CN117284379A - Vehicle body structure and vehicle - Google Patents

Abstract

The application provides a vehicle body structure and a vehicle. The body structure includes a first force transfer structure including a front wall connector, an instrument cross member, at least one pair of shock absorber mounts, at least one pair of connection structures, and at least one pair of a-pillars. The both ends of preceding enclose connecting piece are connected respectively in a pair of the shock absorber seat. And two ends of the instrument cross beam are respectively connected with a pair of A columns. Two ends of one connecting structure are respectively connected with one A column and one shock absorber seat, and two ends of the other connecting structure are respectively connected with the other A column and the other shock absorber seat. The vehicle body structure and the vehicle effectively transfer and decompose the collision force from the front part of the vehicle body, and improve the safety performance of vehicle collision.

Description

Vehicle body structure and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a vehicle body structure and a vehicle.

Background

At present, with the development of the automobile industry, the requirements of people on the performance of automobile safety facilities are continuously improved, and users pay more and more attention to the safety performance of automobiles when purchasing automobiles. In the related art, when a vehicle collides (especially, a front collision), collision energy among structures of a front cabin is not properly dispersed, so that absorption and transmission of the collision energy by a vehicle body structure are affected, the collision safety performance of the vehicle body structure is low, the passenger cabin is deformed, and a large potential safety hazard exists.

Disclosure of Invention

The application provides a car body structure and vehicle for improving collision safety performance.

The application discloses a vehicle body structure, comprising a first force transmission structure, wherein the first force transmission structure comprises a front wall connecting piece, an instrument cross beam, at least one pair of shock absorber seats, at least one pair of connecting structures and at least one pair of A columns; the two ends of the front wall connecting piece are respectively connected with a pair of shock absorber seats; two ends of the instrument cross beam are respectively connected with a pair of A columns; two ends of one connecting structure are respectively connected with one A column and one shock absorber seat, and two ends of the other connecting structure are respectively connected with the other A column and the other shock absorber seat.

Further, the connecting structure comprises a first force transmission piece and a second force transmission piece which are connected together, wherein the first force transmission piece is connected with the front side of the A column, and the second force transmission piece is connected with the inner side of the A column.

Further, the front wall connecting piece comprises a front wall upper beam, a front guard board and a connecting plate, wherein the front wall upper beam is fixed on the front guard board, and the connecting plate is connected with the shock absorber seat and the front wall upper beam.

Further, along the height direction of the vehicle body, the position of the instrument cross beam is higher than the position of the front wall connecting piece.

Further, in the vehicle body width direction, the length of the instrument cross member is greater than the length of the cowl connector.

Further, the vehicle body structure further comprises a second force transfer structure, wherein the second force transfer structure comprises a front lower cross beam, at least one pair of first diagonal bracing beams, at least one pair of threshold beams and at least one pair of front longitudinal beams, and the front lower cross beam is positioned at the bottom of the vehicle body; the pair of front longitudinal beams are respectively connected to two ends of the front lower cross beam; two ends of one of the first diagonal bracing beams are respectively connected with one of the threshold beams and one end of the front surrounding lower cross beam, and two ends of the other one of the first diagonal bracing beams are respectively connected with the other one of the threshold beams and the other end of the front surrounding lower cross beam.

Further, the second force transmission structure further comprises a middle longitudinal beam, one end of the middle longitudinal beam is connected to the middle of the front lower cross beam, and the other end of the middle longitudinal beam extends to the rear of the vehicle body.

Further, the second force transmission structure further comprises at least one pair of second diagonal beams, wherein two ends of one second diagonal beam are respectively connected with one first diagonal beam and the middle longitudinal beam, and two ends of the other second diagonal beam are respectively connected with the other first diagonal beam and the middle longitudinal beam.

Further, the body structure further comprises a third force transfer structure comprising a central channel extending in the body length direction, the central channel being connected with the center sill.

