CN221316366U - Vehicle body side structure and vehicle - Google Patents

Abstract

The utility model provides a vehicle body side part structure and a vehicle, wherein the vehicle body side part structure comprises a cabin longitudinal beam, a damping tower, and a cabin boundary beam, wherein the bottom end of the damping tower is connected with the cabin longitudinal beam; a longitudinal beam upright post is connected between the front end of the engine room side beam and the engine room longitudinal beam, and a wheel cover front reinforcing plate is arranged in the area surrounded by the longitudinal beam upright post, the engine room longitudinal beam, the engine room side beam and the damping tower. According to the vehicle body side part structure, the longitudinal beam upright posts are connected between the front ends of the cabin side beams and the cabin longitudinal beams, and the wheel cover front reinforcing plates are arranged in the surrounding areas of the longitudinal beam upright posts, the cabin longitudinal beams, the cabin side beams and the damping towers, so that the connection strength between the damping towers and peripheral components is improved, the risk of tearing of the damping towers in collision is reduced, and the strength and the rigidity of the vehicle body side part structure are improved.

Description

Vehicle body side structure and vehicle

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a side part structure of a vehicle body. Meanwhile, the utility model also relates to a vehicle provided with the vehicle body side part structure.

Background

In the side body structure, the shock absorber tower serves as a mounting carrier for the shock absorber, and an important component for transmitting force to the side body, the mounting strength of the shock absorber tower on the side body directly influences the safety of the vehicle. Currently, the shock absorber is lapped between the cabin longitudinal beam and the cabin side beam by a flange surface formed on the shock absorber. Because the shock-absorbing tower is insufficient in connection strength on the vehicle body, when the vehicle collides, the joint of the shock-absorbing tower is easy to tear, so that the safety of the vehicle is affected.

Disclosure of utility model

In view of this, the present utility model aims to propose a vehicle body side portion structure to improve structural strength and rigidity.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

A vehicle body side portion structure. The device comprises a cabin longitudinal beam, a damping tower, and a cabin boundary beam, wherein the bottom end of the damping tower is connected with the cabin longitudinal beam; and a longitudinal beam upright post is connected between the front end of the cabin boundary beam and the cabin longitudinal beam, and a wheel cover front reinforcing plate is arranged in the area surrounded by the longitudinal beam upright post, the cabin longitudinal beam, the cabin boundary beam and the damping tower.

Further, an upturned edge which is turned upwards is arranged at the top of the shock absorption tower, and the upturned edge is connected with the cabin boundary beam in the width direction of the whole vehicle.

Further, the front end of the shock absorption tower is provided with an outwards turned front flanging, and the rear end of the shock absorption tower is provided with an outwards turned rear flanging; the wheel cover front reinforcing plate is connected with the front flanging in a lap joint mode, a wheel cover rear reinforcing plate positioned behind the shock absorption tower is arranged between the engine room longitudinal beam and the engine room side beam, and the wheel cover rear reinforcing plate is connected with the rear flanging in a lap joint mode.

Further, a reinforcing structure which is arranged corresponding to the front flanging and/or the rear flanging is arranged in the shock absorption tower; the reinforcing structure comprises two ribs arranged in the shock absorption tower along the length direction of the front flanging or the rear flanging, and a plurality of V-shaped reinforcing ribs connected between the two ribs in sequence.

Further, a protruding portion protruding toward one side in the vehicle is arranged at the lower portion of the shock absorber, and the bottom end of the protruding portion is connected with the cabin longitudinal beam.

Further, the two protruding parts are arranged at intervals along the front-back direction of the whole vehicle; the top of the side beam of the engine room facing the outside of the vehicle is provided with an upward convex flange, and the part of the shock absorption tower positioned between the two convex parts is connected with the flange.

Further, the cabin longitudinal beam comprises a longitudinal beam inner plate and a longitudinal beam outer edge which are connected in a buckling way; the flange is formed by flanging arranged at the top of the longitudinal beam inner plate, and the bottom of the protruding portion is connected with the top wall and the side wall of the longitudinal beam inner plate.

Further, the longitudinal beam upright post extends along the height direction of the whole vehicle and comprises an upper part, a middle part and a lower part which are sequentially connected; the upper part is arranged between the cabin longitudinal beam and the cabin boundary beam, the middle part is connected to one side of the cabin longitudinal beam, which faces outwards, and the lower part is arranged in a downward protruding manner relative to the cabin longitudinal beam and is connected with the auxiliary frame.

