Vehicle body side structure and vehicle

Abstract

The application relates to the technical field of a vehicle body, and provides a vehicle body side structure and a vehicle. The vehicle body side structure comprises an A column, a first reinforcing structure and a second reinforcing structure arranged in the A column. The A column comprises a vertically arranged A column lower section and an A column upper section extending rearward and upward. The first reinforcing structure is located at the top of the A column lower section, and the first reinforcing structure comprises a plastic framework and first structural glue expanded after baking, and the first structural glue connects the plastic framework and the A column into an integrated whole; the second reinforcing structure comprises a reinforcing pipe located in the A column upper section, the bottom end of the reinforcing pipe extends to be connected with the first reinforcing structure, and the top end of the reinforcing pipe extends rearward and upward along the A column upper section. The vehicle body side structure can effectively reduce the deformation of the A column during a collision, thereby reducing the deformation of the passenger cabin, and being beneficial to protecting the safety of the driver and the passenger. Moreover, the vehicle body side structure is also beneficial to the lightweight design of the whole vehicle body.

Description

Technical Field

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

[0002] In related technologies, the A-pillar, as a key load-bearing component connecting the front and top of the vehicle body, is prone to bearing large impact loads and torques when the vehicle is involved in a collision. If its rigidity is insufficient, the A-pillar may deform excessively, affecting the integrity of the passenger compartment and threatening the lives of the occupants. Currently, the common practice is to install a reinforcing plate or bracket made of sheet metal inside the A-pillar. This often requires a thick plate or complex reinforcing rib structure, resulting in a significant weight. This structure contributes to the overall weight of the vehicle body, which is detrimental to lightweight vehicle design. Utility Model Content

[0003] In view of this, this application aims to propose a side structure for the vehicle body to increase the structural strength at the corner of the A-pillar and facilitate the overall lightweight design of the vehicle body.

[0004] To achieve the above objectives, the technical solution of this application is implemented as follows: A vehicle body side structure includes an A-pillar, and a first reinforcing structure and a second reinforcing structure disposed within the A-pillar; The A-pillar includes a lower section arranged vertically and an upper section extending rearward and upward. The first reinforcing structure is located at the top of the lower section of the A-pillar, and the first reinforcing structure includes a plastic skeleton and a first structural adhesive after baking and expansion, the first structural adhesive connecting the plastic skeleton and the A-pillar into one piece; The second reinforcing structure includes a reinforcing tube located in the upper section of the A-pillar, the bottom end of which extends to connect with the first reinforcing structure, and the top end of which extends rearward and upward along the upper section of the A-pillar.

[0005] Furthermore, the plastic frame is provided with a groove that opens to one side, and the groove is provided with multiple reinforcing ribs arranged side by side. The reinforcing ribs are divided into several grid holes within the groove.

[0006] Furthermore, the grooves are multiple grooves arranged sequentially along the height direction of the plastic skeleton, each groove is provided with the reinforcing rib, and the opening directions between two adjacent grooves are opposite.

[0007] Furthermore, the plastic skeleton is provided with the first structural adhesive on the outer wall surface opposite to each of the grooves.

[0008] Furthermore, the top of the reinforcing tube extends to the top near the B-pillar.

[0009] Furthermore, the plastic frame is provided with through holes, and the reinforcing tube is inserted into the through holes from top to bottom; The through hole contains a second structural adhesive that has expanded after baking, which connects the reinforcing tube and the plastic skeleton into one unit.

[0010] Furthermore, a connecting piece is fixedly connected to the plastic frame, and the connecting piece is welded to the reinforcing tube.

[0011] Furthermore, the reinforcing tube is fixedly connected to the upper section of the A-pillar via a connecting bracket.

[0012] Furthermore, the connecting brackets are a plurality of those arranged at intervals along the length direction of the reinforcing tube; and / or, The connecting bracket has a receiving groove, and a portion of the reinforcing tube is embedded in the receiving groove.

[0013] Compared with related technologies, this application has the following advantages: (1) The vehicle side structure described in this application, by placing the first reinforcing structure at the top of the lower section of the A-pillar, can enhance the structural strength and support stiffness of the A-pillar corner, thereby effectively reducing the deformation of the A-pillar during a collision, and consequently reducing the deformation of the passenger compartment, which is beneficial to protecting the safety of the occupants. In addition, the first reinforcing structure includes a plastic frame and a first structural adhesive that connects the plastic frame to the A-pillar as a whole, which makes the weight of the first reinforcing structure lighter and also facilitates the overall lightweight design of the vehicle body.