Further, the third force transmission structure further comprises a front floor and a battery pack, the central channel is arranged on the front floor, at least one part of the battery pack is arranged below the front floor, the left side and the right side of the battery pack are respectively connected with the pair of threshold beams, and the front side of the battery pack is connected with the front floor.

Further, the third force transmission structure further comprises a battery pack longitudinal beam, the battery pack longitudinal beam is arranged along the length direction of the vehicle body and penetrates through the middle of the battery pack, the battery pack longitudinal beam and the battery pack are integrated into a whole, and the battery pack longitudinal beam is connected with the central channel.

Further, the central channel is in spot welding connection with the central longitudinal beam, and the battery pack longitudinal beam is in bolt connection with the central channel.

Further, the connection structure with the shock absorber seat spot welding is connected, the connection structure with the A post spot welding is connected, the front wall connecting piece with the shock absorber seat spot welding is connected.

The application also discloses a vehicle comprising the vehicle body structure.

According to the vehicle body structure, the front surrounding connecting piece is arranged between the pair of front shock absorber seats, so that the front torsional rigidity of the vehicle body is improved; meanwhile, the connecting structure is arranged to connect the shock absorber seat with the A column, so that the front wall connecting piece, the instrument cross beam and the connecting structure form a quadrilateral structure together, collision force from the front part of the vehicle body is effectively transmitted and decomposed, and the safety performance of vehicle collision is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.

Fig. 1 is a perspective view of a vehicle body structure of the present application.

Fig. 2 is a perspective view of the first force transfer structure of fig. 1, with the direction of the arrow being the direction of transfer of the collision force.

Fig. 3 is a partial perspective view of the first force transfer structure of fig. 2, with the instrument beam not shown.

Fig. 4 is a perspective view of fig. 3 at another view angle, with the arrow direction being the transmission direction of the collision force.

Fig. 5 is a perspective view of the second force transfer structure of fig. 1.

Fig. 6 is an exploded view of the third force transfer structure of fig. 1, without the front floor shown.

Reference numerals illustrate: 10. a first force transfer structure; 11. a front wall connector; 111. a front upper cross member; 112. a front guard board; 113. a connecting plate; 12. a shock absorber mount; 121. a first connecting edge; 122. a second connecting edge; 123. a third connecting edge; 13. a connection structure; 131. a first force-transmitting member; 132. a second force-transmitting member; 133. a third force transfer member; 14. a column A; 15. an instrument beam; 20. a second force transfer structure; 21. a front side member; 22. a front lower cross member; 23. a first diagonal bracing; 24. a threshold beam; 25. a middle longitudinal beam; 26. a second diagonal bracing; 30. a third force transfer structure; 31. a front floor; 311. a central passage; 32. a battery pack; 321. a battery pack stringer; 41. side coaming.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the present specification. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present description as detailed in the accompanying claims.

The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.

It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as second information, and similarly, the second information may also be referred to as first information, without departing from the scope of the present description. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.

Next, embodiments of the present specification will be described in detail.

In the present application, the vehicle travel direction is defined as the front and the vehicle reverse direction is defined as the rear along the vehicle body longitudinal direction; along the width direction of the vehicle body, the side close to the passenger compartment is the inner side, and the side close to the outside of the vehicle is the outer side.

As shown in fig. 1, the present application provides a vehicle body structure including a first force transmitting structure 10 located in a front cabin of the vehicle body, a second force transmitting structure 20 located in an underbody of the vehicle, and a third force transmitting structure 30.

Referring to fig. 2 to 4, the first force transmitting structure 10 includes a front wall connector 11, a meter cross member 15, at least one pair of shock absorber mounts 12, at least one pair of connecting structures 13, and at least one pair of a-pillars 14. Both ends of the cowl connector 11 are respectively connected to a pair of damper bases 12. The instrument beam 15 is connected at both ends to a pair of a-pillars 14, respectively. Two ends of one of the connecting structures 13 are respectively connected to one of the a-pillars 14 and one of the shock absorber seats 12, and two ends of the other connecting structure 13 are respectively connected to the other a-pillar 14 and the other shock absorber seat 12.

