Vehicle body tube beam, vehicle body structure, and vehicle

Abstract

The embodiment of the application provides a vehicle body pipe beam, a vehicle body structure and a vehicle, which comprise: a ring-shaped beam having a first force transmission cavity with a variable cross section, the ring-shaped beam comprising a vehicle A column, a door opening upper assembly, a vehicle C column and a door sill connected in sequence, the vehicle A column being arranged opposite to the vehicle C column, and the door sill being arranged opposite to the door opening upper assembly; a B column pipe beam arranged between the vehicle A column and the vehicle C column, a first end of the B column pipe beam being connected to the door opening upper assembly, a second end of the B column pipe beam being connected to the door sill, the B column pipe beam having a second force transmission cavity, and the second force transmission cavity being in communication with the first force transmission cavity. By introducing the ring-shaped beam having the first force transmission cavity with the variable cross section and the B column pipe beam in communication with the ring-shaped beam and also having the second force transmission cavity, the crashworthiness of the vehicle body side can be significantly improved, and in particular in the front, side and columnar collision conditions, the collision energy can be more effectively dispersed and absorbed, and the safety of the passenger cabin can be ensured.

Description

Technical Field

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

[0002] Traditional vehicle body side panels rely on distributed beam connections, assembled through multiple stamping and welding processes. This not only leads to complex manufacturing processes, increased production costs and time, but also makes it difficult to achieve lightweight structures and platform-based production due to the large number of parts. The design and material selection of the A-pillar, B-pillar, C-pillar, and door sill areas, in particular, directly affect the vehicle's occupant protection capabilities and overall body rigidity and stability in collisions. However, current technologies often fail to balance strength, weight, and cost due to complex molding processes in these areas, necessitating innovative technological solutions to address this challenge.

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

[0004] The main purpose of this utility model is to provide a vehicle body tube beam, vehicle body structure and vehicle to solve the problem of complex manufacturing process in the existing vehicle body structure design.

[0005] To achieve the above objectives, according to one aspect of the present invention, a vehicle body structure is provided, comprising: a ring beam having a first force-transmitting cavity with a variable cross-section; the ring beam including a vehicle A-pillar, a door opening upper component, a vehicle C-pillar, and a door sill connected in sequence; the vehicle A-pillar and the vehicle C-pillar being disposed opposite to each other, and the door sill and the door opening upper component being disposed opposite to each other; and a B-pillar tube beam disposed between the vehicle A-pillar and the vehicle C-pillar, the first end of the B-pillar tube beam being connected to the door opening upper component, the second end of the B-pillar tube beam being connected to the door sill, and the B-pillar tube beam having a second force-transmitting cavity communicating with the first force-transmitting cavity.

[0006] The seat assembly of this application can achieve the following beneficial effects: by introducing a ring beam with a first force transmission cavity of variable cross section, and a B-pillar tube beam connected to it and also having a second force transmission cavity, the impact resistance of the vehicle side can be significantly improved. Especially in frontal, side and pole impact conditions, it can more effectively disperse and absorb impact energy, ensuring the safety of the passenger compartment. Through the connection between the ring beam and the B-pillar tube beam, a perfect balance between lightweight and structural strength is achieved, reducing production costs, simplifying manufacturing processes, facilitating platform sharing, and solving the problems of complex manufacturing processes, high product costs, difficulty in reducing structural weight and difficulty in adapting to platform production in existing vehicle body structure designs.

[0007] Furthermore, the upper part of the doorway assembly includes: a side front doorway upper part assembly, the first end of which is connected to one end of the vehicle's A-pillar; and a side rear doorway upper part assembly, the first end of which is connected to the second end of the side front doorway upper part assembly, and the second end of which is connected to one end of the vehicle's C-pillar; wherein the side front doorway upper part assembly and the side rear doorway upper part assembly are respectively spaced apart from the door sill, and the first end of the B-pillar tube beam is connected to at least one of the side front doorway upper part assembly and the side rear doorway upper part assembly.

[0008] Furthermore, the edge profile of the cross-section of the vehicle's A-pillar includes a first A-pillar segment, a second A-pillar segment, a third A-pillar segment, a fourth A-pillar segment, and a fifth A-pillar segment connected in sequence. The first A-pillar segment and the fifth A-pillar segment are arranged at an angle, the first A-pillar segment and the second A-pillar segment are arranged at an angle, the first A-pillar segment and the third A-pillar segment are arranged opposite each other, the fourth A-pillar segment and the second A-pillar segment are arranged opposite each other, and the fourth A-pillar segment and the fifth A-pillar segment are arranged at an angle.

