another perspective.

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Side panel reinforcement;

[0051] 2. Inner panel of B-pillar;

[0052] 3. Inner panel of the door sill beam;

[0053] 4. Seat crossbeam; 401. Crossbeam body; 402. Mounting bracket; 4021. Top plate; 4022. Front side plate; 4023. Rear side plate; 4024. Outer side plate; 4025. Inner side plate;

[0054] 5. Reinforcing components; 501. Main board; 502. Support plate;

[0055] 6. Strengthen the beam. Detailed Implementation

[0056] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0057] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0058] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0059] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" 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 in light of the specific circumstances.

[0060] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0061] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0062] An embodiment of the first aspect of this application provides a vehicle body structure to improve its side-impact safety.

[0063] In related technologies, a hollow structure is used in the section from the B-pillar to the upper part of the sill beam to achieve certain functions through spatial layout. However, during a side collision, the hollow structure in this section exhibits significant discontinuity in force transmission. When a vehicle suffers a side impact, the collision force first acts on the side of the vehicle body and then is transmitted to the B-pillar. Due to the characteristics of the hollow structure in the section from the B-pillar to the upper part of the sill beam, the transmission of collision force in this area is difficult to maintain a continuous path, resulting in interruptions or dispersion of energy transmission. Consequently, the sill beam has to bear most of the side impact force.

[0064] Furthermore, when the door sill beam reaches its energy absorption limit, it can no longer effectively buffer the collision force, which leads to an increase in the deformation of the vehicle body structure, seriously threatening the survival space of the occupants and greatly increasing the risk of injury to the occupants in a side collision.

[0065] In view of this, in order to overcome the shortcomings of the related technologies, the vehicle body structure of this embodiment combines... Figures 1 to 6 As shown, the overall design includes a side reinforcement plate 1, and B-pillar inner plate 2, sill beam inner plate 3, and reinforcement member 5 located inside the side reinforcement plate 1.

[0066] The side reinforcement plate 1 and the inner B-pillar plate 2 form the B-pillar cavity, and the side reinforcement plate 1 and the inner sill beam plate 3 form the sill beam cavity. The B-pillar cavity and the sill beam cavity are connected. The reinforcement member 5 is located at the connection between the B-pillar cavity and the sill beam cavity, and the outer side of the reinforcement member 5 is connected to the side reinforcement plate 1, while the inner side of the reinforcement member 5 is connected to the inner B-pillar plate 2 and the inner sill beam plate 3.

[0067] Therefore, by installing a reinforcing member 5 at the connection between the B-pillar cavity and the sill beam cavity, and connecting the reinforcing member 5 to the side reinforcement plate 1, the inner B-pillar panel, and the inner sill beam panel 3 respectively, in the event of a side collision, the impact force can be transferred from the side reinforcement plate 1 to the B-pillar, and then through the reinforcing member 5 to the sill beam. This effectively avoids the dispersion or interruption of side impact force in traditional structures, and achieves continuous transmission of impact force between the B-pillar and the sill beam. This effectively prevents the sill beam from collapsing and deforming due to excessive local stress, thereby improving the side impact safety of the vehicle body.

[0068] Furthermore, since the connection between the B-pillar cavity and the sill beam cavity is a critical location for the transmission of side impact forces, by placing the reinforcing member 5 at this location and forming a rigid support, and with its outer side connected to the side wall reinforcing plate 1 and its inner side connected to the B-pillar inner plate and the sill beam inner plate 3 at multiple points, the structural rigidity of the connection area between the B-pillar and the sill beam can be effectively enhanced. This can effectively resist the impact force of the collision and reduce local deformation caused by structural weakness. At the same time, the two cavities can form a mutually supporting whole through the reinforcing member 5, which can jointly bear and disperse energy during the collision. This makes the transmission of the impact force more coherent and can effectively prevent a single cavity from collapsing and deforming due to excessive local stress, thereby reducing the overall deformation of the vehicle body, preserving more survival space for the occupants, and improving the overall side impact safety of the vehicle body.

[0069] Based on the above overview, specifically, let's continue to combine... Figures 1 to 6 As shown in the diagram, similar to existing technology, the door sill beams extend along the front-rear direction of the vehicle and are two beams arranged opposite each other in the left-right direction. Similarly, the B-pillars extend along the vertical direction of the vehicle and are also two beams arranged opposite each other in the left-right direction. For ease of explanation, only one side of the structure is illustrated in the diagram; the other side can be referred to below.