The cowl connector 11 includes a cowl top rail 111, a front fender 112, and a connection plate 113. The cowl top cross 111 and the connection plate 113 are both fixed to the front fender 112. Specifically, the cowl top cross member 111 and the connection plate 113 are both fixed above the front fender 112. The shock absorber mount 12 and the cowl top cross 111 are connected by a connecting plate 113. Through setting up preceding surrounding connection piece 11, link up the shock absorber seat 12 of both sides, promoted the anterior torsional rigidity of automobile body, strengthened the joint strength of upper structure in the front cabin structure. In some cases, during an impact, the connection plate 113 may collapse to some extent, so as to effectively absorb the impact force and attenuate the impact energy.

In the present embodiment, the shock absorber seats 12 are front shock absorber seats, and are provided in a pair in number, on the left and right sides of the front cabin of the vehicle body, respectively. The shock absorber mount 12 includes a first connecting side 121, a second connecting side 122, and a third connecting side 123. The first connecting edge 121 is located at a side of the damper base 12 near the front wall connecting member 11, and the first connecting edge 121 is connected with the connecting plate 113. The second connecting edge 122 is located on the opposite side of the first connecting edge 121 and is connected to the side panel 41 of the vehicle body. The third connecting edge 123 is located on the rear side of the shock absorber mount 12.

The front end of the connecting structure 13 is connected with the damper base 12, and the rear end is connected with the a-pillar 14. The connection structure 13 may connect the third connection edge 123 of the shock absorber mount 12, may connect the second connection edge 122 of the shock absorber mount 12, or may connect the third connection edge 123 and the second connection edge 122 at the same time. The connecting structure 13 comprises a first force transfer member 131 and a second force transfer member 132 connected together. The front part of the first force transfer member 131 is connected to the front part of the second force transfer member 132. It will be appreciated that in this embodiment, the number of connection structures 13 is two.

In some cases, the connecting structure 13 may also have a portion of the structure connected with the front wall connector 11 to better transmit the dispersed impact force. As shown in fig. 3 and 4, the connecting structure 13 further comprises a third force-transmitting member 133. The third force transmitting member 133 is provided in the vehicle body width direction, and the third force transmitting member 133 connects the second force transmitting member 132 and the cowl connecting member 11 at the same time. The third force-transmitting member 133 may also be considered as part of the front wall attachment 11.

The first force-transmitting member 131 is connected to the front side of the a-pillar 14. Specifically, the first force transmitting member 131 is located on the opposite outer side, and its end near the rear side of the vehicle body is connected to the front side of the a-pillar 14. A second force transfer member 132 is connected to the inside of the a-pillar 14. In this way, the impact force can be transferred to the a-pillar 14 through the first force transfer member 131 and the second force transfer member 132, respectively, so that the force transfer path is increased, and the impact force is better dispersed. The arrangement of the connecting structure 13 can promote the torsional rigidity of the front cabin structure on one hand, and can promote the bending rigidity of the front cabin structure in the length direction of the vehicle body on the other hand, so that the collision area of the vehicle body is more stable, and the protection effect on the vehicle body is enhanced.

The instrument beam 15 is connected at both ends to a pair of a-pillars 14, respectively. The height of the connection of the second force-transmitting member 132 to the a-pillar 14 is approximately equal to the height of the instrument beam 15. Thus, as shown by the arrows in fig. 2, the front wall connector 11, the instrument cross member 15, and the two connecting structures 13 together form a quadrangular closed-loop structure. A pair of shock absorber mounts 12 are located at two adjacent vertices of the quadrilateral and a pair of a-pillars 14 are located at the other two vertices of the quadrilateral.

Specifically, in the present embodiment, the meter cross member 15 is located higher than the front wall connector 11 in the vehicle body height direction. The length of the instrument cross member 15 is longer than the length of the cowl connector 11 in the vehicle body width direction. Therefore, the height of the connection structure 13 gradually increases from front to rear, and gradually inclines outward. The front wall connecting piece 11, the instrument cross beam 15 and the two connecting structures 13 jointly form a trapezoid closed-loop structure with narrow front and wide rear. In some cases, the length of the instrument cross member 15 may be equal to the length of the front wall connector 11 or smaller than the length of the front wall connector 11 due to a change in the design of the vehicle body of different vehicle types.

