Vehicle body structure and vehicle

Abstract

The present disclosure relates to a vehicle body structure and a vehicle, comprising a C-pillar, a D-pillar and a force transmission structure, the force transmission structure is located between the C-pillar and the D-pillar in the front-rear direction, the force transmission structure comprises a crush part and a reinforcing part connected in the front-rear direction, the crush part is connected to the C-pillar, and the reinforcing part is connected to the D-pillar. When the vehicle is in a rear collision state, the reinforcing part generates less deformation and can drive a large number of surrounding components with low strength to move forward together with the D-pillar, so that the components and the crush part of the force transmission structure are deformed and crushed to absorb and reduce the collision energy. Based on this, the vehicle body structure of the present disclosure can make more components of the rear passenger cabin of the vehicle participate in the collision energy absorption process, reduce or even avoid the passengers in the passenger cabin from being injured, and improve the safety of the vehicle.

Description

Technical Field

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

[0002] During vehicle operation, rear-end collisions are common. In related technologies, when a vehicle is in a rear-end collision, the energy absorption effect at the rear of the vehicle is poor, which means that the vehicle cannot effectively ensure the safety of passengers in the rear passenger compartment, thus reducing the vehicle's safety. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle body structure and a vehicle that can improve the energy absorption effect at the rear of the vehicle, thereby at least partially solving the aforementioned technical problems.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a vehicle body structure including a C-pillar, a D-pillar, and a force transmission structure, wherein the force transmission structure is located between the C-pillar and the D-pillar in a front-rear direction, and the force transmission structure includes a crumple zone and a reinforcing zone connected along the front-rear direction, wherein the crumple zone is connected to the C-pillar, and the reinforcing zone is connected to the D-pillar.

[0005] Optionally, the force transmission structure includes a force transmission component and a reinforcing component. The force transmission component includes a first part and a second part. The first part is connected to the C-pillar and is provided with a first collapse structure. The second part is connected to the D-pillar, and the reinforcing component is provided on the second part. The collapse portion includes the first part, and the reinforcing portion includes the second part and the reinforcing component.

[0006] Optionally, the first crumple zone includes a through hole disposed on the first portion; and / or, the vehicle body structure includes a side panel assembly located between the C-pillar and the D-pillar, the reinforcement including a first bracket that connects the side panel assembly to the second portion.

[0007] Optionally, the side panel assembly includes a door guide rail, the two ends of which are connected to the C-pillar and the D-pillar respectively, and the first bracket connects the door guide rail to the second part; and / or, the side panel assembly includes a wheel arch structure, and the first bracket connects the wheel arch structure to the second part.

[0008] Optionally, the vehicle body structure further includes a rear longitudinal beam located below the force transmission structure. The rear longitudinal beam includes a crumple zone and a reinforcing zone, with the crumple zone located behind the reinforcing zone.

[0009] Optionally, the collapsible section includes a first beam body and a second collapsible structure disposed on the first beam body; the reinforcing section includes a second beam body and a reinforcing structure, wherein the reinforcing structure is connected to the inner wall of the second beam body.

[0010] Optionally, the second collapse structure includes collapse holes and / or collapse grooves; and / or, the reinforcing structure includes a second reinforcing bracket that extends in the left-right direction to connect with the inner wall of the second beam body.

[0011] Optionally, the vehicle body structure further includes a seat mounting structure, which is connected to the reinforcing section.

[0012] Optionally, the seat mounting structure includes a first crossbeam, a second crossbeam, and a first seat guide rail. The first crossbeam and the second crossbeam are spaced apart in the front-rear direction, with the first crossbeam located in front of the second crossbeam. The second crossbeam is connected to the reinforcing section, and the first seat guide rail is connected between the first crossbeam and the second crossbeam. Alternatively, the seat mounting structure includes a first crossbeam and a second seat guide rail. The first crossbeam is located in front of at least a portion of the reinforcing section, the front end of the second seat guide rail is connected to the first crossbeam, and the rear end of the second seat guide rail is connected to the reinforcing section.