[0009] Furthermore, the edge profile of the cross-section of the upper component of the side front door opening includes a first front door assembly segment, a second front door assembly segment, a third front door assembly segment, a fourth front door assembly segment, and a fifth front door assembly segment connected in sequence. The first front door assembly segment and the fifth front door assembly segment are arranged at an angle, the first front door assembly segment and the third front door assembly segment are arranged opposite each other, the fourth front door assembly segment and the fifth front door assembly segment are arranged at an angle, and the fourth front door assembly segment and the second front door assembly segment are arranged opposite each other.

[0010] Furthermore, the edge profile of the cross-section of the B-pillar tube beam includes a first B-pillar component segment, a second B-pillar component segment, a third B-pillar component segment, and a fourth B-pillar component segment connected in sequence. The first B-pillar component segment and the third B-pillar component segment are arranged opposite to each other, and the distance between the second B-pillar component segment and the fourth B-pillar component segment is arranged to gradually decrease inward along a preset direction.

[0011] Furthermore, the edge profile of the cross-section of the upper component of the side rear door opening includes a first rear door component segment, a second rear door component segment, a third rear door component segment, a fourth rear door component segment, and a fifth rear door component segment connected in sequence. The fifth rear door component segment and the fourth rear door component segment are arranged at an angle, the fifth rear door component segment and the second rear door component segment are arranged opposite each other, the first rear door component segment and the third rear door component segment are arranged opposite each other, and the third rear door component segment and the fourth rear door component segment are arranged at an angle.

[0012] Further, the edge profile of the cross-section of the C-pillar of the vehicle comprises a first C-pillar segment, a second C-pillar segment, a third C-pillar segment and a fourth C-pillar segment connected in sequence, the first C-pillar segment and the third C-pillar segment are arranged oppositely, and the second C-pillar segment and the fourth C-pillar segment are arranged oppositely.

[0013] Further, the edge profile of the cross-section of the rocker comprises a first rocker segment, a second rocker segment, a third rocker segment and a fourth rocker segment connected in sequence, the first rocker segment and the second rocker segment are arranged at an included angle, the second rocker segment and the fourth rocker segment are arranged oppositely, and the fourth rocker segment and the first rocker segment are arranged at an included angle.

[0014] In another aspect of the present application, there is further provided a vehicle body structure comprising a vehicle body tubular beam, wherein the vehicle body tubular beam is the vehicle body tubular beam described above, the vehicle body structure further comprises: a side body panel, the side body panel comprises an inner side body panel and an outer side body panel, the inner side body panel and the outer side body panel are arranged at an interval, an annular beam and a B-pillar tubular beam are arranged between the inner side body panel and the outer side body panel, the outer side of the inner side body panel is connected to the annular beam and the B-pillar tubular beam respectively, and the inner side of the outer side body panel is connected to the annular beam and the B-pillar tubular beam respectively.

[0015] The above optional embodiment can achieve the following beneficial effects: the vehicle body structure comprises a vehicle body tubular beam and a side body panel, the side body panel is composed of an inner side panel and an outer side panel, which are arranged at an interval, an annular beam assembly and a B-pillar tubular beam are embedded between the inner side panel and the outer side panel. Not only the characteristic that the first variable-section force transmission cavity of the annular beam assembly communicates with the second force transmission cavity of the B-pillar tubular beam is utilized to enhance the energy absorption and transmission capacity of the vehicle body during collision, and ensure the high safety standard of the passenger compartment; but also through the tight connection between the outer side of the inner side panel and these components, and the connection between the inner side of the outer side panel and these components, the overall rigidity and structural stability of the vehicle body are greatly improved, the lightweight goal is achieved, the complexity of the manufacturing process is reduced, and the cost is lowered.

[0016] In another aspect of the present application, there is further provided a vehicle comprising a vehicle body structure, wherein the vehicle body structure is the vehicle body structure described above.

[0017] The vehicle of the present application can achieve the following beneficial effects: the vehicle integrates the vehicle body structure, wherein the A-pillar (10), the door opening upper assembly and the C-pillar (50) of the vehicle adopt the irregular rectangular section design, and the rocker (60) and the B-pillar tubular beam (30) adopt the 0.8 GPa grade high-strength steel hydroforming technology, which together form a unique sun-shaped integrated annular beam side panel reinforcing structure. Not only is the safety protection capability of the vehicle under collision working conditions such as frontal collision, side collision and pole collision significantly improved, but also the goals of lightweight, simplified manufacturing process and convenient platform-based production are achieved, the product cost is greatly reduced, the production efficiency and product quality are improved, and the comprehensive performance of the vehicle is significantly improved. Attached Figure Description