Further, a torsion box connected with a threshold beam is arranged on one side, facing the outside of the vehicle, of the rear part of the cabin longitudinal beam, and a longitudinal beam reinforcing plate connected with a lower cross beam of the front coaming is arranged on one side, facing the inside of the vehicle, of the rear part of the cabin longitudinal beam.

Compared with the prior art, the utility model has the following advantages:

According to the vehicle body side part structure, the longitudinal beam upright posts are connected between the front ends of the engine room side beams and the engine room longitudinal beams, and the wheel cover front reinforcing plates are arranged in the surrounding areas of the longitudinal beam upright posts, the engine room longitudinal beams, the engine room side beams and the damping towers, so that the connection strength between the damping towers and peripheral components, the strength and the rigidity of the vehicle body side part structure can be improved, the risk of tearing of the damping towers in collision can be reduced, and the safety of the vehicle body side part structure can be improved.

In addition, the upturn is connected with the cabin boundary beam in the width direction of the whole vehicle, is favorable for realizing the connection between the damping tower and the cabin boundary beam, and has better connection strength. The damping tower is connected with the front reinforcing plate of the wheel cover in a lap joint manner through the front flanging, so that the connection of the damping tower and the front reinforcing plate is facilitated; through setting up behind the wheel casing reinforcing plate, and behind the wheel casing reinforcing plate and the shock tower turn-ups overlap joint link to each other, do benefit to further improvement shock tower and the joint strength between the peripheral parts to improve the fastness of shock tower in use. Two ribs in the reinforced structure and a plurality of V-shaped reinforcing ribs arranged between the two ribs are beneficial to improving the strength and the connection effect of the front flanging and/or the rear flanging, and can also increase the section force of the front flanging and/or the rear flanging, so that the problem of tearing at the connection part in the collision process is prevented, and the bending rigidity of the side part of the vehicle body is improved.

In addition, the bulge of shock tower lower part links to each other with the cabin longeron, does benefit to structural strength and the rigidity that improves the shock tower, still does benefit to the connection fastness between shock tower lower part and the cabin longeron. And the flange is arranged on the cabin longitudinal beam, and the part of the damping tower positioned between the two convex parts is connected with the flange, so that the connection strength between the lower part of the damping tower and the cabin longitudinal beam is further improved. The bottom of the protruding portion is connected with the top wall and the side wall of the longitudinal beam inner plate, and connection reliability between the protruding portion and the cabin longitudinal beam is improved.

Furthermore, the arrangement of the upper part, the middle part and the lower part in the longitudinal beam upright post is beneficial to improving the connection strength between the cabin longitudinal beam and the cabin boundary beam and improving the dispersion transmission effect on collision force. The torsion box and the longitudinal beam reinforcing plate are respectively arranged on the inner side and the outer side of the rear part of the longitudinal beam of the engine room, so that the force transmission path of collision force can be increased, the collision force can be transmitted to the torsion box and the longitudinal beam reinforcing plate in a dispersed manner through the longitudinal beam of the engine room, and the absorption and the dispersed transmission effects of the collision force are improved.

Further, another object of the present utility model is to provide a vehicle provided with the vehicle body side structure as described above.

The vehicle provided by the utility model is beneficial to improving the collision safety of the vehicle by arranging the vehicle body side part structure.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

FIG. 1 is a schematic view of a side body structure according to an embodiment of the present utility model;

Fig. 2 is a schematic view of a vehicle body side portion structure according to an embodiment of the present utility model in another view;

FIG. 3 is a schematic view of a side body structure without a shock absorber according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a side body structure without a shock absorber according to an embodiment of the present utility model from another perspective;

FIG. 5 is a schematic view of a shock tower according to an embodiment of the present utility model;

FIG. 6 is a schematic view of a shock tower according to an embodiment of the present utility model in another view;

fig. 7 is a schematic structural view of a stringer column according to an embodiment of the present utility model;

fig. 8 is a schematic view of a force transmission path of a vehicle body side portion structure according to an embodiment of the present utility model.