[0013] A second aspect of this disclosure provides a vehicle including the aforementioned body structure.

[0014] Through the above technical solution, the reinforcing part of the force transmission structure of the vehicle body structure disclosed herein is connected to the D-pillar, and the crumple zone is connected to the C-pillar. In this way, when the vehicle is in a rear-end collision, the collision energy can be transferred to the force transmission structure through the D-pillar first, and then to the C-pillar. Since the deformation of the reinforcing part is smaller than that of the crumple zone, the reinforcing part and the D-pillar can drive a large number of other low-strength components in the surrounding area to move forward, thereby causing these components to deform and crumple with the crumple zone of the force transmission structure to absorb and reduce the collision energy. Based on this, the vehicle body structure disclosed herein enables more components at the rear of the vehicle to participate in the collision energy absorption process, reducing damage to the passenger compartment and / or components in the passenger compartment, and improving vehicle safety.

[0015] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1This is a schematic diagram showing the connection relationship between the force transmission structure, side panel assembly, C-pillar, and D-pillar provided in the embodiments of this disclosure; Figure 2 This is a schematic diagram of the rear structure of the vehicle body structure provided in this embodiment of the present disclosure; Figure 3 This is a partial schematic diagram of the rear longitudinal beam and the second transverse beam provided in an embodiment of this disclosure; Figure 4 This is a bottom view of the rear longitudinal beam provided in an embodiment of this disclosure; Figure 5 This is a schematic diagram of the seat mounting structure and the connection of the rear longitudinal beam provided in the embodiments of this disclosure; Figure 6 This is a schematic diagram showing the positional relationship between the seat and the side wall of the vehicle provided in an embodiment of this disclosure; Figure 7 This is a schematic diagram showing the relative positions of various components of a vehicle under a rear-end collision condition, provided in an embodiment of this disclosure. Figure 8 This is a simulation diagram of a vehicle in a rear-end collision situation from a first-view perspective, provided in an embodiment of this disclosure. Figure 9 This is a simulation diagram of a vehicle in a rear-end collision situation from a second perspective, provided in an embodiment of this disclosure.

[0017] Explanation of reference numerals in the attached figures 1-C-pillar; 2-D-pillar; 3-Force transmission structure; 31-Collapse section; 32-Reinforcing section; 33-Force transmission component; 331-First part; 332-Second part; 34-Reinforcing component; 341-First bracket; 35-First collapse structure; 4-Rear longitudinal beam; 41-Collapse section; 411-First beam body; 412-Second collapse structure; 42-Reinforcing section; 421-Second beam body; 422-Reinforcing structure; 4221-Second reinforcing bracket; 5-Seat mounting structure; 51-First crossbeam; 52-Second crossbeam; 53-First seat guide rail; 54-Second seat guide rail; 100-Side panel assembly; 110-Door guide rail; 120-Wheel cover structure. Detailed Implementation

[0018] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0019] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "front," "back," "left," and "right" refer to "up," "down," "front," "back," "left," and "right" when the vehicle is in normal driving condition. For details, please refer to... Figure 1 , Figure 2 as well as Figure 4The directions indicated, "inner" and "outer," refer to "inner" and "outer" relative to the contour of the corresponding component itself. Furthermore, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not imply sequentiality or importance. Additionally, in the following description, when referring to the accompanying drawings, unless otherwise explained, the same reference numerals in different drawings denote the same or similar elements. The above definitions are for explanation and illustration only and should not be construed as limiting this disclosure.

[0020] The vehicle body structure in the exemplary embodiments of this disclosure will now be described with reference to the accompanying drawings.

[0021] refer to Figures 1 to 9 As shown, in a first aspect of this disclosure, a vehicle body structure is provided, the vehicle body structure including a C-pillar 1, a D-pillar 2 and a force transmission structure 3, the force transmission structure 3 being located between the C-pillar 1 and the D-pillar 2 in the front-rear direction, the force transmission structure 3 including a crumple portion 31 and a reinforcing portion 32 connected in the front-rear direction, the crumple portion 31 being connected to the C-pillar 1 and the reinforcing portion 32 being connected to the D-pillar 2.