[0018] Figure 1 This is a partial structural diagram of a first embodiment of the vehicle body tube beam provided in this application;

[0019] Figure 2 This is a structural diagram of the cross-section of the vehicle A-pillar in a body tube beam provided in an embodiment of this application;

[0020] Figure 3 This is a structural diagram of the cross-section of the upper part of the side panel front door opening component in a vehicle body tube beam according to an embodiment of this application;

[0021] Figure 4 This is a structural diagram of the cross-section of the B-pillar tube beam in a vehicle body tube beam provided in an embodiment of this application;

[0022] Figure 5 This is a structural diagram of the cross-section of the upper part of the side rear door opening component in the body tube beam provided in an embodiment of this application;

[0023] Figure 6 This is a structural diagram of the cross-section of the C-pillar in the vehicle body tube beam provided in one embodiment of this application;

[0024] Figure 7 This is a structural diagram of the cross-section of the sill in a vehicle body tube beam provided in an embodiment of this application;

[0025] Figure 8 This is a structural diagram of the first embodiment of the vehicle body structure provided in this application;

[0026] Figure 9 This is a structural diagram of a second embodiment of the vehicle body structure provided in one embodiment of this application.

[0027] The above figures include the following reference numerals:

[0028] 10. Vehicle A-pillar; 101. First A-pillar segment; 102. Second A-pillar segment; 103. Third A-pillar segment; 104. Fourth A-pillar segment; 105. Fifth A-pillar segment;

[0029] 20. Upper component of the side front door opening; 201. First front door assembly; 202. Second front door assembly; 203. Third front door assembly; 204. Fourth front door assembly; 205. Fifth front door assembly;

[0030] 30. B-column tube beam; 301. First B-column component segment; 302. Second B-column component segment; 303. Third B-column component segment; 304. Fourth B-column component segment;

[0031] 40. Upper component of the side rear door opening; 401. First rear door assembly; 402. Second rear door assembly; 403. Third rear door assembly; 404. Fourth rear door assembly; 405. Fifth rear door assembly;

[0032] 50. Vehicle C-pillar; 501. First C-pillar segment; 502. Second C-pillar segment; 503. Third C-pillar segment; 504. Fourth C-pillar segment;

[0033] 60. Threshold; 601. First threshold segment; 602. Second threshold segment; 603. Third threshold segment; 604. Fourth threshold segment;

[0034] 70. Inner side panel;

[0035] 80. Outer perimeter panel. Detailed Implementation

[0036] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0037] Traditional automotive sidewall structures primarily rely on a distributed plate-beam connection method. This involves stamping numerous sheet metal parts into individual components, which are then joined together through multi-step welding processes to form the sidewall frame. This method, due to its linear production flow and the requirement for independent manufacturing of components, results in a highly complex manufacturing process. It demands highly precise molds, stamping equipment, and skilled welding techniques. Each vehicle model requires customized processes and tools, significantly increasing production costs and manufacturing time. Furthermore, the distributed plate-beam connection means numerous connection points and components, not only increasing overall weight and impacting lightweight design but also severely restricting the commonality and interchangeability of components across different models due to the differentiated design and manufacturing of each part. This hinders the implementation of platform-based production models, ultimately affecting the production efficiency and cost control of automakers.

[0038] In the A-pillar, B-pillar, C-pillar, and door sill areas, where vehicle safety is crucial, the design and material selection directly determine the safety of the passenger compartment and the rigidity and stability of the vehicle structure in a collision. Although high-strength steel and aluminum alloys have been used to some extent to improve the crashworthiness and weight reduction of these areas, the forming process characteristics of these materials—such as stamping and heat treatment of high-strength steel and extrusion and casting of aluminum alloys—often require specific process parameters and equipment. This limits the application scope and flexibility of single materials and production processes. In practice, these areas often employ single-material or simple mixed-material solutions, failing to fully consider the optimal combination of different materials or innovative connection methods. This leads to an irreconcilable conflict between strength, weight, and cost; while the use of high-strength materials increases structural strength, it also increases weight and cost, while lightweight materials reduce weight but suffer from shortcomings in terms of strength and cost.

[0039] This application provides a vehicle body tube beam, such as... Figure 1 As shown, it includes: a ring beam having a first force-transmitting cavity with a variable cross-section; the ring beam includes a vehicle A-pillar 10, a doorway upper component, a vehicle C-pillar 50, and a sill 60 connected in sequence; the vehicle A-pillar 10 and the vehicle C-pillar 50 are arranged opposite each other, and the sill 60 is arranged opposite to the doorway upper component; a B-pillar tube beam 30 is arranged between the vehicle A-pillar 10 and the vehicle C-pillar 50; the first end of the B-pillar tube beam 30 is connected to the doorway upper component, and the second end of the B-pillar tube beam 30 is connected to the sill 60; the B-pillar tube beam 30 has a second force-transmitting cavity that communicates with the first force-transmitting cavity.