[0014] The second reinforcing structure includes a reinforcing tube that is connected to the first reinforcing structure at one end and extends rearward and upward at the other end. This not only increases the structural strength of the upper section of the A-pillar but also enhances the impact force transmission effect of the upper section of the A-pillar, facilitating the transfer of impact force to the roof side beams.

[0015] (2) By setting a groove on the plastic frame and setting a reinforcing rib plate in the groove, the groove is divided into several grid holes, which can reduce the weight of the plastic frame while ensuring the structural strength of the plastic frame and help improve the performance of the plastic frame.

[0016] (3) By making the grooves multiple and the opening directions between adjacent grooves opposite, the structural strength of the plastic frame can be better guaranteed, so as to fully improve the support stiffness of the corner position of the A-pillar.

[0017] (4) The first structural adhesive is set on the outer wall of the plastic skeleton facing away from the tank. This can reduce the amount of the first structural adhesive used while ensuring the connection strength between the plastic skeleton and the A-pillar. It can also avoid the adverse effects on the arrangement of the first reinforcing structure in the A-pillar during baking caused by setting too much first structural adhesive.

[0018] (5) By extending the top of the reinforcing tube to the top of the B-pillar, the impact force transmission effect of the upper part of the A-pillar can be further improved by the reinforcing tube, which helps to transmit the impact force to the B-pillar and improves the decomposition and dissipation effect of the impact force, thereby reducing the deformation of the A-pillar.

[0019] (6) By setting through holes on the plastic skeleton, the bottom end of the reinforcing tube is inserted into the through hole, and the two are connected by the second structural adhesive, which can facilitate the connection between the reinforcing tube and the plastic skeleton and also ensure the reliability of the connection between the two.

[0020] (7) The connecting piece that is fixed to the plastic frame and welded to the reinforcing tube can further increase the reliability of the connection between the reinforcing tube and the plastic frame, which helps to transfer the impact force to the reinforcing tube and can improve the impact force transmission and dispersion effect of the A-pillar. (8) The reinforcing tube is connected to the upper section of the A-pillar through the connecting bracket, which can realize the fixed arrangement of the reinforcing tube in the upper section of the A-pillar. Its structure is simple and easy to design and install.

[0021] (9) Setting the connecting brackets as multiple spaced-out ones helps to ensure the stability of the reinforcing tube in the upper section of the A-pillar, which can ensure the structural reinforcement effect of the reinforcing tube on the upper section of the A-pillar, and at the same time ensure the coordinated transmission of collision force between the reinforcing tube and the upper section of the A-pillar.

[0022] By forming a receiving groove on the connecting bracket to accommodate a portion of the reinforcing tube, the connection operation between the connecting bracket and the reinforcing tube can be facilitated, and the reliability of the connection between the two can be guaranteed.

[0023] Another object of this application is to provide a vehicle having the body side structure described above.

[0024] The vehicle described in this application, by adopting the side body structure as described above, can effectively reduce the deformation of the A-pillar, thereby reducing the deformation of the passenger compartment, which is beneficial to the safety of the driver and passengers, and also facilitates the overall lightweight design of the vehicle body. Attached Figure Description

[0025] 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: Figure 1This is a partial structural diagram of the vehicle body side structure described in the embodiments of this application; Figure 2 This is a schematic diagram of the structure of the plastic skeleton described in the embodiments of this application; Figure 3 This is a schematic diagram of the plastic skeleton described in an embodiment of this application from another perspective; Figure 4 This is a schematic diagram of the first reinforcing structure described in the embodiments of this application; Figure 5 This is a schematic diagram of the first reinforcing structure described in an embodiment of this application from another perspective; Figure 6 This is a schematic diagram of the vehicle body side structure with a second reinforcing structure as described in the embodiments of this application; Figure 7 This is an assembly drawing of the second reinforcing structure and the first reinforcing structure as described in the embodiments of this application; Figure 8 This is an assembly diagram of the reinforcing tube and plastic skeleton described in the embodiments of this application; Figure 9 This is a schematic diagram of the structure of the first connecting bracket described in an embodiment of this application; Figure 10 This is a schematic diagram of the structure of the second connecting bracket described in an embodiment of this application; Figure 11 This is a schematic diagram of the structure of the third connecting bracket described in an embodiment of this application.

[0026] Explanation of reference numerals in the attached figures: 1. A-pillar; 101. Lower section of A-pillar; 102. Upper section of A-pillar; 1021. Main body of upper section; 1022. Upper section extension body; 2. First reinforcing structure; 201. Plastic frame; 2011. Channel; 2012. Reinforcing rib; 2013. Groove; 2014. Through hole; 202. Connecting piece; 203. First structural adhesive; 204. Second structural adhesive; 3. Reinforced pipe; 301. Main pipe section; 302. Extension section; 4. First connecting bracket; 401. Protrusion; 5. Second connecting bracket; 6. Third connecting bracket. Detailed Implementation

[0027] 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.