[0022] When a vehicle is rear-ended, i.e., in a rear-end collision situation, the collision energy is first transferred to the force transmission structure 3 via the D-pillar 2, and then transferred to the C-pillar 1 by the force transmission structure 3. Since the deformation of the reinforcing part 32 is smaller than that of the crumple zone 31 in the force transmission structure 3, the reinforcing part 32 and the D-pillar 2 can drive other surrounding components with lower strength forward under the action of the collision energy. This causes these components to deform and crumple with the crumple zone 31 of the force transmission structure 3, thereby absorbing and reducing the collision energy. According to the law of conservation of energy, when the total amount of collision energy is constant, when a certain part of the structure absorbs a portion of the collision energy, the energy passing through other parts of the vehicle will be reduced, thereby reducing the impact of the collision energy on the rear of the vehicle. Based on this, the body structure disclosed herein enables more components in the rear of the vehicle to participate in the collision energy absorption process, reducing damage to the passenger compartment and / or components in the passenger compartment, and improving vehicle safety.

[0023] In embodiments of this disclosure, such as Figure 1As shown, the force transmission structure 3 may include a force transmission component 33 and a reinforcing component 34. The force transmission component 33 may include a first part 331 and a second part 332. The first part 331 is connected to the C-pillar 1 and is provided with a first collapse structure 35. The second part 332 is used to connect to the D-pillar 2, and the reinforcing component 34 is provided on the second part 332. The collapse part 31 includes the first part 331, and the reinforcing part 32 includes the second part 332 and the reinforcing component 34. The first collapse structure 35 can reduce the structural strength of the first part 331 of the force transmission component 33, so as to facilitate the first part 331 to collapse and absorb energy under rear-end collision conditions. The reinforcing component 34 can make the second part 332 of the force transmission component 33 less prone to deformation than the first part 331, so as to reduce the deformation of the second part 332 under rear-end collision conditions, which is conducive to the second part 332 and the D-pillar 2 driving other components to move forward.

[0024] Among them, such as Figure 1 As shown, the first collapse structure 35 may include a through hole provided on the first part 331. The through hole can reduce the effective area of ​​the force transmission member 33, thereby reducing the structural strength of the force transmission member 33 on the first part 331. The through hole can be provided on the first part 331 in various ways depending on the situation. For example, when the diameter of the through hole is large, there may be one through hole on the first part 331 or the number of through holes on the first part 331 may be small, so that the first part 331 can collapse and deform under rear-impact conditions while ensuring a certain structural strength, and absorb the collision energy. Alternatively, when the diameter of the through hole is small, there may be multiple through holes, which can be spaced apart on the first part 331. In this way, the effect of making the first part 331 easy to collapse and deform under rear-impact conditions can also be achieved while ensuring the structural strength of the first part 331.

[0025] In some possible implementations, the reinforcing member 34 can make the second part 332 of the force transmission member 33 less prone to collapse and deformation than the first part 331 in various ways. For example, the reinforcing member 34 may include a first reinforcing plate, which may cover the surface of the second part 332 of the force transmission member 33 or be disposed between the through-hole structures of the second part 332. That is, the reinforcing member 34 can make the reinforcing member 34 less prone to deformation by directly strengthening the structural strength of the second part 332 of the force transmission member 33. The through-hole structure can serve as a weight reduction hole for the force transmission member 33 to meet the vehicle's lightweight requirements.

[0026] Alternatively, in embodiments of this disclosure, such as Figure 1As shown, the vehicle body structure may include a side panel assembly 100 located between the C-pillar 1 and the D-pillar 2, and the reinforcing member 34 may include a first bracket 341, which can connect the side panel assembly 100 to the second part 332. In this way, the first bracket 341, the side panel assembly 100, and the second part 332 can be connected into a whole with a certain structural strength. Therefore, in the event of a rear-end collision, even if the collision energy causes the second part 332 of the force transmission member 33 to deform, the side panel assembly 100 can suppress the deformation of the second part 332 to a certain extent, thereby achieving the effect that the second part 332 is less prone to deformation.