[0040] The technical solution of this utility model, by introducing a ring beam with a first force-transmitting cavity of variable cross-section and a B-pillar tube beam 30 connected to it and also having a second force-transmitting cavity, can significantly improve the impact resistance of the vehicle sidewall. Especially in frontal, side, and pole impact conditions, it can more effectively disperse and absorb impact energy, ensuring the safety of the passenger compartment. The connection between the ring beam and the B-pillar tube beam 30 achieves a perfect balance between lightweighting and structural strength, reducing production costs, simplifying manufacturing processes, and facilitating platform sharing. It solves the problems of complex manufacturing processes, high product costs, difficulty in reducing structural weight, and difficulty in adapting to platform-based production in existing vehicle body structure designs. The vehicle A-pillar 10, upper door opening component, vehicle C-pillar 50, sill 60, and B-pillar tube beam 30 are designed as irregular "U"-shaped ring beam structures according to the constraints of vehicle body styling and component layout. This ring beam structure has good mechanical properties, effectively reducing weight while ensuring structural strength, and is easy to connect with other components.

[0041] In this embodiment, the upper part of the doorway includes: a side front doorway upper part 20, the first end of which is connected to one end of the vehicle's A-pillar 10; and a side rear doorway upper part 40, the first end of which is connected to the second end of the side front doorway upper part 20, and the second end of which is connected to one end of the vehicle's C-pillar 50; wherein the side front doorway upper part 20 and the side rear doorway upper part 40 are respectively spaced apart from the sill 60, and the first end of the B-pillar tube beam 30 is connected to at least one of the side front doorway upper part 20 and the side rear doorway upper part 40.

[0042] In this invention, the upper component 20 of the front side door opening is connected end-to-end to the A-pillar 10 of the vehicle, forming a stable front-end support. The rear end connects to the upper component 40 of the rear side door opening, which in turn is tightly integrated with the C-pillar 50, creating a continuous top reinforcement structure. Notably, the upper components 20 and 40 of the front and rear side door openings not only maintain an appropriate distance from the sill 60, ensuring sufficient interior space, but also form a specific angle with the B-pillar tube beam 30. This design not only optimizes the vehicle's impact resistance but also achieves a harmonious transition between the door and the body, enhancing the overall design aesthetics. More importantly, the connection of the B-pillar tube beam 30 to at least one of the door opening upper components strengthens the structural strength of the central part of the vehicle, effectively dispersing collision forces and protecting occupant safety.

[0043] In one exemplary embodiment, the A-pillar 10 is made of 2.2 GPa ultra-high-strength steel formed by a hot-expansion process. The upper component 20 of the front door opening, the B-pillar tube beam 30, the C-pillar 50, and the sill 60 all employ regionally reinforced structures. The upper component 40 of the rear door opening is made of 0.8 GPa high-strength steel formed by a hydraulic process. The inner side panel 70 and the outer side panel 80 are formed by a stamping process. The inner side panel 70 and the outer side panel 80 adopt a stamped thin-walled beam structure, providing external coverage and internal support for the vehicle side panels, while meeting the requirements of vehicle exterior styling and interior installation.

[0044] In an exemplary embodiment, the vehicle A-pillar 10, the upper front door opening assembly 20 of the side body, the upper rear door opening assembly 40 of the side body, the vehicle C-pillar 50 and the rocker 60 are initially fixed by means of plug connection. Such plug connection can ensure accurate relative positions of each annular beam structure at the initial connection stage, facilitating subsequent welding operations; then connection is performed by means of CO2 welding to form an outer frame reinforcement structure of the vehicle body side body, enhancing the overall rigidity and torsion resistance of the vehicle body side body. The connection mode of the B-pillar tubular beam 30 with the rocker 60, the upper front door opening assembly 20 of the side body and the upper rear door opening assembly 40 through high-strength steel plate beam joints includes CO2 welding and bolt connection, forming a "Japanese character" shaped integrated annular beam side body reinforcement structure. This "Japanese character" shaped structure further improves the strength and stiffness of the vehicle body side body, and can effectively resist various impact forces. Finally, through connection processes such as CO2 welding and spot welding, the "Japanese character" shaped integrated annular beam side body reinforcement structure is connected with the inner side panel 70 and the outer side panel 80 to form a complete integral side body assembly.