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] An embodiment of the first aspect of this application provides a vehicle body side structure to increase the structural strength at the corner of the A-pillar 1 and facilitate the overall lightweight design of the vehicle body.

[0034] In related technologies, the A-pillar 1, as a key load-bearing component connecting the front and top of the vehicle body, directly affects the vehicle's collision safety performance, driving stability, and overall body deformation resistance in terms of its structural strength and support stiffness. The A-pillar corner, in particular, is a critical location for stress transfer within the vehicle body and is highly susceptible to bearing significant impact loads and torques during a collision. Insufficient support stiffness at this location could lead to excessive deformation of the A-pillar, affecting the integrity of the passenger compartment and threatening the lives of the occupants.

[0035] To address the issue of insufficient support stiffness at the A-pillar corner, common technologies employ reinforcing plates or brackets made of sheet metal inside the A-pillar. However, due to the high density of sheet metal and the need for thicker plates or complex reinforcing ribs to achieve the desired reinforcement, this results in significant weight. This structure not only increases the weight of the A-pillar and the entire vehicle body, hindering lightweight design, but also increases fuel consumption. Furthermore, an excessively heavy A-pillar structure can negatively impact the load on the suspension system, ultimately affecting the vehicle's overall performance.

[0036] In view of this, in order to overcome the shortcomings of the related technology, in the vehicle side structure of this embodiment, referring to Figure 1 As shown, the overall design includes an A-pillar 1, and a first reinforcing structure 2 and a second reinforcing structure disposed within the A-pillar 1. Other structures of the vehicle body side structure can be referenced from relevant technologies and will not be elaborated here. The A-pillar 1 includes a vertically arranged lower section 101 and an upper section 102 extending rearward and upward. The first reinforcing structure 2 is located at the top of the lower section 101 and includes a plastic frame 201 and a first structural adhesive 203 that has expanded after baking. The first structural adhesive 203 connects the plastic frame 201 and the A-pillar 1 into a single unit.

[0037] The second reinforcing structure includes a reinforcing tube 3 located in the upper section 102 of the A-pillar. The bottom end of the reinforcing tube 3 extends to connect with the first reinforcing structure 2, and the top end of the reinforcing tube 3 extends backward and upward along the upper section 102 of the A-pillar.

[0038] Since the top of the lower section 101 of the A-pillar is located at the corner of the A-pillar 1, this corner is highly susceptible to large impact loads and torques. Therefore, by placing the first reinforcing structure 2 at the top of the lower section 101 of the A-pillar, the structural strength and support stiffness of the corner of the A-pillar 1 can be enhanced. This effectively resists the force transmitted to the upper section 102 and the lower section 101 of the A-pillar in a small overlap collision, thereby effectively reducing the deformation of the A-pillar 1 during a collision, and consequently reducing the deformation of the passenger compartment, thus protecting the safety of the occupants. In addition, the second reinforcing structure not only increases the structural strength of the upper section 102 of the A-pillar, but also enhances the impact force transmission effect of the upper section 102 of the A-pillar using the reinforcing tube, which helps to transfer the impact force to the roof side beam.

[0039] Furthermore, by including a plastic frame 201 and a first structural adhesive 203 that connects the plastic frame 201 to the A-pillar 1, the first reinforcing structure 2 can be connected to the A-pillar 1 while also making the weight of the first reinforcing structure 2 lighter. This not only ensures the support rigidity of the corner position of the A-pillar 1, but also facilitates the overall lightweight design of the vehicle body.

[0040] Furthermore, after the plastic frame 201 is connected to the inner wall of the A-pillar via the first structural adhesive 203, the resulting adhesive layer fills the gap between them, thus providing a good sealing effect. Moreover, the plastic frame 201 provides a base for the first structural adhesive 203, allowing for a larger contact area and improving the adhesion of the first structural adhesive 203. This effectively prevents the first structural adhesive 203 from peeling off due to vehicle vibration, further ensuring the sealing effect.

[0041] Based on the above overview, specifically, let's continue to combine... Figure 1 The side structure of the vehicle body shown is similar to existing structures, with the A-pillar 1 typically formed by an outer side panel and an inner A-pillar panel. The lower A-pillar section 101 serves as the main supporting structure, with a width greater than that of the upper A-pillar section 102. The cavity formed within it is roughly rectangular, extending in the longitudinal direction of the vehicle. Furthermore, the upper A-pillar section 102 generally includes an upper main body 1021 that gradually slopes backward from bottom to top, and an upper extension 1022 located at the top of the upper main body 1021, extending rearward in the longitudinal direction of the vehicle.