[0070] In addition, such as Figure 1 As shown, the width of the B-pillar gradually increases in the longitudinal direction of the vehicle, moving from top to bottom. This design allows for more efficient transfer of side impact forces to the bottom load-bearing structures such as the sill beam and seat crossbeams through a larger contact area, preventing connection failures caused by localized stress concentration. Simultaneously, it also improves the bending resistance of the B-pillar base, enabling it to directly withstand larger lateral impact loads and reduce intrusion deformation during a collision.

[0071] In some exemplary embodiments, the vehicle body structure of this embodiment also includes a seat crossbeam 4 connected to the inner panel 3 of the sill beam, and, viewed from the left-right direction of the vehicle, at least a portion of the reinforcing member 5 overlaps with the seat crossbeam 4. Because the seat crossbeam 4 possesses strong rigidity and force transmission capability, when the reinforcing member 5 partially overlaps with the seat crossbeam 4, the force generated by a side collision, while being transmitted to the inner panel 3 of the sill beam via the reinforcing member 5, can be diverted to the seat crossbeam 4 through the overlapping area.

[0072] Meanwhile, since the seat crossbeam 4 connects the left and right sides of the vehicle body, it can transfer and disperse some of the collision force to the other side of the vehicle, effectively preventing excessive concentration of force in a local area and further reducing the load-bearing pressure on the sill beam. In addition, when the sill beam and reinforcement 5 bear a large load, through their overlapping connection with the seat crossbeam 4, the support provided by the seat crossbeam 4 to the bottom of the vehicle body can reduce the deformation rate and degree of the side structure, thus helping to reduce the degree of intrusion into the passenger compartment.

[0073] In some exemplary embodiments, the rear end of the reinforcement 5 is flush with the rear end of the seat crossbeam 4 in the longitudinal direction of the vehicle. This arrangement effectively prevents the reinforcement 5 from protruding excessively and occupying space in the seat belt retractor. It should be noted that the flush alignment of the rear end of the reinforcement 5 with the rear end of the seat crossbeam 4 includes both a precise alignment in a strictly dimensional sense and a general alignment from a visual and functional perspective. As long as this alignment does not obstruct or interfere with the normal installation and operation of the seat belt retractor, it falls within the scope of protection of this design.

[0074] In specific implementation, for example Figure 1 , Figure 5 and Figure 6 As shown, the reinforcing member 5 is specifically located at the bottom and front end of the B-pillar cavity to minimize interference with the seatbelt retractor. Furthermore, viewed from the left-right direction of the vehicle, part of the reinforcing member 5 overlaps with the seat crossbeam 4. Moreover, the rear end of the reinforcing member 5 is roughly flush with the rear end of the seat crossbeam 4, and its front end is close to the front end of the B-pillar cavity, giving the reinforcing member 5 a greater length to effectively transmit side impact forces.

[0075] In some exemplary embodiments, the seat crossbeam 4 includes a crossbeam body 401 extending along the left-right direction of the vehicle, and mounting brackets 402 located at the left and right ends of the crossbeam body 401. Furthermore, the mounting brackets 402 are connected to the inner panel 3 of the sill beam, and from the left-right direction of the vehicle, at least a portion of the reinforcing member 5 overlaps with the mounting bracket 402.

[0076] During the load-bearing process, the mounting brackets 402 at both ends of the seat crossbeam 4 are mainly used for mounting the seat and need to bear most of the load transmitted by the crossbeam body 401, while the crossbeam body 401 mainly serves a connecting function. By making the seat crossbeam 4 include the crossbeam body 401 and the mounting brackets 402, and setting the mounting brackets 402 and the crossbeam body 401 as different structures according to design requirements, the performance of each can be fully utilized, and it is also conducive to lightweight design.

[0077] Furthermore, by overlapping the reinforcing member 5 with the mounting bracket 402, the reinforcing member 5 provides additional support to the mounting bracket 402. This distributes part of the load borne by the mounting bracket 402 to the B-pillar inner panel and side reinforcement plate 1, effectively preventing the risk of localized overload failure due to excessive force concentration in the mounting bracket 402, and extending the service life of the seat beam 4. Simultaneously, it improves the support stability of the seat beam 4 for the vehicle seats, especially better restraining seat displacement under collision conditions, thus ensuring occupant safety.