[0045] In an exemplary embodiment, as Figure 2 shown, the edge profile of the cross-section of the vehicle A-pillar 10 includes a first A-pillar segment 101, a second A-pillar segment 102, a third A-pillar segment 103, a fourth A-pillar segment 104 and a fifth A-pillar segment 105 which are connected in sequence. The first A-pillar segment 101 and the fifth A-pillar segment 105 are arranged at an included angle, the first A-pillar segment 101 and the second A-pillar segment 102 are arranged at an included angle, the first A-pillar segment 101 and the third A-pillar segment 103 are arranged opposite to each other, the fourth A-pillar segment 104 and the second A-pillar segment 102 are arranged opposite to each other, and the fourth A-pillar segment 104 and the fifth A-pillar segment 105 are arranged at an included angle.

[0046] The above optional embodiments can achieve the following beneficial effects: through the orderly connection of the first A-pillar component segment 101, the second A-pillar component segment 102, the third A-pillar component segment 103, the fourth A-pillar component segment 104 and the fifth A-pillar component segment 105, a stable and efficient energy absorption structure is formed. The angle between the first A-pillar segment 101 and the fifth A-pillar segment 105 not only strengthens the bottom connection of the A-pillar but also optimizes the force transmission path during a frontal collision. The angle between the first A-pillar segment 101 and the second A-pillar segment 102 ensures a robust connection between the A-pillar and the roof structure, enhancing the roof's compressive strength. The relative arrangement of the first A-pillar segment 101 and the third A-pillar segment 103 ensures the lateral width of the A-pillar, improving side-impact protection. Simultaneously, the relative arrangement of the fourth A-pillar segment 104 and the second A-pillar segment 102 maintains the structural integrity of the upper part of the A-pillar and strengthens the connection with the roof side. Finally, the angle between the fourth A-pillar segment 104 and the fifth A-pillar segment 105 provides the optimal angle for the connection between the A-pillar and the door sill, ensuring excellent performance in various collision scenarios. This unique A-pillar cross-sectional edge design not only improves vehicle safety in collisions but also achieves weight reduction by decreasing material usage.

[0047] In this embodiment, as Figure 3 As shown, the edge profile of the cross-section of the upper component 20 of the side front door opening includes a first front door component segment 201, a second front door component segment 202, a third front door component segment 203, a fourth front door component segment 204, and a fifth front door component segment 205 connected in sequence. The first front door component segment 201 and the fifth front door component segment 205 are arranged at an angle, the first front door component segment 201 and the third front door component segment 203 are arranged opposite each other, the fourth front door component segment 204 and the fifth front door component segment 205 are arranged at an angle, and the fourth front door component segment 204 and the second front door component segment 202 are arranged opposite each other.

[0048] The above-described optional embodiments achieve the following beneficial effects: the complex structure composed of the first front door component 201, the second front door component 202, the third front door component 203, the fourth front door component 204, and the fifth front door component 205 significantly enhances the vehicle's lateral impact resistance and structural stability. The angled design between the first front door component 201 and the fifth front door component 205 optimizes the connection between the front of the side panel and the roof and sill, effectively dispersing and absorbing collision energy while providing stable support; the relative arrangement of the first front door component 201 and the third front door component 203 ensures the lateral stiffness of the components in the door opening area, improving the smoothness and safety of opening and closing the door; the angled connection between the fourth front door component 204 and the fifth front door component 205 strengthens the transition between the side panel and the vehicle's C-pillar, enhancing the integrity of the rear structure; and the relative layout of the fourth front door component 204 and the second front door component 202 ensures the longitudinal continuity and strength of the components.

[0049] In this embodiment, as Figure 4 As shown, the edge profile of the cross-section of the B-pillar tube beam 30 includes a first B-pillar component segment 301, a second B-pillar component segment 302, a third B-pillar component segment 303, and a fourth B-pillar component segment 304 connected in sequence. The first B-pillar component segment 301 and the third B-pillar component segment 303 are arranged opposite to each other, and the distance between the second B-pillar component segment 302 and the fourth B-pillar component segment 304 is arranged to gradually decrease inward along a preset direction.

[0050] The above-mentioned optional embodiments can achieve the following beneficial effects: Composed of the first B-pillar segment 301, the second B-pillar segment 302, the third B-pillar segment 303, and the fourth B-pillar segment 304, it exhibits excellent structural performance and crashworthiness advantages. The relative arrangement of the first B-pillar segment 301 and the third B-pillar segment 303 constructs a hollow reinforced structure for the B-pillar, significantly improving the energy absorption capacity during side collisions and ensuring the safety of the passenger compartment. In particular, the design of the distance between the second B-pillar segment 302 and the fourth B-pillar segment 304 gradually decreasing inward along a preset direction not only optimizes the smooth transition of the B-pillar at the front and rear and enhances the connection strength with the A-pillar and C-pillar, but also allows the B-pillar to more effectively disperse the impact force through material deformation when subjected to a side impact, further improving the vehicle's protection level under side collision conditions.