[0042] In some exemplary embodiments, the plastic frame 201 has a channel 2011 opening to one side, and a plurality of reinforcing ribs 2012 arranged side by side are provided in the channel 2011, with the reinforcing ribs 2012 dividing the channel 2011 into several mesh holes. Here, by providing a channel 2011 opening to one side on the plastic frame 201 and arranging a plurality of reinforcing ribs 2012 side by side in the channel 2011, the mechanical properties of the plastic frame 201 can be improved by utilizing the load-bearing and transfer function of the reinforcing ribs 2012, thereby effectively enhancing the overall structural strength and stiffness of the plastic frame 201.

[0043] In addition, multiple reinforcing ribs 2012 are divided into several grid holes within the groove 2011, which can reduce the amount of material used while ensuring the necessary strength, thus facilitating lightweight vehicle body design. Simultaneously, when the side of the vehicle body is subjected to external forces, the stress can be dispersed in multiple directions through the grid structure formed by the reinforcing ribs 2012, effectively preventing excessive stress concentration in local areas and significantly improving the impact resistance of the plastic frame 201, thereby further reducing the deformation of A.

[0044] In specific implementation, for example Figures 3 to 5 As shown, the first reinforcing structure 2 is a rectangle adapted to the cavity within the lower section 101 of the A-pillar, that is, the first reinforcing structure 2 is a rectangle arranged along the front-rear direction of the vehicle. This design can significantly increase the load-bearing path of the first reinforcing structure 2 along the front-rear direction, effectively reducing the deformation of the A-pillar 1 during a collision.

[0045] The front door upper hinge is typically located at the top of the lower section 101 of the A-pillar. In this embodiment, the first reinforcing structure 2 is located at the top of the lower section 101 of the A-pillar and below the front door upper hinge to prevent interference with its installation and to ensure its installation strength. For example, the first reinforcing structure 2 can be positioned at a height between 110mm and 115mm, with a gap of approximately 3mm between it and the wall of the A-pillar 1 during assembly. This allows the first structural adhesive 203 to expand and fill this gap, connecting the plastic frame 201 to the A-pillar 1.

[0046] In some exemplary embodiments, multiple channels 2011 are arranged sequentially along the height of the plastic frame 201. Each channel 2011 is provided with a reinforcing rib 2012, and the opening directions of adjacent channels 2011 are opposite. By having multiple channels 2011, the structural strength of the plastic frame 201 can be better guaranteed, thereby significantly improving the support stiffness at the corner of the A-pillar 1. Moreover, each channel 2011 can form a load-bearing unit through the reinforcing rib 2012, which can distribute the overall load of the side of the vehicle body to each unit, avoiding excessive stress on a single structure and reducing fracture caused by local overload.

[0047] By opposing the opening directions of adjacent grooves 2011, the plastic frame 201 forms an interlaced support structure in the height direction, providing torsional restraint from different directions and reducing torsional deformation of the frame along the height direction. Simultaneously, in side collisions, it enhances the first reinforcing structure 2's ability to withstand impacts from the inside and outside of the vehicle body, further improving overall structural stability.

[0048] In specific implementation, for example Figures 1 to 3 As shown, there are three channels 2011 arranged sequentially along the height direction of the plastic frame 201. The openings of the upper and lower channels 2011 face inwards towards the vehicle interior, while the opening of the middle channel 2011 faces outwards. Each channel 2011 extends from one side of the plastic frame 201 to both ends along its length. Reinforcing ribs 2012 within each channel 2011 are supported between the top and bottom walls of the channel 2011, and are spaced apart along the length of the plastic frame 201. Furthermore, to further facilitate lightweight vehicle body design, such as... Figure 3 As shown, weight reduction grooves are provided on the side of the upper groove 2011 and the lower groove 2011 opposite to the opening.

[0049] In addition, this design helps to ensure that the gap between the outer wall of the plastic frame 201 and the side wall of the A-pillar is uniform. The first structural adhesive 203 can fully fill the gap and form a continuous and unbroken adhesive sealant layer after curing, which can directly block the penetration of water vapor along the gap.

[0050] It is understandable that the number of tanks in 2011 is not limited to... Figure 2 The three shown can also be set to two, four, or other quantities. Furthermore, the number of reinforcing ribs 2012 is not specifically limited here; it can be designed according to design requirements. In addition, besides having adjacent slots 2011 with opposite opening directions, their openings can also face the same side.