Specifically, the connection structure 13 is spot-welded to the damper base 12, the connection structure 13 is spot-welded to the a-pillar 14, and the cowl connector 11 is spot-welded to the damper base 12. Compared with the traditional welding mode, the surface of the welding seam of the spot welding is smooth and quick, no additional polishing is needed, and the aesthetic property and the assembly efficiency of the vehicle body are improved. And the welding point has stable quality, the strength meets the design requirement, other welding materials are not required to be consumed, and the cost is low.

When the vehicle is subjected to a frontal collision, the impact force from the front part of the vehicle body is transmitted to the connecting structures 13 on the two sides by the front wall connecting piece 11, and then is dispersed to the instrument beam 15 by the connecting structures 13, so that the integration of the transmission path is realized, and the stability of the collision area of the vehicle body is further enhanced. It is worth noting that in the collision force transmission process, since the instrument beam 15 can provide powerful support for the lower part of the a-pillar 14, a large part of collision force from the upper part of the vehicle body is dispersed to the instrument beam 15, and only a small amount of force is transmitted through the upper side beam of the upper part of the a-pillar 14, so that the upper side beam of the a-pillar 14 is ensured not to bend or even deform in the collision process, the requirement of intrusion is met, and the safety performance is further improved.

As shown in fig. 1 and 5, the vehicle body structure of the present application further includes a second force transmitting structure 20 located at the underbody. The second force transfer structure 20 includes a front lower cross member 22, at least one pair of first diagonal bracing members 23, at least one pair of rocker members 24, and at least one pair of front side members 21. The cowl lower cross member 22 is located at the vehicle underbody. The cowl lower cross member 22 is disposed in the vehicle body width direction. A pair of front side members 21 are respectively connected to both ends of the cowl lower cross member 22 and extend forward in the vehicle body length direction. A pair of rocker beams 24 are provided on both sides of the vehicle body and extend rearward of the vehicle body, respectively. Two ends of one of the first diagonal girders 23 are connected to one end of one of the threshold girders 24 and the front lower cross girder 22, respectively, and two ends of the other first diagonal girder 23 are connected to the other end of the other threshold girder 24 and the front lower cross girder 22, respectively.

When a vehicle collides, the front longitudinal beam 21 positioned at the vehicle head is impacted firstly, impact force can be transmitted to the front lower cross beam 22, the front lower cross beam 22 is connected with the threshold beams 24 through the first diagonal bracing beams 23, the impact force is transmitted to the threshold beams 24 at the left side and the right side, the transmission and the dispersion of the impact force are realized, the impact force is prevented from being concentrated too much, the structural integrity of a passenger cabin can be ensured in the vehicle collision, and the injury to passengers is reduced.

The second force transfer structure 20 further comprises a central longitudinal beam 25 and at least one pair of second diagonal beams 26. One end of the center sill 25 is connected to the middle of the front lower cross member 22, and the other end extends rearward of the vehicle body. Two ends of one second diagonal beam 26 are respectively connected to one first diagonal beam 23 and the middle longitudinal beam 25, and two ends of the other second diagonal beam 26 are respectively connected to the other first diagonal beam 23 and the middle longitudinal beam 25. In other cases, both ends of the second diagonal brace 26 may be connected to the front lower cross member 22 and the center sill 25, respectively.

Specifically, the second diagonal member 26 is connected to the first diagonal member 23 on the side of the first diagonal member 23 that is closer to the front lower cross member 22, and the second diagonal member 26 is connected to the center longitudinal member 25 on the side of the center longitudinal member 25 that is farther from the front lower cross member 22. The second diagonal strut 26 may be disposed at an angle to the central longitudinal beam 25, in this embodiment the second diagonal strut 26 forms an acute angle with the central longitudinal beam 25. The front lower cross member 22, the second diagonal bracing member 26 and the middle longitudinal member 25 together enclose a triangular structure.