Reference numerals illustrate:

1. Cabin stringers; 2. a damping tower; 3. cabin side beams; 4. a wheel cover front reinforcing plate; 5. a wheel cover rear reinforcing plate; 6. a longitudinal beam upright post;

101. A stringer inner panel; 1011. a flange; 102. a stringer outer panel; 103. a stringer stiffener; 104. a torsion box;

201. Up-flanging; 2011. a reinforcing rib is arranged on the upper part; 202. front flanging; 2021. front reinforcing ribs; 203. carrying out rear flanging; 2031. a rear reinforcing rib; 204. a lower flanging is carried out; 205. a protruding portion; 206. a third reinforcing rib; 207. ribs; 208. v-shaped reinforcing ribs; 209. welding the via hole; 210. a mounting hole; 211. a front rib plate; 212. a first reinforcing rib; 213. a rear rib plate; 214. a second reinforcing rib;

601. An upper portion; 602. an intermediate portion; 603. a lower portion; 604. a mounting groove; 605. a second vertical plate; 606. a first vertical plate; 607. a bottom plate; 608. and a third vertical plate.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, the terms "upper, lower, left, right, front, and rear" used in the present embodiment are defined with reference to the up-down direction, the left-right direction, and the front-rear direction of the entire vehicle. The vertical direction of the whole vehicle, namely the height direction of the whole vehicle, the front-back direction of the whole vehicle, namely the length direction of the whole vehicle, and the left-right direction of the whole vehicle, namely the width direction of the whole vehicle. In addition, the terms "first," "second," are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Furthermore, in the description of the present utility model, the terms "mounted," "connected," "stringer stand" and "stringer stand" are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

The present embodiment relates to a vehicle body side portion structure, aiming at improving the connection strength of a shock absorber 2 by optimizing the connection relationship between the shock absorber 2 and peripheral components, and further improving the structural strength and rigidity of the vehicle body side portion.

The vehicle body side part structure comprises a cabin longitudinal beam 1, a shock absorption tower 2 with the bottom end connected with the cabin longitudinal beam 1, and a cabin boundary beam 3 connected with the top end of the shock absorption tower 2. A longitudinal beam upright post 6 is connected between the front end of the cabin boundary beam 3 and the cabin longitudinal beam 1, and a wheel cover front reinforcing plate 4 is arranged in the area surrounded by the longitudinal beam upright post 6, the cabin longitudinal beam 1, the cabin boundary beam 3 and the damping tower 2.

According to the vehicle body side part structure, the longitudinal beam upright posts 6 are connected between the front ends of the cabin side beams 3 and the cabin longitudinal beams 1, and the wheel cover front reinforcing plates 4 are arranged in the areas where the longitudinal beam upright posts 6 are enclosed with the cabin longitudinal beams 1, the cabin side beams 3 and the shock absorption towers 2, so that the connection strength between the shock absorption towers 2 and peripheral components and the strength and rigidity of the vehicle body side part structure can be improved, the risk of tearing of the shock absorption towers 2 in collision can be reduced, and the collision safety of the vehicle body side part structure can be improved.

Based on the above general description, an exemplary structure of the vehicle body side portion structure according to the present embodiment is shown in fig. 1 and 2. The cabin side beam 3 is located above the outside of the cabin side beam 1, and the shock absorber 2 is connected between the cabin side beam 3 and the cabin side beam 1 across the installation space formed by the cabin side beam 3 and the cabin side beam 1 in the overall width direction. As a preferred embodiment, the top of the shock absorber 2 is provided with an upturned flange 201 which is turned upwards, and the upturned flange 201 is connected with the cabin side beam 3 in the width direction of the whole vehicle.

As shown in fig. 1 and 5, the upturned edge 201 extends upward and is connected with the cabin side beam 3 in the width direction of the whole vehicle, so that the connection between the shock absorber 2 and the cabin side beam 3 is facilitated, and the connection strength is good. In order to further improve the connection effect of the upper flange 201, a plurality of upper reinforcing ribs 2011 are further arranged on the upper flange 201 at intervals along the front-rear direction of the whole vehicle, and each upper reinforcing rib 2011 is connected between the upper flange 201 and the top wall of the shock absorber tower 2 and extends along the overturning direction of the upper flange 201. The plurality of upper reinforcing ribs 2011 are matched, so that the connection strength between the upper flange 201 and the cabin edge beam 3 and the dynamic and static rigidity of the installation position are enhanced.