[0051] In some exemplary embodiments, a first structural adhesive 203 is provided on the outer wall surface of the plastic frame 201 facing away from each tank 2011. Here, providing the first structural adhesive 203 on the outer wall surface of the plastic frame 201 facing away from the tank 2011 can reduce the amount of first structural adhesive 203 used while ensuring the connection strength between the plastic frame 201 and the A-pillar 1. This avoids adverse effects on the arrangement of the first reinforcing structure 2 within the A-pillar 1 during baking due to excessive first structural adhesive 203.

[0052] In specific implementation, combined with Figures 2 to 5 As shown in the illustration, in this embodiment, to improve the stability of the first structure and ensure the connection strength between the plastic frame 201 and the A-pillar 1, a groove 2013 is formed recessed on the outer wall surface of the plastic frame 201 facing away from each groove 2011, and the first structural adhesive 203 is disposed within the groove 2013. That is, in this embodiment, three grooves 2013 are indirectly arranged along the height direction of the plastic frame 201, and are arranged one-to-one with each groove 2011. By setting the grooves 2013 and disposing of the first structural adhesive 203 within the grooves 2013, the stability of the first structural adhesive 203 on the plastic frame 201 can be improved.

[0053] Furthermore, the two ends of each groove 2013 are connected to the two ends of the corresponding groove 2011, which effectively increases the length of each groove 2013 in the circumferential direction of the plastic frame 201. This allows for the installation of a longer first structural adhesive 203, thereby effectively increasing the connection strength between the plastic frame 201 and the A-pillar 1. Since the opening directions of the two adjacent grooves 2011 are opposite, the first structural adhesive 203 of the two adjacent grooves 2013 are located on opposite sides of the plastic frame 201. This ensures good connection strength between the inner and outer sides of the plastic frame 201 and the outer side panel and the inner panel of the A-pillar 1, respectively. This design effectively prevents the first reinforcing structure 2 from detaching from the A-pillar 1 during a collision, stably bearing external forces, thereby reducing the deformation of the A-pillar 1 and further reducing injury to occupants.

[0054] It should be noted that, in addition to continuously arranging the grooves 2013 along the circumference of the plastic skeleton 201, the grooves 2013 can also be arranged in multiple spaced intervals along the axial direction of the plastic skeleton 201. Furthermore, besides providing the grooves 2013 and placing the first structural adhesive 203 within the grooves 2013, the grooves 2013 can also be omitted, and the first structural adhesive 203 can be directly placed on the outer wall of the plastic skeleton 201.

[0055] In some exemplary embodiments, the top end of the reinforcing tube 3 extends to the top near the B-pillar. Here, by further extending the top of the reinforcing tube 3 to near the top of the B-pillar, not only can the structural strength of the upper section 102 of the A-pillar be further increased, and the impact force transmission effect of the upper section 102 of the A-pillar be improved, but also a through-type support structure can be formed from the first reinforcing structure 2 to the reinforcing tube 3 and then to the B-pillar area. This can disperse part of the impact force at the corner of the A-pillar 1 to the first reinforcing structure 2, and transmit the other part to the B-pillar and other areas through the reinforcing tube 3.

[0056] This reduces the load on the first reinforcing structure 2, thereby further reducing the deformation of the A-pillar 1 and improving the protection for occupants. Furthermore, the reinforcing tube 3, due to the cavity formed inside, has good buckling resistance and is less prone to cross-sectional collapse under axial pressure. This effectively prevents increased intrusion into the passenger compartment caused by buckling of the upper section 102 of the A-pillar, thus protecting the survival space for occupants.

[0057] In specific implementation, such as Figure 6 and Figure 7 As shown, the reinforcing tube 3 is integrally formed with the upper section 102 of the A-pillar to improve the support effect on the upper section 102 of the A-pillar. The reinforcing tube 3 includes a main tube section 301 formed with the upper body 1021, an extension section 302 formed with the upper extension body 1022, and a connecting section at the bottom end of the main tube section 301 for connecting with the first reinforcing structure 2, and the connecting section extends downward along the vertical direction of the vehicle.

[0058] In this embodiment, the cross-section of the reinforcing tube 3 is approximately quadrilateral. This structure facilitates the connection of the reinforcing tube 3 to the A-pillar 1 via a plane, thereby dispersing the stress at the connection point over a larger area and preventing wear or cracking caused by stress concentration at local contact points. It should be noted that, in addition to a quadrilateral, the cross-section of the reinforcing tube 3 can also be other polygonal or circular shapes.