[0078] In specific implementation, such as Figure 2 and Figure 3As shown, the main body of the crossbeam 401 extends along the left-right direction of the vehicle and has a flat overall structure. This not only ensures that the main body of the crossbeam 401 has sufficient lateral width, providing a large contact area for bearing side impact forces, thus facilitating the better absorption and transfer of side impact energy, but also reduces material usage while maintaining structural strength, effectively achieving the goal of localized weight reduction in the vehicle body. Furthermore, the main body of the crossbeam 401 has outwardly folded flanges on both the front and rear sides, which connect to the vehicle floor.

[0079] In some exemplary embodiments, a first cavity with an open bottom is formed within the mounting bracket 402. By forming a first cavity with an open bottom within the mounting bracket 402, the amount of material used in the mounting bracket 402 can be effectively reduced without significantly reducing structural rigidity. This effectively ensures the support strength of the seat crossbeam 4 and the connection rigidity with the inner plate 3 of the sill beam, while also reducing the overall weight of the vehicle body, which is beneficial to improving vehicle energy economy.

[0080] In specific implementation, for example, Figures 7 to 9 As shown, the mounting bracket 402 is located above the crossbeam body 401, and its top is provided with mounting holes for installing seats to meet the seat installation requirements. Furthermore, viewed from the left-right direction of the vehicle, some of the reinforcing members 5 overlap with the mounting bracket 402. Specifically, the mounting bracket 402 includes a rectangular top plate 4021, a front side plate 4022 located in front of the top plate 4021, a rear side plate 4023 located behind it, an outer side plate 4024 located near the exterior of the vehicle, and an inner side plate 4025 located on the interior side of the top plate 4021. The outer side plate 4024 and the inner side plate 4025 are respectively provided with a first flange and a second flange. The outer side plate 4024 is connected to the inner sill beam plate 3 via the first flange, and the inner side plate 4025 is connected to the crossbeam body 401 via the second flange. The front side plate 4022 and the rear side plate 4023 are simultaneously connected to the crossbeam body 401 and the inner sill beam plate 3.

[0081] In some exemplary embodiments, the inner plate 3 of the sill beam includes a side plate, and a top plate and a bottom plate located on the upper and lower sides of the side plate. A mounting bracket 402 is connected to the top plate and the side plate. In this case, the connection between the mounting bracket 402 and the side plate effectively transmits the horizontal force during a side collision. The connection between the mounting bracket 402 and the top plate allows it to withstand vertical loads.

[0082] This effectively improves the stability and load-bearing capacity of the connection between the mounting bracket 402 and the inner sill beam 3. In a side collision, when the impact force is transmitted to the inner sill beam 3 via the reinforcement 5 and the mounting bracket 402, the bidirectional connection structure disperses the force to the side and top areas of the inner sill beam 3, avoiding the risk of localized tearing caused by force concentration at a single connection point. Furthermore, during normal driving, this connection effectively resists the shaking or deformation of the mounting bracket 402, ensuring the reliability of the connection between the seat beam 4 and the inner sill beam 3.

[0083] In some exemplary embodiments, the reinforcing member 5 is box-shaped, and a second cavity is formed between the reinforcing member 5 and the side wall reinforcing plate 1. By making the reinforcing member 5 box-shaped, it can have better torsional and bending resistance, and can distribute the force more evenly to each side wall, making the reinforcing member 5 less prone to local deformation when subjected to side impact forces. Compared with a non-box-shaped structure, the box-shaped reinforcing member 5 can more stably connect the side wall reinforcing plate 1, the B-pillar inner plate, and the sill beam inner plate 3, which can further improve the structural integrity at the connection between the B-pillar cavity and the sill beam cavity, and can improve the impact force transmission effect.

[0084] Furthermore, when the side impact force is transmitted to the reinforcement 5, the second cavity can utilize its own spatial structure to achieve a certain degree of energy buffering. Under the action of the impact force, the cavity wall of the second cavity will deform, absorbing part of the impact energy through the compression of the air inside the cavity and the deformation of the structure. This can reduce the impact force transmitted to other structures of the vehicle body, which helps to reduce the damage to the main structure of the vehicle body caused by excessive impact force, and can reduce the amount of intrusion into the passenger compartment, thereby reducing the injury to the occupants.