As shown in fig. 1, 3 and 5, the front end of the shock absorber 2 is provided with an outwardly turned front flange 202, and the rear end of the shock absorber 2 is provided with an outwardly turned rear flange 203. The front wheel cover reinforcing plate 4 is connected with the front flange 202 in a lap joint manner, the rear wheel cover reinforcing plate 5 positioned behind the shock absorber 2 is arranged between the engine room longitudinal beam 1 and the engine room side beam 3, and the rear wheel cover reinforcing plate 5 is connected with the rear flange 203 in a lap joint manner. Here, the shock absorber 2 is connected with the wheel cover front reinforcing plate 4 in a lap joint manner through the front flange 202, so that connection of the front flange and the wheel cover front reinforcing plate is facilitated. Through setting up behind the wheel casing reinforcing plate 5, and behind the wheel casing reinforcing plate 5 and shock tower 2 turn-ups 203 overlap joint link to each other, do benefit to further improve shock tower 2 and the joint strength between the peripheral parts to improve shock tower 2 in use's fastness.

Referring to fig. 3 and 4, the top of the wheel house front reinforcement plate 4 is connected to the inside of the bottom of the cabin side sill 3, the front end is connected to the rear of the side sill pillar 6, and the bottom is connected to the top of the cabin side sill 1. The top of the wheel cover rear reinforcing plate 5 is connected with the bottom of the cabin boundary beam 3, and the bottom of the wheel cover rear reinforcing plate 5 is connected with the top of the cabin longitudinal beam 1. The connection mode of the front reinforcing plate 4 of the wheel cover and the rear reinforcing plate 5 of the wheel cover is simple, and the connection reliability is high.

In this embodiment, the area enclosed between the cabin longitudinal beam 1, the cabin side beam 3, the front reinforcing plate 4 of the wheel cover and the rear reinforcing plate 5 of the wheel cover is the installation area of the shock absorber 2. The damping tower 2 is located in the installation area, and the periphery of the damping tower 2 can be completely connected with peripheral components, so that closed connection is realized. The damping tower 2, the front reinforcing plate 4 of the wheel cover and the rear reinforcing plate 5 of the wheel cover can be connected through a riveting process. The connection mode of the shock absorber 2 and the peripheral components in the embodiment is beneficial to improving the connection strength of the shock absorber 2 on a vehicle body, and further can prevent the problem of tearing at the connection part of the shock absorber 2.

As a preferred embodiment, reinforcing structures corresponding to the front flange 202 and the rear flange 203 are provided in the shock absorber 2. The reinforcing structure includes two ribs 207 provided in the shock absorber 2 along the length direction of the front flange 202 or the rear flange 203, and a plurality of "V" -shaped reinforcing ribs 208 connected in sequence between the two ribs 207.

In a specific structure, as shown in fig. 2 and 6, two ribs 207 are respectively provided on the sides of the front flange 202 and the rear flange 203 which are disposed toward the outer sole of the vehicle, and the two ribs 207 are disposed at intervals in the width direction of the front flange 202 or the rear flange 203, so that a cavity is defined between the front flange 202 and the two ribs 207 thereon, and between the rear flange 203 and the two ribs 207 thereon. The plurality of V-shaped reinforcing ribs 208 are connected in sequence along the length direction of the cavity in a zigzag shape.

Here, through respectively forming the cavity on preceding turn-ups 202 and back turn-ups 203, do benefit to the rigidity that promotes shock absorber 2, effectively promote whole car bending rigidity. And through a plurality of V-shaped reinforcing ribs 208, the connection strength and rigidity between two ribs 207 are improved, the section force at the front flange 202 and the rear flange 203 can be increased, the continuity of load transmission is improved, the tearing problem of the front flange 202 and the rear flange 203 in the collision process is prevented, and the bending rigidity of the side part of the vehicle body is improved.

Further, the reinforcing structure in this embodiment further includes a rib plate. As shown in fig. 6, the side of the shock absorber 2 facing the outside of the vehicle is further provided with a rib plate spaced apart from the front side wall and the rear side wall of the shock absorber 2. For convenience of description, the rib plate disposed in front is referred to as a front rib plate 211, and the rib plate disposed in rear is referred to as a rear rib plate 213. Wherein, a front cavity is formed between the front rib plate 211 and the front side wall of the shock absorber 2, and a rear cavity is formed between the rear rib plate 213 and the rear side wall of the shock absorber 2.