[0059] Specifically, it can be made of hot-formed tubular beams with a strength of 2000MPa and a thickness of 2.5mm. Compared with ordinary steel or aluminum tubes with a strength of less than 1500MPa and a thickness of more than 3mm, it can directly reduce the weight of the A-pillar and the overall body without sacrificing load-bearing capacity, which can further facilitate the lightweight design of the whole vehicle. Moreover, the reinforcing tube 3 is made by hot forming process, which can eliminate stress concentration inside the material and effectively avoid the problem of reduced A-pillar stiffness caused by fatigue failure of the reinforcing tube 3, thereby improving the durability and reliability of the side structure of the vehicle body.

[0060] It should be noted that, in addition to being made using thermoforming, the reinforcing tube 3 can also be made using other processes, and the thickness and strength of the reinforcing tube 3 can be adjusted accordingly based on design requirements.

[0061] In some exemplary embodiments, the plastic frame 201 has a through hole 2014, and the reinforcing tube 3 is inserted into the through hole 2014 from top to bottom. Furthermore, a second structural adhesive 204, after being baked and expanded, is disposed within the through hole 2014, and the second structural adhesive 204 connects the reinforcing tube 3 and the plastic frame 201 into a single unit.

[0062] By setting through holes 2014 on the plastic frame 201 and inserting the bottom end of the reinforcing tube 3 into the through holes 2014, and connecting the two with the second structural adhesive 204, the outer peripheral wall of the reinforcing tube 3 can be connected to the plastic frame 201. This not only facilitates the connection between the reinforcing tube 3 and the plastic frame 201, but also ensures the reliability of the connection between the two, effectively preventing the connection from loosening due to vibration during vehicle operation.

[0063] Combination Figure 7 and Figure 8 As shown, in this embodiment, the through hole 2014 is conformally formed to the reinforcing tube 3, and a protruding ring protruding into the through hole 2014 is provided at the bottom of the plastic skeleton. This protruding ring can effectively reduce the outflow of the second structural adhesive 204 from the through hole 2014, thereby further ensuring the connection strength between the reinforcing tube 3 and the plastic skeleton. Moreover, the second structural adhesive 204 extends from one end to the other along the axial direction of the through hole 2014 to further increase the connection area between the reinforcing tube 3 and the plastic skeleton. In addition, the connecting section of the reinforcing tube 3 is provided through the through hole 2014, and the bottom end of the connecting section protrudes downward relative to the plastic skeleton 201 to further improve the connection strength between the reinforcing tube 3 and the plastic skeleton 201.

[0064] The second structural adhesive 204 and the first structural adhesive 203 can both be structural adhesives commonly used in existing vehicle bodies. They are widely used and easy to obtain, which makes the side structure of the vehicle body in this embodiment more feasible.

[0065] In some exemplary embodiments, a connecting piece 202 is fixedly connected to the plastic frame 201, and the connecting piece 202 is welded to the reinforcing tube 3. Here, by fixing the connecting piece 202 to the plastic frame 201 and welding it to the reinforcing tube 3, the rigidity of the connection between the reinforcing tube 3 and the plastic frame 201 can be increased, further improving the reliability of the connection. Simultaneously, it also helps in the transmission of impact force to the reinforcing tube 3, improving the impact force distribution effect of the A-pillar 1, thereby further reducing the deformation of the A-pillar 1 during a collision and protecting the safety of occupants.

[0066] Combination Figure 5 and Figure 8As shown, in a specific implementation, the connecting piece 202 can be made of iron and vulcanized together with the plastic frame 201. Furthermore, the connecting piece 202 is generally rectangular and includes a transverse portion embedded in the plastic frame 201 and a longitudinal portion extending axially along the reinforcing tube 3, with the longitudinal portion welded to the connecting tube. Additionally, to further improve connection reliability, connecting pieces 202 are provided at both the upper and lower ends of the plastic frame 201.

[0067] It should be noted that the material of the connecting piece 202 is not limited to iron, and the number of connecting pieces 202 at each end is not limited to... Figure 1 As shown, one of them can be multiple that are spaced apart circumferentially along the reinforcing tube 3, so as to further improve the structural strength between the plastic skeleton 201 and the reinforcing tube 3.

[0068] In some exemplary embodiments, the reinforcing tube 3 is fixedly connected to the upper section 102 of the A-pillar via a connecting bracket. Here, the connection between the reinforcing tube 3 and the upper section 102 of the A-pillar via the connecting bracket enables the reinforcing tube 3 to be fixedly arranged within the upper section 102 of the A-pillar, and its structure is simple, facilitating design, molding, and installation.