[0085] In some exemplary embodiments, the reinforcing member 5 includes a main board 501 and a plurality of support plates 502 extending toward the side reinforcement plate 1. The main board 501 is connected to the B-pillar inner panel 2 and the sill beam inner panel 3, and the plurality of support plates 502 are all connected to the side reinforcement plate 1, with adjacent support plates 502 connected together. By including a plurality of support plates 502 in the reinforcing member 5, multiple sets of lateral support structures can be formed between the main board 501 and the side reinforcement plate 1. This allows the impact force borne by the side reinforcement plate 1 to be dispersed to the main board 501 through the plurality of support plates 502, and then transmitted to the B-pillar inner panel and the sill beam inner panel 3 via the main board 501. This improves the dispersion efficiency of the impact force in the area of ​​the reinforcing member 5, further optimizes the distribution of the impact force on the side of the vehicle body, and effectively prevents damage to the reinforcing member 5.

[0086] Furthermore, by connecting adjacent support plates 502 together, multiple support plates 502 can form an integral frame structure. This not only further improves the torsional and bending resistance of the reinforcement 5, but also enhances the overall structural strength of the vehicle side through multi-point connections with the side reinforcement plate 1, the B-pillar inner panel, and the sill beam inner panel 3. Therefore, in a side collision, the reinforcement 5 can resist local deformation through the combined force of the support plates 502 and the main plate 501, effectively reducing structural collapse in the B-pillar and sill beam connection area and preserving more survival space for the passenger compartment. Simultaneously, this structure provides better support for the side reinforcement plate 1, effectively preventing it from denting due to excessive local stress.

[0087] In specific implementation, combined with Figures 10 to 12 As shown, for example, the main board 501 of the reinforcing member 5 can be set into a rectangle and has three support plates 502 located at the three edges of the rectangle. Moreover, each support plate 502 has an outwardly folded flange portion, which is connected to the side reinforcing plate 1 through the flange portion. At the same time, the two sides of the middle support member also have inwardly folded flanges that fold inward into the reinforcing member 5, and each side inwardly folded flange is welded to the adjacent support plate 502.

[0088] It should be noted that the number of support plates 502 is not limited to that shown in the figure; in addition to three, four can also be used. Furthermore, the shape of the main board 501 is not limited to the rectangle shown in the figure; it can be set to a triangle, pentagon, or other shapes according to design requirements.

[0089] In some exemplary embodiments, a reinforcing beam 6 is provided within the sill beam cavity, extending along the longitudinal direction of the vehicle, with the reinforcing member 5 positioned above the reinforcing beam 6. By providing a reinforcing beam 6 extending longitudinally within the sill beam cavity, the bending and shear resistance of the sill beam can be improved. During a side collision, as the impact force spreads along the longitudinal direction of the vehicle body, the reinforcing beam 6 can effectively resist the longitudinal bending deformation of the sill beam, thereby effectively preventing the sill beam from collapsing due to excessive local stress.

[0090] By placing the reinforcing member 5 above the reinforcing beam 6, when the impact force is transmitted to the sill beam area via the B-pillar and the reinforcing member 5, the upper reinforcing member 5 can directly transfer part of the impact force to the lower reinforcing beam 6. Thus, the impact force can be diffused to the inner plate 3 of the sill beam through the reinforcing member 5, and also transmitted to the lower reinforcing beam 6, and then rapidly dispersed to the entire sill beam cavity along the front-back direction by the reinforcing beam 6, further reducing the concentration of stress in the local structure. In addition, the reinforcing beam 6 also provides bottom support for the reinforcing member 5, effectively preventing the reinforcing member 5 from deforming into the sill beam cavity due to excessive stress.

[0091] In some exemplary embodiments, the reinforcing beam 6 is hollow and contains multiple interwoven partitions. These partitions divide the reinforcing beam 6 into multiple cavities, each extending along the length of the reinforcing beam 6. By designing the reinforcing beam 6 as a hollow structure and dividing the hollow area into multiple cavities extending along the length direction using partitions, the load-bearing capacity of the reinforcing beam 6 in the longitudinal direction can be effectively guaranteed, while the lateral connection of the partitions enhances the torsional and shear resistance of the reinforcing beam 6.