[0051] In one exemplary embodiment, such as Figure 5As shown, the edge profile of the cross-section of the upper component 40 of the side rear door opening includes a first rear door component segment 401, a second rear door component segment 402, a third rear door component segment 403, a fourth rear door component segment 404, and a fifth rear door component segment 405 connected in sequence. The fifth rear door component segment 405 and the fourth rear door component segment 404 are arranged at an angle. The fifth rear door component segment 405 and the second rear door component segment 402 are arranged opposite each other. The first rear door component segment 401 and the third rear door component segment 403 are arranged opposite each other. The third rear door component segment 403 and the fourth rear door component segment 404 are arranged at an angle.

[0052] The above optional embodiments can achieve the following beneficial effects: the composite structure composed of the first rear door component 401, the second rear door component 402, the third rear door component 403, the fourth rear door component 404 and the fifth rear door component 405 significantly improves the impact resistance and structural rigidity of the vehicle side wall. The angle between the fifth rear door component 405 and the fourth rear door component 404 not only strengthens the connection between the rear of the side panel and the roof and sill, but also optimizes the dispersion path of collision energy, effectively reducing the direct impact on the C-pillar of the vehicle. The relative arrangement of the fifth rear door component 405 and the second rear door component 402, as well as the relative layout of the first rear door component 401 and the third rear door component 403, ensures the lateral stability of the components in the door opening area, improving the sense of security and smoothness when the doors open and close. In particular, the angle design between the third rear door component 403 and the fourth rear door component 404 optimizes the connection between the side panel and the B-pillar tube beam, enhancing the integrity and strength of the central structure. This allows the entire upper component 40 of the side panel rear door opening to achieve lightweighting and effective control of manufacturing costs while ensuring occupant safety.

[0053] Furthermore, such as Figure 6 As shown, the edge profile of the cross-section of the vehicle C-pillar 50 includes a first C-pillar component segment 501, a second C-pillar component segment 502, a third C-pillar component segment 503, and a fourth C-pillar component segment 504 connected in sequence. The first C-pillar component segment 501 and the third C-pillar component segment 503 are arranged opposite to each other, and the second C-pillar component segment 502 and the fourth C-pillar component segment 504 are arranged opposite to each other.

[0054] The above-mentioned optional embodiments can achieve the following beneficial effects: the symmetrical structure composed of the first C-pillar segment 501, the second C-pillar segment 502, the third C-pillar segment 503, and the fourth C-pillar segment 504 significantly improves the structural strength and crashworthiness of the vehicle's rear end. The relative arrangement of the first C-pillar segment 501 and the third C-pillar segment 503 constructs a central reinforcement zone for the C-pillar, effectively enhancing the vehicle's protection capabilities during side collisions, especially in the rear door area, providing stable support and protecting the passenger compartment from intrusion; the symmetrical layout of the second C-pillar segment 502 and the fourth C-pillar segment 504 not only optimizes the C-pillar's shape design at the rear of the vehicle, ensuring the consistency and aesthetics of the vehicle's streamline, but also improves the vehicle's balanced response capability when subjected to asymmetrical collision forces through the symmetrical structural design on both sides, ensuring the stability of the vehicle body structure and the safety of the occupants.

[0055] In one exemplary embodiment, such as Figure 7 As shown, the edge profile of the cross-section of the threshold 60 includes a first threshold component segment 601, a second threshold component segment 602, a third threshold component segment 603, and a fourth threshold component segment 604 connected in sequence. The first threshold component segment 601 and the second threshold component segment 602 are arranged at an angle, the second threshold component segment 602 and the fourth threshold component segment 604 are arranged opposite to each other, and the fourth threshold component segment 604 and the first threshold component segment 601 are arranged at an angle.

[0056] The above-described optional embodiments achieve the following beneficial effects: the complex structure composed of the first sill segment 601, the second sill segment 602, the third sill segment 603, and the fourth sill segment 604 effectively improves the structural rigidity and collision safety of the vehicle's bottom. The angle between the first sill segment 601 and the second sill segment 602, and the corresponding angle between the fourth sill segment 604 and the first sill segment 601, together construct a stable sill support frame. Especially in the event of a side collision, it can effectively disperse the impact force and protect the vehicle's passenger compartment from severe damage. At the same time, the relative arrangement of the second sill segment 602 and the fourth sill segment 604 ensures that the sill has uniform load-bearing capacity and strength along its entire length, preventing deformation or damage during collisions or daily use, thus improving the overall durability of the vehicle and the passenger's riding experience.