A plurality of first reinforcing ribs 212 connected between the front rib plate 211 and the front side wall are arranged in the front cavity, a plurality of second reinforcing ribs 214 connected between the rear rib plate 213 and the rear side wall are arranged in the rear cavity, and the first reinforcing ribs 212 and the second reinforcing ribs 214 are obliquely arranged. Adjacent two first reinforcing ribs 212 and two second reinforcing ribs 214 are connected to each other to form a V shape, as the arrangement space permits.

In this embodiment, by providing the front rib plate 211 and the first reinforcing rib 212, and the rear rib plate 213 and the second reinforcing rib 214, the structural strength, rigidity and cross-sectional force of the front portion and the rear portion of the shock absorber 2 are further improved, thereby improving the connection reliability of the shock absorber 2. It should be noted that, in the specific implementation, a solution in which the reinforcing structure is provided only on the front flange 202 or the rear flange 203 is also possible.

As shown in fig. 5, a plurality of front reinforcing beads 2021 are provided at a side of the front flange 202 facing the vehicle interior at intervals along the own length direction, and a plurality of rear reinforcing beads 2031 are provided at a side of the rear flange 203 facing the vehicle interior at intervals along the own length direction. The front stiffener 2021 is connected between the front sidewall of the shock absorber 2 and the front flange 202, and extends along the folding direction of the front flange 202. The rear reinforcing rib 2031 is connected between the rear side wall of the shock absorber 2 and the rear flange 203, and extends in the folding direction of the rear flange 203.

In this embodiment, by the arrangement of the front stiffener 2021 and the rear stiffener 2031, the self strength and rigidity of the front flange 202 and the rear flange 203 are further improved, and the connection strength with the wheel cover front stiffener 4 and the wheel cover rear stiffener 5, and the dynamic and static rigidity of the mounting part can be improved.

As a preferred embodiment, the lower portion of the shock absorber 2 is provided with a protruding portion 205 protruding toward the vehicle interior side, and the bottom end of the protruding portion 205 is connected to the cabin longitudinal beam 1. The protruding portion 205 of the lower portion of the shock absorber 2 is connected with the cabin longitudinal beam 1, so that structural strength and rigidity of the shock absorber 2 are improved, and connection firmness between the lower portion of the shock absorber 2 and the cabin longitudinal beam 1 is improved.

In a specific structure, as shown in fig. 1 to 3 and 5, the protruding portions 205 in the present embodiment are two protruding portions that are disposed at intervals in the front-rear direction of the entire vehicle. The cabin longitudinal beam 1 is provided with an upwardly projecting flange 1011 at the top on the side facing the outside of the vehicle, and the portion of the tower 2 between the two projecting portions 205 is connected to the flange 1011. A flange 1011 is provided on the nacelle side member 1, and a portion of the shock tower 2 located between the two projecting portions 205 is connected to the flange 1011, which is advantageous in further improving the strength of the connection between the lower portion of the shock tower 2 and the nacelle side member 1. Of course, the number of the protruding portions 205 may be increased or decreased according to the use requirement.

In this embodiment, the nacelle longitudinal beam 1 comprises a buckling-connected longitudinal beam inner plate 101 and a longitudinal beam outer edge, wherein the flange 1011 is formed by a flange provided at the top of the longitudinal beam inner plate 101, and the bottom of the bulge 205 is connected to both the top wall and the side wall of the longitudinal beam inner plate 101. The bottom of the protruding portion 205 is connected to both the top wall and the side wall of the stringer inner panel 101, which facilitates the connection reliability between the protruding portion 205 and the cabin stringer 1.

In order to enhance the connection effect between the bulge 205 and the inner side rail panel 101, a downward flange 204 folded down to overlap the side wall of the inner side rail panel 101 is provided at the bottom of the bulge 205. The bottom of the bulge 205 is connected to the side wall of the stringer inner panel 101, in particular by means of a turndown 204. In addition, welding through holes 209 are respectively formed at the bottoms of the two protruding portions 205 and at the bottoms of the shock absorber 2 between the two protruding portions 205, so as to facilitate ensuring the connection effect of the inner stringer plate 101 and the outer stringer plate 102, thereby improving the strength and safety of the nacelle longitudinal beam 1.