[0069] In some exemplary embodiments, multiple connecting brackets are arranged at intervals along the length of the reinforcing tube 3. By arranging multiple connecting brackets at intervals, multiple connection points are provided between the reinforcing tube 3 and the outer side panel, which improves the connection strength between the reinforcing tube 3 and the outer side panel, and also effectively improves the torsional resistance of the reinforcing tube 3. At the same time, the external force borne by the reinforcing tube 3 can also be transmitted to the upper section 102 of the A-pillar simultaneously through multiple connecting brackets to decompose and dissipate it, which helps to ensure the coordinated transmission of collision force between the reinforcing tube 3 and the upper section 102 of the A-pillar.

[0070] In specific implementation, such as Figure 7 As shown, the connecting brackets in this embodiment are specifically three arranged at intervals along the length of the connecting pipe, including a first connecting bracket 4 on the upper main body 1021, a second connecting bracket 5 on the upper extension 1022, and a third connecting bracket 6 at the end of the upper extension 1022. This arrangement allows these three brackets to cooperate with the aforementioned first reinforcing structure 2 to better connect the reinforcing pipe 3 and the A-column 1, ensuring the connection strength between them.

[0071] Furthermore, because the main pipe section 301 of the reinforcing pipe 3 is relatively long, the first support 4 is also relatively long, so that there is a large connection area between the upper body 1021 and the main pipe section 301, which can effectively prevent the main pipe section 301 from separating from the connection between the upper body 1021 due to force.

[0072] It is understandable that the number and arrangement of the connecting brackets are not limited to those shown in the figure, and the number and arrangement of the connecting brackets can be adjusted according to the design requirements.

[0073] In this embodiment, in some exemplary implementations, a receiving groove is formed on the connecting bracket, and a portion of the reinforcing tube 3 is embedded in the receiving groove. This arrangement allows for quick positioning of the reinforcing tube 3 on the connecting bracket by conforming the receiving groove to the contour of the reinforcing tube 3, effectively preventing circumferential offset during assembly and facilitating the connection operation between the reinforcing tube 3 and the connecting bracket. Simultaneously, the receiving groove provides circumferential constraint on the reinforcing tube 3, increasing the contact area and improving connection stability; subsequent fixing can be completed simply by welding, bolting, or other methods. Furthermore, the overall structural design is simple, requiring no additional positioning tooling, further improving assembly efficiency.

[0074] In specific implementation, combined with Figure 7 , Figures 9 to 11 As shown in the figure, the first connecting bracket 4, the second connecting bracket 5 and the third connecting bracket 6 in this embodiment are all formed with receiving grooves, and the receiving grooves are adapted to part of the outer contour of the reinforcing tube 3, so that each connecting bracket and the reinforcing tube 3 have a better fit effect, which is beneficial to improve their connection strength.

[0075] Among them, such as Figure 9 As shown, the first connecting bracket 4 is specifically a long strip extending along the length of the main pipe section 301, and multiple protrusions 401 spaced apart along its length are provided on both sides of the first connecting bracket 4. The protrusions 401 are connected to the outer side panel. This arrangement, compared to single-point or continuous connections, allows the spaced protrusions 401 to distribute the load to multiple connection points, reducing the stress load at a single connection location and minimizing the risk of connection failure. On the other hand, it also provides a certain deformation buffer space, effectively preventing component damage caused by rigid connections when the vehicle is subjected to impacts or vibrations.

[0076] like Figure 10 As shown, the second connecting bracket 5 includes a bracket body with a receiving groove and an outwardly flanged edge on one side of the bracket body. This structure not only facilitates the connection operation between the second connecting bracket 5 and the reinforcing tube 3 and the upper body 1021, but also gives the second connecting bracket 5 better structural strength. The structure of the third connecting bracket 6 is as follows... Figure 11 As shown, its cross-section is approximately L-shaped and conforms to the upper extension 1022.

[0077] It is worth noting that, regarding the vehicle side structure of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still shown in the figures. Figure 11As shown, it may include, for example, a column A 1, and a first reinforcing structure 2 and a second reinforcing structure disposed within the column A 1.

[0078] The A-pillar 1 includes a vertically arranged lower section 101 and an upper section 102 extending rearward and upward. A first reinforcing structure 2 is located at the top of the lower section 101 and includes a plastic skeleton 201 and a first structural adhesive 203 after baking and expansion. The first structural adhesive 203 connects the plastic skeleton 201 and the A-pillar 1 into one unit. The second reinforcing structure includes a reinforcing tube 3 located within the upper section 102. The bottom end of the reinforcing tube 3 extends to connect with the first reinforcing structure 2, and the top end of the reinforcing tube 3 extends to the top near the B-pillar.