[0057] According to another embodiment of this application, a vehicle body structure is also provided, including a vehicle body tube beam, wherein the vehicle body tube beam is the aforementioned vehicle body tube beam, such as... Figure 8 and Figure 9As shown, the vehicle body structure further includes: a side panel, wherein the side panel comprises an inner side panel 70 and an outer side panel 80, the inner side panel 70 and the outer side panel 80 are arranged at an interval, the annular beam and the B-pillar tubular beam 30 are arranged between the inner side panel 70 and the outer side panel 80, the outer side of the inner side panel 70 is respectively connected with the annular beam and the B-pillar tubular beam 30, and the inner side of the outer side panel 80 is respectively connected with the annular beam and the B-pillar tubular beam 30.

[0058] The above optional embodiment can achieve the following beneficial effects: the vehicle body structure comprises a vehicle body tubular beam and a side panel, the side panel is composed of two parts, an inner side panel 70 and an outer side panel 80, which are arranged at an interval, and an annular beam assembly and a B-pillar tubular beam 30 are embedded therebetween. Such a structural design not only utilizes the characteristic that the variable-section first force transmission cavity of the annular beam assembly communicates with the second force transmission cavity of the B-pillar tubular beam 30, enhances the energy absorption and transmission capacity of the vehicle body during collision, and ensures the high safety standard of the passenger compartment; but also, by tightly connecting the outer side of the inner side panel 70 with these components and joining the inner side of the outer side panel 80 therewith, the overall rigidity and structural stability of the vehicle body are greatly improved, the lightweight target is achieved, the complexity of manufacturing processes is reduced, and the cost is lowered.

[0059] According to another embodiment of the present application, there is also provided a vehicle, comprising a vehicle body structure, wherein the vehicle body structure is the above vehicle body structure.

[0060] The vehicle according to embodiments of the present application can achieve the following beneficial effects: the vehicle body structure integrates vehicle body tubular beams, wherein the vehicle A-pillar 10, the door opening upper assembly and the vehicle C-pillar 50 adopt an irregular square-shaped cross-section design and 2.2GPa grade ultra-high strength steel hot gas bulging forming technology, and the threshold 60 and the B-pillar tubular beam 30 adopt 0.8GPa grade high strength steel hydroforming technology, which jointly form a unique Japanese-shaped integrated annular beam side reinforcement structure, not only significantly improving the safety protection capability of the vehicle under collision conditions such as frontal collision, side collision and pole collision, but also achieving the objectives of lightweight, simplifying the manufacturing process and facilitating platform-based production, greatly reducing the product cost, improving the production efficiency and product quality, and bringing a significant improvement in the comprehensive performance of the vehicle.

[0061] In the present application, "a plurality of" means two or more. Unless otherwise clearly defined, the terms "mounted", "connected" and "coupled" in the present application should be understood in a broad sense. For example, they may be fixed connection, detachable connection, or integrated connection; they may be mechanical connection, or electrical connection; they may be direct connection, or indirect connection through an intermediate medium, and they may be communication between two elements. For those skilled in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0062] The terms "first," "second," "third," "fourth," etc. (if present) in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. The term "and / or" in this application is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Furthermore, the character " / " in this application generally indicates that the preceding and following related objects have an "or" relationship.

[0063] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle body tube beam, characterized in that, include: A ring beam having a first force-transmitting cavity with a variable cross-section, the ring beam comprising a vehicle A-pillar (10), a door opening upper component, a vehicle C-pillar (50) and a sill (60) connected in sequence, the vehicle A-pillar (10) and the vehicle C-pillar (50) being disposed opposite to each other, and the sill (60) and the door opening upper component being disposed opposite to each other; B-pillar tube beam (30), the B-pillar tube beam (30) is disposed between the vehicle A-pillar (10) and the vehicle C-pillar (50), the first end of the B-pillar tube beam (30) is connected to the upper part of the door opening, the second end of the B-pillar tube beam (30) is connected to the threshold (60), the B-pillar tube beam (30) has a second force transmission cavity, the second force transmission cavity is connected to the first force transmission cavity.

2. The vehicle body tube beam according to claim 1, characterized in that, The upper component of the doorway includes: Side panel front door opening upper component (20), the first end of the side panel front door opening upper component (20) is connected to one end of the vehicle A pillar (10); The upper part of the rear door opening of the side wall is a component (40), the first end of which is connected to the second end of the upper part of the front door opening of the side wall, and the second end of which is connected to one end of the C-pillar (50) of the vehicle. The upper component of the front side door opening (20) and the upper component of the rear side door opening (40) are respectively spaced apart from the threshold (60), and the first end of the B-pillar tube beam (30) is connected to at least one of the upper component of the front side door opening (20) and the upper component of the rear side door opening (40).