In addition, as shown in fig. 5, the top of the shock absorber tower 2 is provided with a mounting hole 210 for mounting the shock absorber, a plurality of third reinforcing ribs 206 arranged at intervals along the circumferential direction of the mounting hole 210 are provided at the bottom of the shock absorber tower 2 in order to improve the structural strength at the mounting hole 210, and the third reinforcing ribs 206 are provided to extend from the top of the shock absorber tower 2 to the side. The third reinforcing rib 206 has a simple structure, is easy to process and form, and has good use effect.

In specific implementation, the thickness of the top surface of the shock absorption tower 2 can be 5-7 mm, and the thickness of other positions can be 2-4 mm. For example, the top surface may have a thickness of 6mm and the other locations may have a thickness of 3mm. So set up, do benefit to the installation demand of guaranteeing the bumper shock absorber, and do benefit to the lightweight design of shock absorber 2.

As shown in fig. 3, 4 and 7, the side member pillar 6 extends in the entire vehicle height direction and includes an upper portion 601, a middle portion 602 and a lower portion 603 which are connected in this order. The upper portion 601 is provided between the cabin side member 1 and the cabin side member 3, the intermediate portion 602 is connected to the side of the cabin side member 1 facing the outside of the vehicle, and the lower portion 603 is provided protruding downward with respect to the cabin side member 1 and is connected to the subframe. Here, the arrangement of the upper portion 601, the middle portion 602, and the lower portion 603 in the side member column 6 is advantageous for improving the connection strength between the cabin side member 1 and the cabin side member 3, and for improving the dispersion transmission effect of the collision force.

In detail, as shown in fig. 7, the stringer column 6 includes a first riser 606 located on the outside, a second riser 605 fastened to the top of the first riser 606 and extending downward to the top of the cabin stringer 1, a third riser 608 fastened to the first riser 606 and connected to the bottom of the cabin stringer 1, and a bottom plate 607 interposed between the first riser 606 and the third riser 608. Wherein, the second vertical plate 605, the third vertical plate 608 and the first vertical plate 606 are formed with a mounting groove 604 in a surrounding manner, the longitudinal beam upright post 6 is connected to the cabin longitudinal beam 1 specifically through the mounting groove 604, and the mounting point of the auxiliary frame is positioned on the bottom plate 607.

The top of the first riser 606 and the second riser 605 constitute the upper part 601 of the stringer column 6, the third riser 608, the floor 607 and the bottom of the first riser 606 constitute the lower part 603, while the middle of the first riser 606 constitutes the middle part. The longitudinal beam upright post 6 is simple in structure, easy to arrange and implement and good in connection effect.

The bottom of the longitudinal beam upright 6 in this embodiment provides a mounting point for the subframe, and as preferable, the mounting point of the subframe can be adjusted to the outside of the vehicle as required to facilitate increasing the collision contact area with the small overlap barrier, thereby improving the collision safety of the vehicle.

As shown in fig. 1 and 2, the side of the cabin longitudinal beam 1 at the rear facing outward is provided with a torsion box 104 connected to the door sill, and the side of the cabin longitudinal beam 1 at the rear facing inward is provided with a longitudinal beam reinforcement plate 103 connected to the dash lower cross member. Here, the torsion box 104 and the longitudinal beam reinforcing plate 103 are respectively disposed on the inner and outer sides of the rear portion of the cabin longitudinal beam 1, so that a force transmission path of the collision force can be increased, and the collision force can be transmitted to the torsion box 104 and the longitudinal beam reinforcing plate 103 in a dispersed manner through the cabin longitudinal beam 1, thereby being beneficial to improving the effect of absorbing and dispersing the collision force.

In the present embodiment, as shown in fig. 8, after the force transmission path of the vehicle body side structure is shown, the collision force is transmitted to the front end of the cabin side member 1, and a part of the collision force is transmitted to the cabin side member 3 via the side member pillar 6, and the cabin side member 3 is used for dispersion transmission. In the process of backward transmission of the other part of collision force on the cabin longitudinal beam 1, the collision force can be transmitted to the torsion box 104 and the longitudinal beam reinforcing plate 103 in a dispersing mode, and the transmission is carried out on the inner side and the outer side of the cabin longitudinal beam 1 through the torsion box 104 and the longitudinal beam reinforcing plate 103 respectively, so that the dispersing transmission effect on the collision force is improved, and the collision safety of a vehicle is further improved.