[0027] It should be noted that the side panel assembly 100 may refer to all components or part of the structure located between the C-pillar 1 and the D-pillar 2, and the force transmission component 33 may be configured as an inner side panel reinforcement plate.

[0028] In embodiments of this disclosure, such as Figure 1 As shown, the side panel assembly 100 may include a door guide rail 110, with both ends of the door guide rail 110 connected to the C-pillar 1 and the D-pillar 2 respectively. The first bracket 341 connects the door guide rail 110 to the second part 332; that is, the door guide rail 110, the first bracket 341 and the second part 332 form a whole, thereby improving the deformation resistance of the second part 332.

[0029] Or, such as Figure 1 As shown, the side panel assembly 100 may include a wheel cover structure 120. A first bracket 341 connects the wheel cover structure 120 to the second part 332, that is, the wheel cover structure 120, the first bracket 341 and the second part 332 form an integral whole, thereby improving the deformation resistance of the second part 332.

[0030] Or, for example Figure 1 As shown, the side panel assembly 100 may include a wheel arch structure 120 and a door guide rail 110. The wheel arch structure 120 may be located below the door guide rail 110, and both the wheel arch structure 120 and the door guide rail 110 are spaced apart from the force transmission member 33 in the left and right directions. That is, the wheel arch structure 120, the door guide rail 110, the first bracket 341 and the second part 332 together form an integral whole. Thus, the first bracket 341 can connect the second part 332 to more structural members to maximize the deformation resistance of the second part 332 within a limited space.

[0031] The first bracket 341 can be constructed as a U-shaped structure. The U-shaped first bracket 341 can have legs and a connecting surface. The first bracket 341 can be connected to the force transmission member 33 through the legs, and the first bracket 341 is located above the wheel cover structure 120. The first bracket 341 can be connected to the door guide rail 110 through the connecting surface. The side of the connecting surface can form a flange structure. The first bracket 341 can be connected to the wheel cover structure 120 through the flange structure. In this way, the wheel cover structure 120 and the door guide rail 110 can be connected to the second part 332 through a relatively simple bracket structure, which improves the connection efficiency.

[0032] In addition, a through-hole structure can also be provided on the connecting surface of the first bracket 341 to reduce the weight of the first bracket 341, so as to meet the requirements of vehicle lightweighting while ensuring that the first bracket 341 can stably connect the side panel assembly 100 and the second part 332 together.

[0033] In addition, the first bracket 341 and the second part 332, the first bracket 341 and the door guide rail 110, and the first bracket 341 and the wheel cover structure 120 can be connected together in various ways. For example, the above-mentioned components can be connected by welding or by fasteners. This disclosure does not specifically limit the connection method of the above-mentioned components.

[0034] Furthermore, it should be noted that when the vehicle is configured as a K-Car, components such as the wheel arch structure 120, door guide rail 110, and inner side reinforcement plate, as well as their arrangement, are common components and arrangements for this type of vehicle. Therefore, in this type of vehicle, all structures except the first bracket 341 can be formed from existing components in the vehicle. This minimizes the space occupied by the force transmission structure 3 and the components connected to it, allowing the rear of the vehicle to effectively absorb collision energy within a smaller space, reducing damage to the passenger compartment and / or components within the passenger compartment, and improving vehicle safety.