3. The vehicle body tube beam according to claim 2, characterized in that, The edge profile of the cross-section of the vehicle A-pillar (10) includes a first A-pillar component segment (101), a second A-pillar component segment (102), a third A-pillar component segment (103), a fourth A-pillar component segment (104), and a fifth A-pillar component segment (105) connected in sequence. The first A-pillar component segment (101) and the fifth A-pillar component segment (105) are arranged at an angle. The first A-pillar component segment (101) and the second A-pillar component segment (102) are arranged at an angle. The first A-pillar component segment (101) and the third A-pillar component segment (103) are arranged opposite to each other. The fourth A-pillar component segment (104) and the second A-pillar component segment (102) are arranged opposite to each other. The fourth A-pillar component segment (104) and the fifth A-pillar component segment (105) are arranged at an angle.

4. The vehicle body tube beam according to claim 2, characterized in that, The edge profile of the cross-section of the upper component (20) of the side front door opening includes a first front door component segment (201), a second front door component segment (202), a third front door component segment (203), a fourth front door component segment (204), and a fifth front door component segment (205) connected in sequence. The first front door component segment (201) and the fifth front door component segment (205) are arranged at an angle. The first front door component segment (201) and the third front door component segment (203) are arranged opposite to each other. The fourth front door component segment (204) and the fifth front door component segment (205) are arranged at an angle. The fourth front door component segment (204) and the second front door component segment (202) are arranged opposite to each other.

5. The vehicle body tube beam according to claim 2, characterized in that, The edge profile of the cross-section of the B-pillar tube beam (30) includes a first B-pillar component segment (301), a second B-pillar component segment (302), a third B-pillar component segment (303), and a fourth B-pillar component segment (304) connected in sequence. The first B-pillar component segment (301) and the third B-pillar component segment (303) are arranged opposite to each other, and the distance between the second B-pillar component segment (302) and the fourth B-pillar component segment (304) is arranged to gradually decrease inward along a preset direction.

6. The vehicle body tube beam according to claim 2, characterized in that, The edge profile of the cross-section of the upper component (40) of the side rear door opening includes a first rear door component segment (401), a second rear door component segment (402), a third rear door component segment (403), a fourth rear door component segment (404), and a fifth rear door component segment (405) connected in sequence. The fifth rear door component segment (405) is arranged at an angle to the fourth rear door component segment (404). The fifth rear door component segment (405) is arranged opposite to the second rear door component segment (402). The first rear door component segment (401) is arranged opposite to the third rear door component segment (403). The third rear door component segment (403) is arranged at an angle to the fourth rear door component segment (404).

7. The vehicle body tube beam according to claim 2, characterized in that, The edge profile of the cross-section of the vehicle C-pillar (50) includes a first C-pillar component segment (501), a second C-pillar component segment (502), a third C-pillar component segment (503), and a fourth C-pillar component segment (504) connected in sequence. The first C-pillar component segment (501) is arranged opposite to the third C-pillar component segment (503), and the second C-pillar component segment (502) is arranged opposite to the fourth C-pillar component segment (504).

8. The vehicle body tube beam according to claim 3, characterized in that, The edge profile of the cross-section of the threshold (60) includes a first threshold component segment (601), a second threshold component segment (602), a third threshold component segment (603), and a fourth threshold component segment (604) connected in sequence. The first threshold component segment (601) and the second threshold component segment (602) are arranged at an angle, the second threshold component segment (602) and the fourth threshold component segment (604) are arranged opposite to each other, and the fourth threshold component segment (604) and the first threshold component segment (601) are arranged at an angle.

9. A vehicle body structure, comprising a vehicle body tube beam, characterized in that, The vehicle body tube beam is the vehicle body tube beam according to any one of claims 1-8, and the vehicle body structure further includes: The side panel includes an inner side panel (70) and an outer side panel (80), the inner side panel (70) and the outer side panel (80) are spaced apart, and a ring beam and a B-column tube beam (30) are disposed between the inner side panel (70) and the outer side panel (80). The outer side of the inner side panel (70) is connected to the ring beam and the B-column tube beam (30) respectively, and the inner side of the outer side panel (80) is connected to the ring beam and the B-column tube beam (30) respectively.

10. A vehicle, comprising a body structure, characterized in that, The vehicle body structure is the vehicle body structure as described in claim 9.

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