[0079] The plastic frame 201 includes three grooves 2011 opening to one side, arranged sequentially along the height of the plastic frame 201, with the opening directions of adjacent grooves 2011 being opposite. Furthermore, multiple reinforcing ribs 2012 are arranged side-by-side within each groove 2011. Additionally, a first structural adhesive 203 is applied to the outer wall of the plastic frame 201 facing away from each groove 2011, connecting the plastic frame 201 to the A-pillar 1.

[0080] The plastic frame 201 has a through hole 2014, and the reinforcing tube 3 is inserted into the through hole 2014 from top to bottom. The through hole 2014 contains a second structural adhesive 204 that has expanded after baking, which connects the reinforcing tube 3 and the plastic frame 201 into one unit. In addition, a connecting piece 202 is fixedly connected to the plastic frame 201, and the connecting piece 202 is welded to the reinforcing tube 3.

[0081] In the preferred embodiment of the above-mentioned vehicle side structure, the specific settings and arrangements of the A-pillar 1, the first reinforcing structure 2, and the second reinforcing structure can still be referred to the descriptions in the above-mentioned exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the first reinforcing structure 2 and the second reinforcing structure can also be referred to the descriptions in the above-mentioned exemplary embodiments.

[0082] The side structure of the vehicle body in this embodiment, with the above design, can improve the structural strength and support rigidity of the corner position of A-pillar 1 and the overall A-pillar 1. It can effectively resist the collision force transmitted to the upper section 102 and lower section 101 of the A-pillar in a small overlap collision, effectively reduce the deformation of the passenger compartment, and ensure the survival space for passengers. Moreover, it also facilitates the overall lightweight design of the vehicle body.

[0083] An embodiment of the second aspect of this application provides a vehicle having the above-described body side structure.

[0084] The vehicle in this embodiment, by adopting the above-mentioned side body structure, can effectively reduce the deformation of the A-pillar 1, thereby reducing the deformation of the passenger compartment, which is beneficial to protecting the safety of the driver and passengers, and also facilitates the overall lightweight design of the vehicle body.

[0085] 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 side structure, characterized in that: It includes an A-pillar (1), and a first reinforcing structure (2) and a second reinforcing structure disposed within the A-pillar (1); The A-pillar (1) includes a vertically arranged lower section (101) and an upper section (102) extending rearward and upward. The first reinforcing structure (2) is located at the top of the lower section (101) of the A-pillar, and the first reinforcing structure (2) includes a plastic skeleton (201) and a first structural adhesive (203) after baking and expansion. The first structural adhesive (203) connects the plastic skeleton (201) and the A-pillar (1) into one piece. The second reinforcing structure includes a reinforcing tube (3) located in the upper section (102) of the A-pillar, the bottom end of which extends to connect with the first reinforcing structure (2), and the top end of which extends rearward and upward along the upper section (102) of the A-pillar.

2. The vehicle body side structure according to claim 1, characterized in that: The plastic frame (201) is provided with a groove (2011) that opens to one side, and the groove (2011) is provided with a plurality of reinforcing ribs (2012) arranged side by side. The multiple reinforcing ribs (2012) are divided into several mesh holes within the groove (2011).

3. The vehicle body side structure according to claim 2, characterized in that: The groove (2011) consists of multiple grooves arranged sequentially along the height direction of the plastic frame (201). Each groove (2011) is provided with a reinforcing rib (2012), and the opening directions between two adjacent grooves (2011) are opposite.

4. The vehicle body side structure according to claim 3, characterized in that: The first structural adhesive (203) is provided on the outer wall surface of the plastic skeleton (201) opposite to each of the grooves (2011).

5. The vehicle body side structure according to any one of claims 1 to 4, characterized in that: The top of the reinforcing tube (3) extends to the top near the B-pillar.

6. The vehicle body side structure according to claim 5, characterized in that: The plastic frame (201) is provided with a through hole (2014) arranged through it, and the reinforcing tube (3) is inserted into the through hole (2014) from top to bottom; The through hole (2014) contains a second structural adhesive (204) that has been baked and expanded, and the second structural adhesive (204) connects the reinforcing tube (3) and the plastic skeleton (201) into one piece.

7. The vehicle body side structure according to claim 6, characterized in that: A connecting piece (202) is fixedly connected to the plastic frame (201), and the connecting piece (202) is welded to the reinforcing tube (3).

8. The vehicle body side structure according to claim 5, characterized in that: The reinforcing tube (3) is fixedly connected to the upper section (102) of the A-pillar by a connecting bracket.

9. The vehicle body side structure according to claim 8, characterized in that: The connecting brackets are multiple brackets spaced apart along the length of the reinforcing tube (3); and / or, The connecting bracket has a receiving groove, and part of the reinforcing tube (3) is embedded in the receiving groove.

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

Images