[0035] In embodiments of this disclosure, such as Figures 2 to 5As shown, the vehicle body structure may also include a rear longitudinal beam 4, which is located below the force transmission structure 3. The rear longitudinal beam 4 includes a crumple zone 41 and a reinforcing zone 42, with the crumple zone 41 located behind the reinforcing zone 42. The crumple zone 41 and the reinforcing zone 42 are located further back in the rear longitudinal beam 4. Thus, in a rear-end collision, the crumple zone 41 will first crumple and absorb energy after impact, reducing the collision energy on the rear longitudinal beam 4. Meanwhile, the reinforcing zone 42 can reduce the deformation of the front side of the rear longitudinal beam 4. Therefore, the rear longitudinal beam 4 can serve as another major force transmission path besides the force transmission structure 3, dispersing collision energy and reducing the impact of the collision energy on the structure before the crumple zone 41 of the rear longitudinal beam 4. For example, it can reduce the impact on the seats in the rear passenger compartment of the vehicle, thereby ensuring the safety of passengers in the rear seats and improving vehicle safety.

[0036] Among them, such as Figure 3 As shown, the crumpling section 41 may include a first beam body 411 and a second crumpling structure 412 disposed on the first beam body 411; the reinforcing section 42 may include a second beam body 421 and a reinforcing structure 422, with the reinforcing structure 422 connected to the inner wall of the second beam body 421. The second crumpling structure 412 can reduce the structural strength of the crumpling section 41, so that the rear longitudinal beam 4 can deform and absorb energy in time when subjected to a collision; after the reinforcing structure 422 is connected to the inner wall of the second beam body 421, it can improve the bending resistance of the second beam body 421, thereby reducing the deformation of the second beam body 421 when subjected to a collision, achieving the effect of improving the structural strength of the reinforcing section 42.

[0037] For example, such as Figure 3 As shown, the second collapse structure 412 may include collapse holes and / or collapse grooves. Multiple collapse holes and / or collapse grooves may be provided, and these multiple collapse holes and / or multiple collapse grooves may be disposed on the sidewall of the first beam body 411, thereby reducing the structural strength of the collapse section 41. The collapse grooves and collapse holes may have various arrangement methods. For example, the collapse grooves and / or collapse grooves may be spaced apart along the extension direction of the first beam body 411, or multiple collapse holes and multiple collapse grooves may be alternately arranged sequentially along the extension direction of the first beam body 411. This disclosure does not specifically limit the number and arrangement of the collapse holes and / or collapse grooves, as long as they can achieve the effect of reducing the structural strength of the first beam body 411.

[0038] In addition, such as Figure 3As shown, the reinforcing structure 422 may include a second reinforcing bracket 4221, which extends in the left-right direction to connect with the inner wall of the second beam body 421. The second reinforcing bracket 4221 can provide certain support for the second beam body 421 in the left-right direction, thereby improving the bending resistance of the second beam body 421 and thus increasing the structural strength of the reinforcing section 42. In the event of a rear-end collision, this can reduce the deformation of the second beam body 421 or prevent the reinforcing section 42 of the rear longitudinal beam 4 from easily deforming, thereby reducing the impact of collision energy on other structures.

[0039] Multiple second reinforcing brackets 4221 can be provided, and these brackets can be spaced apart along the extension direction of the second beam body 421. For example, three second reinforcing brackets 4221 can be provided, namely second reinforcing bracket a, second reinforcing bracket b, and second reinforcing bracket c. The second reinforcing brackets a, b, and c on the second beam body 421 are arranged sequentially and spaced apart from the side of the reinforcing section 42 near the collapsing section 41 toward the side away from the collapsing section 41. The second reinforcing bracket a can be located near the overlap position of the rear longitudinal beam 4 and the crossbeam of the rear seat of the vehicle, the second reinforcing bracket b can be located near the root of the rear longitudinal beam 4, and the second reinforcing bracket c can be located near the overlap position of the rear longitudinal beam 4 and the door sill.