It will be appreciated that the front lower cross member 22, the middle longitudinal member 25 and the second diagonal members 26 on both sides may define two small triangles, and the front lower cross member 22 and the second diagonal members 26 on both sides may define a large triangle structure composed of the two small triangles. By forming a plurality of triangular structures, the structural strength can be further improved, and the force transmission path is increased.

When the vehicle is impacted in the front, the impact force can be transmitted from the front side member 21 at the vehicle head to the front lower cross member 22, and the front lower cross member 22 further transmits the impact force to the second diagonal member 26 and the center side member 25 in a dispersed manner. The triangular structure formed by the front lower cross beam 22, the second diagonal bracing beam 26 and the middle longitudinal beam 25 can absorb impact force, so that the vehicle body structure is more stable.

The arrangement of the second force transmission structure 20 can enable the impact force from the front longitudinal beam 21 to be respectively transmitted to the threshold beam 24 and the middle longitudinal beam 25, further improves the multipath transmission dispersion of the impact force, ensures the structural integrity of the passenger compartment, and reduces the damage to passengers in the vehicle during the collision.

As shown in fig. 1 and 6, the body structure further includes a third force transfer structure 30. The third force transfer structure 30 comprises a front floor 31 and a central channel 311 provided in the front floor 31. The front floor 31 is located at the underbody. The central channel 311 extends in the longitudinal direction of the vehicle body, the central channel 311 being connected to the central longitudinal beam 25 for transmitting and dispersing the impact force from the second force transfer structure 20 to the third force transfer structure 30. Specifically, the central passage 311 is spot welded to the center rail 25.

The third force transfer structure 30 further comprises a battery pack 32 and a battery pack stringer 321. At least a part of the battery pack 32 is disposed below the front floor 31, the left and right sides of the battery pack 32 are connected to the pair of threshold beams 24, respectively, and the front side of the battery pack 32 is connected to the front floor 31. In some cases, the battery pack 32 may also extend rearward below a rear floor (not shown). The battery pack side member 321 is provided along the vehicle body length direction and penetrates the middle of the battery pack 32. The battery pack rail 321 is integral with the battery pack 32, and the battery pack rail 321 is connected to the central passage 311, such as by bolting.

The third force transfer structure 30 is arranged such that the central channel 311 is connected to the battery pack rail 321, thereby connecting the front floor 31 to the battery pack 32 as one piece. Meanwhile, the third force transmission structure 30 and the second force transmission structure 20 form an integral collision path of the lower part of the vehicle body through the connection of the central channel 311 and the middle longitudinal beam 25, so that the collision force is effectively transmitted and dispersed while the weight reduction of the vehicle body system is ensured, and the safety performance of vehicle collision is improved.

The vehicle body structure of the present application improves the front torsional rigidity of the vehicle body by providing the cowl connector 11 between the pair of front shock absorber mounts 12. Meanwhile, the connecting structure 13 is arranged to connect the shock absorber seat 12 and the A column 14, so that the front wall connecting piece 11, the instrument cross beam 15 and the connecting structure 13 jointly form a quadrilateral structure, collision force from the front part of the vehicle body is effectively transmitted and decomposed, and the safety performance of vehicle collision is improved.

The vehicle body structure of the present application rationally plans a collision path, and when the vehicle is subjected to an impact, the first force transmitting structure 10, the second force transmitting structure 20, and the third force transmitting structure 30 cooperate to decompose the collision force. Especially when being applied to no B post vehicle, the automobile body structure of this application makes collision force mostly transmit from automobile body lower part, and less power passes through the roof side rail of A post 14 and transmits, ensures that the roof side rail of A post 14 does not take place to bend or even be out of shape at the collision in-process, satisfies the invasion volume requirement. Therefore, the vehicle body without the B column can well meet the five-star collision requirement of front safety collision NCAP and the attribute requirement of CIASI crashworthiness, particularly small offset collision.