Further, the present embodiment relates to a vehicle provided with the vehicle body side portion structure as described above.

The vehicle of the present embodiment is advantageous in improving collision safety by providing the vehicle body side portion structure as described above.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A vehicle body side portion structure characterized in that:

The device comprises a cabin longitudinal beam (1), a damping tower (2) with the bottom end connected with the cabin longitudinal beam (1) and a cabin boundary beam (3) connected with the top end of the damping tower (2);

A longitudinal beam upright post (6) is connected between the front end of the cabin side beam (3) and the cabin longitudinal beam (1), and a wheel cover front reinforcing plate (4) is arranged in the area surrounded by the longitudinal beam upright post (6) and the cabin longitudinal beam (1), the cabin side beam (3) and the damping tower (2).

2. The vehicle body side portion structure according to claim 1, characterized in that:

the top of shock absorber (2) is equipped with upturning (201) of turning over upwards, upturning (201) with cabin boundary beam (3) link to each other in whole car width direction.

3. The vehicle body side portion structure according to claim 1, characterized in that:

The front end of the shock absorption tower (2) is provided with an outwards turned front flanging (202), and the rear end of the shock absorption tower (2) is provided with an outwards turned rear flanging (203);

The wheel cover front reinforcing plate (4) is connected with the front flange (202) in a lap joint mode, a wheel cover rear reinforcing plate (5) located behind the shock absorber tower (2) is arranged between the cabin longitudinal beam (1) and the cabin boundary beam (3), and the wheel cover rear reinforcing plate (5) is connected with the rear flange (203) in a lap joint mode.

4. A vehicle body side portion structure according to claim 3, characterized in that:

A reinforcing structure which is arranged corresponding to the front flanging (202) and/or the rear flanging (203) is arranged in the shock absorption tower (2);

the reinforcing structure comprises two ribs (207) arranged in the shock absorption tower (2) along the length direction of the front flanging (202) or the rear flanging (203), and a plurality of V-shaped reinforcing ribs (208) which are sequentially connected between the two ribs (207).

5. The vehicle body side portion structure according to claim 1, characterized in that:

The lower part of the shock absorption tower (2) is provided with a protruding part (205) protruding to one side in the vehicle, and the bottom end of the protruding part (205) is connected with the cabin longitudinal beam (1).

6. The vehicle body side portion structure according to claim 5, characterized in that:

the protruding parts (205) are two arranged at intervals along the front-back direction of the whole vehicle;

The top of the side beam (1) facing the outside of the vehicle is provided with a convex flange (1011), and the part of the damping tower (2) located between the two convex parts (205) is connected with the flange (1011).

7. The vehicle body side portion structure according to claim 6, characterized in that:

The cabin longitudinal beam (1) comprises a longitudinal beam inner plate (101) and a longitudinal beam outer edge which are connected in a buckling way;

the flange (1011) is formed by a flange provided at the top of the stringer inner panel (101), and the bottom of the convex portion (205) is connected to both the top wall and the side wall of the stringer inner panel (101).

8. The vehicle body side portion structure according to claim 1, characterized in that:

The longitudinal beam upright post (6) extends along the height direction of the whole vehicle and comprises an upper part (601), a middle part (602) and a lower part (603) which are sequentially connected;

The upper part (601) is arranged between the cabin longitudinal beam (1) and the cabin side beam (3), the middle part (602) is connected to one side, facing the outside of the vehicle, of the cabin longitudinal beam (1), and the lower part (603) is arranged in a downward protruding mode relative to the cabin longitudinal beam (1) and is connected with the auxiliary frame.

9. The vehicle body side structure according to any one of claims 1 to 8, characterized in that:

And a torsion box (104) connected with the threshold beam is arranged on one side, facing the outside of the vehicle, of the rear part of the cabin longitudinal beam (1), and a longitudinal beam reinforcing plate (103) connected with the lower cross beam of the front coaming is arranged on one side, facing the inside of the vehicle, of the rear part of the cabin longitudinal beam (1).

10. A vehicle, characterized in that:

the vehicle is provided with the vehicle body side structure according to any one of claims 1 to 9.