[0040] In addition, a second reinforcing plate can be provided on the reinforcing section 42 of the rear longitudinal beam 4 and on the main body 421 of the second beam. The second reinforcing plate can be provided in the main body 421 of the second beam in various ways. For example, the second reinforcing plate can extend in the left and right direction and abut against the inner side wall of the main body 421 of the second beam. Alternatively, one end of the second reinforcing plate can be connected to the bottom wall of the main body 421 of the second beam and the other end can be connected to one side wall of the main body 421 of the second beam in the left and right direction. Alternatively, the second reinforcing plate can be stacked on the bottom wall of the main body 421 of the second beam and / or attached to the side wall of the main body 421 of the second beam. In this way, the bending resistance of the main body 421 of the second beam can be further improved, and the structural strength of the reinforcing section 42 of the rear longitudinal beam 4 can be guaranteed.

[0041] In addition, it should be noted that, as Figure 4As shown, a connection area can be provided at the overlap position of the rear crossbeam and rear longitudinal beam 4 of the rear seat of the vehicle. The connection area can be located at the bottom of the rear longitudinal beam 4. The shock-absorbing springs of the rear subframe and the rear crossbeam of the rear seat can both be connected to the rear longitudinal beam 4 through the connection area. That is, multiple components can be connected together in the connection area, which can improve the structural strength of the connection area. As a result, the connection area of ​​the rear longitudinal beam 4 and the front side of the connection area form a reinforcing section 42, and the rear side of the connection area of ​​the rear longitudinal beam 4 is a collapsible section 41. The position of the second reinforcing bracket a can correspond to the position of the connection area in the vertical direction. In this way, the second reinforcing bracket a can ensure the strength balance of the upper and lower sides of the longitudinal beam at this position.

[0042] In some possible implementations, such as Figure 5 As shown, the vehicle body structure also includes a seat mounting structure 5, which is connected to a reinforcing section 42. Because the reinforcing section 42 has high structural strength, its deformation will be smaller in a rear-end collision. Therefore, the seat mounting structure 5 located on the reinforcing section 42 will be less affected. In other words, in a rear-end collision, the force transmission structure 3, other components driven by the D-pillar, and the crumple zone 41 of the rear longitudinal beam 4 can crumple and absorb most of the collision energy. Under the action of the force transmission structure 3 and the rear longitudinal beam 4, the integrity of the seat mounting structure 5 can be maintained. This ensures that passengers in the rear seats will not be injured by the tilting or deformation of the seats, thus improving the vehicle's safety performance.

[0043] Among them, such as Figure 5 As shown, the seat mounting structure 5 may include a first crossbeam 51, a second crossbeam 52, and a first seat guide rail 53. The first crossbeam 51 and the second crossbeam 52 are spaced apart in the front-rear direction, with the first crossbeam 51 located in front of the second crossbeam 52. The second crossbeam 52 is connected to the reinforcing section 42, and the first seat guide rail 53 is connected between the first crossbeam 51 and the second crossbeam 52. Since the second crossbeam 52 is connected to the reinforcing section 42 and the first crossbeam 51 is located in front of the second crossbeam 52, the impact of collision energy on the seat mounting structure 5 can be reduced or even avoided when the vehicle is in a rear-end collision, thus preventing injury to passengers in the rear seats.

[0044] In some possible implementations, the seat mounting structure 5 may include a first crossbeam 51 and a second seat guide rail 54. The front end of the second seat guide rail 54 may be connected to the first crossbeam 51, and the rear end of the second seat guide rail 54 may be connected to the reinforcing section 42. Thus, it can be seen that the seat mounting structure 5 is located in front of the crumple zone 41 of the rear longitudinal beam 4. In a rear-end collision, the collision energy will not have an excessive impact on the seat mounting structure 5, preventing significant deformation of the seat mounting structure 5 and the seat on it due to the collision. This ensures the safety of the occupants in the seat.

[0045] For example, the passenger compartment at the rear of the vehicle may be provided with two seats arranged side by side in the left-right direction. Each seat may be provided with two seat rails. The two seat rails closer to the left and right sides of the vehicle are the first seat rails 53, and the rails farther away from the left and right sides of the vehicle relative to the first seat rails 53 are the second seat rails 54. Alternatively, it can be understood that the seat rail located on the outer side is the first seat rail 53, and the seat rail located on the inner side is the second seat rail 54. One first seat rail 53 and one second seat rail 54 together support one seat, thereby ensuring the stability of the seat connected to the rear of the vehicle through the seat mounting structure 5.