The application also provides a vehicle comprising the vehicle body structure.

The foregoing description is only a preferred embodiment of the present application, and is not intended to limit the invention to the particular embodiment disclosed, but is not intended to limit the invention to the particular embodiment disclosed, as any and all modifications, equivalent to the above-described embodiment, may be made by one skilled in the art without departing from the scope of the invention.

Claims (14)

1. A vehicle body structure comprising a first force transfer structure comprising a front wall connector, an instrument cross member, at least one pair of shock absorber mounts, at least one pair of connector structures, and at least one pair of a-pillars; the two ends of the front wall connecting piece are respectively connected with a pair of shock absorber seats; two ends of the instrument cross beam are respectively connected with a pair of A columns; two ends of one connecting structure are respectively connected with one A column and one shock absorber seat, and two ends of the other connecting structure are respectively connected with the other A column and the other shock absorber seat.

2. The vehicle body structure of claim 1, wherein the connecting structure comprises a first force-transmitting member and a second force-transmitting member connected together, the first force-transmitting member being connected to a front side of the a-pillar, the second force-transmitting member being connected to an inner side of the a-pillar.

3. The vehicle body structure according to claim 1, wherein the cowl connector includes a cowl top rail, a front fender, and a connection plate, the cowl top rail being fixed to the front fender, the connection plate connecting the damper mount and the cowl top rail.

4. The vehicle body structure according to claim 1, wherein the instrument cross member is located higher than the front wall connector in the vehicle height direction.

5. The vehicle body structure according to claim 1, wherein a length of the instrument cross member is greater than a length of the cowl connector in a vehicle body width direction.

6. The vehicle body structure of claim 1, further comprising a second force transfer structure comprising a cowl lower cross member, at least one pair of first diagonal bracing beams, at least one pair of threshold beams, and at least one pair of front side rails, the cowl lower cross member being located at a vehicle underbody; the pair of front longitudinal beams are respectively connected to two ends of the front lower cross beam; two ends of one of the first diagonal bracing beams are respectively connected with one of the threshold beams and one end of the front surrounding lower cross beam, and two ends of the other one of the first diagonal bracing beams are respectively connected with the other one of the threshold beams and the other end of the front surrounding lower cross beam.

7. The vehicle body structure according to claim 6, wherein the second force transmitting structure further includes a center sill having one end connected to a center portion of the cowl lower cross member and the other end extending toward a rear of the vehicle body.

8. The vehicle body structure of claim 7, wherein said second force transfer structure further comprises at least one pair of second diagonal braces, wherein two ends of one of said second diagonal braces are connected to one of said first diagonal braces and said center rail, respectively, and two ends of the other of said second diagonal braces are connected to the other of said first diagonal braces and said center rail, respectively.

9. The body structure of claim 7, further comprising a third force transfer structure comprising a central channel extending along a length of the body, the central channel being connected to the center sill.

10. The vehicle body structure according to claim 9, wherein the third force transmitting structure further includes a front floor panel and a battery pack, the center tunnel is provided on the front floor panel, at least a portion of the battery pack is provided below the front floor panel, left and right sides of the battery pack are respectively connected to a pair of the rocker beams, and a front side of the battery pack is connected to the front floor panel.

11. The vehicle body structure of claim 10, wherein the third force transfer structure further comprises a battery pack rail disposed along a length of the vehicle body and extending through a central portion of the battery pack, the battery pack rail being integral with the battery pack, the battery pack rail being connected to the central tunnel.

12. The vehicle body structure of claim 11, wherein the central tunnel is spot welded to the center rail and the battery pack rail is bolted to the central tunnel.

13. The vehicle body structure according to any one of claims 1 to 12, characterized in that the connecting structure is spot-welded to the shock absorber seat, the connecting structure is spot-welded to the a-pillar, and the cowl connector is spot-welded to the shock absorber seat.

14. A vehicle comprising the vehicle body structure according to any one of claims 1 to 13.