[0092] By extending multiple cavities along the length of the reinforcing beam 6, when a side impact force is transmitted to the reinforcing beam 6, the energy diffuses along the length of the cavities, while the crisscrossing baffles distribute the energy to each cavity. During a collision, the cavity walls deform, and different cavities can participate in energy absorption sequentially. The cavity closest to the point of impact deforms first to absorb energy, and then the energy is transferred to adjacent cavities through the baffles, achieving a graded buffering and gradual dissipation effect. This effectively prevents energy from concentrating and exploding within the reinforcing beam 6, increases the total energy absorption of the reinforcing beam 6, and further reduces the impact force transmitted to other structures of the vehicle body.

[0093] Furthermore, when the reinforcing member 5 transmits the impact force to the reinforcing beam 6, the partition can quickly disperse the force across the entire length of the reinforcing beam 6, effectively preventing excessive force concentration in the contact area between the reinforcing beam 6 and the reinforcing member 5. Simultaneously, the cavity extends along its length, facilitating the rapid diffusion of force along the length of the reinforcing beam 6, thereby further optimizing the impact force transmission path between the vehicle body side and the sill structure.

[0094] In specific implementation, refer to Figure 5 As shown, the reinforcing beam 6 can be made of extruded aluminum, and its cross-section follows the shape of the sill beam cavity, being approximately rectangular. Furthermore, the side of the reinforcing beam 6 closest to the vehicle interior is screwed to the inner sill beam panel 3, while gaps exist between the other sidewalls and the inner sill beam panel 3 and the side reinforcement plate 1 to prevent rattling. In addition, the reinforcing beam 6 has four rows of cavities arranged vertically, each row containing four cavities, providing a multi-level collision buffering effect.

[0095] It should be noted that the arrangement and number of partitions and compartments are not limited to those shown in the figure, and can be adjusted according to design requirements.

[0096] It is worth noting that, regarding the vehicle body structure of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 12 As shown, the vehicle body structure includes a side reinforcement plate 1, and a B-pillar inner plate 2, a sill beam inner plate 3, and a reinforcement member 5 disposed inside the side reinforcement plate 1.

[0097] The side reinforcement plate 1 and the inner B-pillar panel 2 form the B-pillar cavity, and the side reinforcement plate 1 and the inner sill beam panel 3 form the sill beam cavity. The B-pillar cavity and the sill beam cavity are connected. A reinforcement member 5 is located at the connection between the B-pillar cavity and the sill beam cavity. The outer side of the reinforcement member 5 is connected to the side reinforcement plate 1, and the inner side of the reinforcement member 5 is connected to both the inner B-pillar panel 2 and the inner sill beam panel 3. Furthermore, from the left-right direction of the vehicle, part of the reinforcement member 5 overlaps with the seat crossbeam 4, and in the front-rear direction of the vehicle, the rear end of the reinforcement member 5 is flush with the rear end of the seat crossbeam 4.

[0098] The seat crossbeam 4 includes a crossbeam body 401 extending along the left and right direction of the vehicle, and mounting brackets 402 located at the left and right ends of the crossbeam body 401. The mounting brackets 402 are connected to the inner plate 3 of the sill beam, and from the left and right direction of the vehicle, some of the reinforcing members 5 overlap with the mounting brackets 402.

[0099] The mounting bracket 402 has a first cavity with an open bottom. The inner plate 3 of the threshold beam includes a side plate, a top plate and a bottom plate located on the upper and lower sides of the side plate. The mounting bracket 402 is connected to the top plate and the side plate.

[0100] The reinforcing member 5 is box-shaped, and a second cavity is formed between the reinforcing member 5 and the side wall reinforcing plate 1. The reinforcing member 5 includes a main plate 501 and three support plates 502 extending to one side of the side wall reinforcing plate 1. The main plate 501 is connected to the inner plate 2 of the B-pillar and the inner plate 3 of the sill beam. The three support plates 502 are all connected to the side wall reinforcing plate 1, and adjacent support plates 502 are connected together.

[0101] The sill beam cavity contains a reinforcing beam 6, which extends along the front-rear direction of the vehicle. A reinforcing member 5 is located above the reinforcing beam 6. Furthermore, the reinforcing beam 6 is hollow and contains multiple interwoven partitions. These partitions divide the reinforcing beam 6 into multiple cavities, each extending along the length of the reinforcing beam 6.