[0046] The second crossbeam 52 can be the rear crossbeam of the rear seat of the aforementioned vehicle.

[0047] Furthermore, there is a gap between the seat installed on the seat mounting structure 5 and the side panel assembly 100 of the vehicle. Therefore, even if part of the structure in the side panel assembly 100 deforms in the event of a rear-end collision, it will not affect the seat or the occupant sitting in the seat, thus further ensuring the safety of the vehicle.

[0048] In the embodiments of this disclosure, two force transmission structures 3 and two rear longitudinal beams 4 are provided. The two force transmission structures 3 are spaced apart in the left-right direction, and the two rear longitudinal beams 4 are spaced apart in the left-right direction. For example, the C-pillar 1 may include a left C-pillar and a right C-pillar, and the D-pillar 2 may include a left D-pillar and a right D-pillar. A force transmission structure 3 may be provided between the left C-pillar and the left D-pillar, and a rear longitudinal beam 4 may be provided below the force transmission structure 3. Correspondingly, another force transmission structure 3 may be provided between the right C-pillar and the right D-pillar, and another rear longitudinal beam 4 may be located below the force transmission structure 3. In this way, the vehicle as a whole can be provided with multiple force transmission paths, thereby further dispersing the collision energy, achieving the effect of reducing the collision energy and protecting the safety of passengers in the rear passenger compartment of the vehicle.

[0049] In addition, the two force transmission structures 3 can be symmetrically arranged in the left and right directions, and the two rear longitudinal beams 4 can be symmetrically arranged in the left and right directions. In this way, while ensuring the overall structural strength of the rear of the vehicle, the force received by the vehicle can be transmitted to the entire vehicle more evenly when passing through rough roads or encountering a collision, thereby avoiding the situation where the local stress is too large and deformation occurs.

[0050] also, Figure 7 A schematic diagram showing the positional relationship of various components of the vehicle body structure having the present disclosure is provided, wherein, Figure 7 The area covered by the dashed line represents the space that may be affected by a rear-end collision. It can be seen that the affected area will not affect the reinforcing section 42 where the seat mounting structure 5 is located. Therefore, it will not cause damage to the passenger sitting in the seat or to the components located in front of the reinforcing section 42, thus ensuring the safety of the vehicle.

[0051] and Figure 8 and Figure 9 A simulation diagram illustrating the deformation of the rear of a vehicle with the body structure of this disclosure under a rear-end collision is shown. Figure 8 It can be seen that, under rear-end collision conditions, the deformation of the crumple zone 31 is greater than that of the reinforcement zone 32; from Figure 9 As can be seen, in a rear-end collision, the force transmission structure 3 and the D-pillar 2 can cause other components at the rear of the vehicle, such as the side panel assembly 100, to collapse and deform. Moreover, the area on the vehicle that deforms and collapses will hardly intrude into the seats in the rear passenger compartment. Thus, this disclosure allows more components at the rear of the vehicle to participate in the collision energy absorption process, thereby reducing damage to the passenger compartment and / or components in the passenger compartment and improving the safety of the vehicle.

[0052] A second aspect of this disclosure provides a vehicle including the aforementioned body structure. It should be noted that this vehicle possesses all the beneficial effects of the aforementioned body structure, which will not be elaborated upon further herein.

[0053] In summary, this disclosure exemplarily illustrates the working process of the vehicle body structure under rear-end collision conditions.

[0054] When a vehicle is in a rear-end collision, the collision energy is mainly transmitted through multiple force transmission paths. Taking the left side of the vehicle as an example, the collision energy can be mainly transmitted from the rear of the vehicle to the front through two force transmission paths. One force transmission path passes through the left-side D-pillar 2, the force transmission structure 3, and the left-side C-pillar 1. Since the reinforcing part 32 of the force transmission structure 3 is connected to the D-pillar 2, under the action of the collision energy, the D-pillar 2 and the reinforcing part 32 can drive the surrounding components with lower structural strength to move towards the front of the vehicle. As a result, these components with lower structural strength and the crumple zone 31 of the force transmission structure 3 deform and crumple to absorb and reduce the collision energy. The other transmission path of the collision energy is on the rear longitudinal beam 4. When the rear longitudinal beam 4 is impacted, the crumple zone 41 will first crumple and deform to absorb some of the collision energy. In this way, when the collision energy is transmitted to the reinforcing part 42 of the rear longitudinal beam 4, the deformation of the reinforcing part 42 with higher structural strength can be reduced, or even the deformation of the reinforcing part 42 can be avoided. Based on this, the vehicle body structure disclosed herein enables more components at the rear of the vehicle to participate in the collision energy absorption process, reducing damage to the passenger compartment and / or components within the passenger compartment, and improving vehicle safety.

[0055] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0056] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0057] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle body structure, characterized in that, It includes a C-pillar, a D-pillar, and a force transmission structure. The force transmission structure is located between the C-pillar and the D-pillar in the front-back direction. The force transmission structure includes a collapsible portion and a reinforcing portion connected along the front-back direction. The collapsible portion is connected to the C-pillar, and the reinforcing portion is connected to the D-pillar.

2. The vehicle body structure according to claim 1, characterized in that, The force transmission structure includes a force transmission component and a reinforcing component. The force transmission component includes a first part and a second part. The first part is connected to the C-pillar and is provided with a first collapsible structure. The second part is connected to the D-pillar and is provided with the reinforcing component on the second part. The collapsible portion includes the first part, and the reinforcing portion includes the second part and the reinforcing member.

3. The vehicle body structure according to claim 2, characterized in that, The first collapse structure includes a through hole disposed on the first portion; and / or, The vehicle body structure includes a side panel assembly located between the C-pillar and the D-pillar, and the reinforcement includes a first bracket that connects the side panel assembly to the second part.

4. The vehicle body structure according to claim 3, characterized in that, The side panel assembly includes a door guide rail, with both ends of the door guide rail connected to the C-pillar and the D-pillar respectively. The first bracket connects the door guide rail to the second part; and / or, The side panel assembly includes a wheel cover structure, and the first bracket connects the wheel cover structure to the second part.

5. The vehicle body structure according to any one of claims 1-4, characterized in that, The vehicle body structure also includes a rear longitudinal beam located below the force transmission structure. The rear longitudinal beam includes a crumple section and a reinforcing section, with the crumple section located behind the reinforcing section.

6. The vehicle body structure according to claim 5, characterized in that, The collapsible section includes a first beam body and a second collapsible structure disposed on the first beam body; The reinforcing section includes a second beam body and a reinforcing structure, wherein the reinforcing structure is connected to the inner wall of the second beam body.

7. The vehicle body structure according to claim 6, characterized in that, The second collapse structure includes collapse holes and / or collapse grooves; and / or, The reinforcing structure includes a second reinforcing bracket that extends in the left-right direction to connect with the inner wall of the second beam body.

8. The vehicle body structure according to claim 5, characterized in that, The vehicle body structure also includes a seat mounting structure, which is connected to the reinforcing section.

9. The vehicle body structure according to claim 8, characterized in that, The seat mounting structure includes a first crossbeam, a second crossbeam, and a first seat guide rail. The first crossbeam and the second crossbeam are spaced apart in the front-rear direction, with the first crossbeam located in front of the second crossbeam. The second crossbeam is connected to the reinforcing section, and the first seat guide rail is connected between the first crossbeam and the second crossbeam; and / or, The seat mounting structure includes a first crossbeam and a second seat rail. The first crossbeam is located on the front side of at least part of the reinforcing section. The front end of the second seat rail is connected to the first crossbeam, and the rear end of the second seat rail is connected to the reinforcing section.

10. A vehicle, characterized in that, The vehicle body structure includes any one of claims 1-9.

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