[0102] In the above preferred embodiments, the specific configuration and arrangement of the threshold beam, the reinforcing member 5 and the reinforcing beam 6, as well as the beneficial effects brought about by their design, can also be found in the descriptions of the above exemplary embodiments.

[0103] The vehicle body structure of this embodiment, by adopting the above design, can improve the continuity of the impact force transmission during a side collision. The impact force can be transmitted from the side reinforcement plate 1 to the B-pillar, and then to the sill beam through the reinforcement member 5. This can effectively avoid the phenomenon of side impact force dispersion or interruption in traditional structures, and can realize the continuous transmission of impact force between the B-pillar and the sill beam. This can effectively prevent the sill beam from collapsing and deforming due to excessive local stress, thereby improving the side impact safety of the vehicle body.

[0104] An embodiment of the second aspect of this application provides a vehicle having the body structure described above.

[0105] By adopting the above-described vehicle body structure, the vehicle of this application can significantly reduce the amount of vehicle body deformation during a side collision, effectively protect the occupant survival space, greatly reduce the risk of occupant injury, and significantly improve the side collision safety performance of the vehicle.

[0106] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A vehicle body structure, characterized in that: It includes a side reinforcement plate (1), and a B-pillar inner plate (2), a sill beam inner plate (3), and a reinforcement member (5) disposed inside the side reinforcement plate (1); The side reinforcement plate (1) and the inner plate of the B-pillar (2) form a B-pillar cavity, and the side reinforcement plate (1) and the inner plate of the sill beam (3) form a sill beam cavity. The B-pillar cavity is connected to the sill beam cavity. The reinforcing member (5) is located at the connection between the B-pillar cavity and the sill beam cavity, and the outer side of the reinforcing member (5) is connected to the side wall reinforcing plate (1), and the inner side of the reinforcing member (5) is connected to the inner plate of the B-pillar (2) and the inner plate of the sill beam (3).

2. The vehicle body structure according to claim 1, characterized in that: It also includes a seat crossbeam (4) connected to the inner plate (3) of the threshold beam; Viewed from the left and right sides of the vehicle, at least part of the reinforcing member (5) overlaps with the seat crossbeam (4).

3. The vehicle body structure according to claim 2, characterized in that: In the longitudinal direction of the vehicle, the rear end of the reinforcing member (5) is flush with the rear end of the seat crossbeam (4).

4. The vehicle body structure according to claim 2, characterized in that: The seat crossbeam (4) includes a crossbeam body (401) extending along the left and right direction of the whole vehicle, and mounting brackets (402) located at the left and right ends of the crossbeam body (401). The mounting bracket (402) is connected to the inner plate (3) of the sill beam, and from the left and right direction of the whole vehicle, at least part of the reinforcing member (5) overlaps with the mounting bracket (402).

5. The vehicle body structure according to claim 4, characterized in that: The mounting bracket (402) has a first cavity with an open bottom; and / or, The inner plate (3) of the threshold beam includes a side plate, and a top plate and a bottom plate located on the upper and lower sides of the side plate. The mounting bracket (402) is connected to the top plate and the side plate.

6. The vehicle body structure according to claim 1, characterized in that: The reinforcing member (5) is box-shaped, and a second cavity is formed between the reinforcing member (5) and the side reinforcement plate (1).

7. The vehicle body structure according to claim 6, characterized in that: The reinforcing member (5) includes a main board (501) and a plurality of support plates (502) extending toward one side of the side reinforcement plate (1). The main board (501) is connected to the inner panel of the B-pillar (2) and the inner panel of the sill beam (3). Multiple support plates (502) are connected to the side reinforcement plate (1), and adjacent support plates (502) are connected together.

8. The vehicle body structure according to any one of claims 1 to 7, characterized in that: The sill beam cavity is provided with a reinforcing beam (6), which extends along the front-rear direction of the vehicle. The reinforcing member (5) is located above the reinforcing beam (6).

9. The vehicle body structure according to claim 8, characterized in that: The reinforcing beam (6) is hollow inside, and the reinforcing beam (6) is provided with multiple interwoven partitions; The multiple partitions divide the reinforcing beam (6) into multiple cavities, and each cavity extends along the length of the reinforcing beam (6).

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

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