WO2022017062A1 - 车身结构及汽车 - Google Patents

车身结构及汽车 Download PDF

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Publication number
WO2022017062A1
WO2022017062A1 PCT/CN2021/099907 CN2021099907W WO2022017062A1 WO 2022017062 A1 WO2022017062 A1 WO 2022017062A1 CN 2021099907 W CN2021099907 W CN 2021099907W WO 2022017062 A1 WO2022017062 A1 WO 2022017062A1
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WO
WIPO (PCT)
Prior art keywords
collision beam
collision
vehicle body
body structure
upper longitudinal
Prior art date
Application number
PCT/CN2021/099907
Other languages
English (en)
French (fr)
Inventor
刘景民
罗培锋
钱银超
钟建强
刘明
易泽华
Original Assignee
广州汽车集团股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 广州汽车集团股份有限公司 filed Critical 广州汽车集团股份有限公司
Priority to US18/015,031 priority Critical patent/US20230271650A1/en
Publication of WO2022017062A1 publication Critical patent/WO2022017062A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0423—Elongated type elements, e.g. beams, cables, belts or wires characterised by position in the lower door structure
    • B60J5/0429—Elongated type elements, e.g. beams, cables, belts or wires characterised by position in the lower door structure the elements being arranged diagonally
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0437—Elongated type elements, e.g. beams, cables, belts or wires characterised by the attachment means to the door, e.g. releasable attachment means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
    • B60J5/0443—Beams
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
    • B60J5/0443—Beams
    • B60J5/0447—Beams formed of several elements arranged in parallel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0456—Behaviour during impact
    • B60J5/0462—Behaviour during impact the impact being a frontal impact
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/04—Door pillars ; windshield pillars

Definitions

  • the invention relates to the field of automobiles, in particular to a body structure and an automobile including the same.
  • C-IASI full name in Chinese: China Insurance Auto Safety Index, full name in English: CHINA INSURANCE AUTOMOTIVE SAFETY INDEX
  • IIHS full name in Chinese: Insurance Institute for Highway Safety, full name in English: Insurance Institute for Highway Safety
  • the small offset collision is one of the key projects of C-IASI.
  • the vehicle hits the fixed rigid barrier frontally at a speed of 64.4 ⁇ 1km/h and an overlap rate of 25% ⁇ 1%. , it is required that the deformation of the passenger compartment after the collision is as small as possible.
  • a vehicle body in the prior art includes a floor, a floor longitudinal beam and a side panel outer panel are arranged on the floor, an A-pillar is fixedly arranged on the inner side of the side panel outer panel, and the rear end of the front longitudinal beam is respectively connected with the floor and the A-pillar.
  • the front wall is fixed
  • the auxiliary front longitudinal beam is fixed below the front longitudinal beam
  • the front end of the front longitudinal beam is provided with a front anti-collision beam
  • the front end of the auxiliary front longitudinal beam is provided with a front-end auxiliary anti-collision beam
  • the rear longitudinal beam is provided at
  • the first to third rear cross-members are spaced front and rear
  • the lower end of the C-pillar is configured with a C-pillar lower-end front connecting part and a C-pillar lower-end rear connecting part
  • the C-pillar lower front connecting part is connected with the rear longitudinal beam and the second rear part.
  • the beam is fixed and the rear connecting part of the lower end of the C-pillar is fixed with the rear longitudinal beam and the third rear beam, and the two ends of the rear beam of the top cover are respectively fixed with the upper ends of the left and right C-pillars, so as to achieve the purpose of strengthening the body structure , to improve the performance of the small offset collision of the car.
  • the above technical solution is to improve the performance of the small offset collision of the automobile by strengthening the local structure of the vehicle body, resulting in heavier weight and higher cost of the vehicle body, and the performance improvement of the small offset collision is not obvious.
  • the invention provides a body structure and an automobile, which are used to solve the problems that the small offset collision performance of the existing automobile is not up to standard, and the vehicle body is heavier and the body cost is higher by strengthening the partial structure of the body.
  • a body structure which includes an A-pillar, a door assembly, an engine compartment assembly and an upper longitudinal beam of the engine compartment, and also includes an upper longitudinal beam reinforcement plate, a first anti-corrosion Collision beam and second anti-collision beam, the front end of the upper longitudinal beam reinforcement plate is connected with the middle of the upper longitudinal beam in the engine compartment, the rear end of the upper longitudinal beam reinforcement plate is connected with the engine compartment assembly, the upper longitudinal beam and the upper longitudinal beam in the engine compartment
  • the reinforcement plate forms the first triangular area on the engine compartment assembly;
  • the first anti-collision beam and the second anti-collision beam are installed on the vehicle door assembly along the front-rear direction of the vehicle body, and the first anti-collision beam is located above the second anti-collision beam.
  • the first anti-collision beam is disposed on the vehicle door assembly inclined downward toward the rear of the vehicle body, and the first anti-collision beam and the lower frame of the vehicle window form a second triangular area on the vehicle door assembly.
  • the second anti-collision beam and the upper longitudinal beam reinforcing plate are located on the same straight line, and the cross-sections of the first anti-collision beam and the second anti-collision beam are irregular concave-convex structures.
  • the present invention further includes a third anti-collision beam located below the second anti-collision beam, and the third anti-collision beam is installed on the door assembly along the front-rear direction of the vehicle body.
  • the second and third crash beams form a third triangular area on the door assembly and the third crash beam is mounted horizontally.
  • the front end of the first anti-collision beam is screwed with the door assembly at a position close to the installation point of the upper hinge
  • the front end of the third anti-collision beam is screwed with the door assembly at a position close to the installation point of the lower hinge.
  • the rear end of the first anti-collision beam, the rear end of the second anti-collision beam and the rear end of the third anti-collision beam are welded with the door assembly, and the rear end of the second anti-collision beam and the third anti-collision beam the backends are connected together.
  • the present invention further includes an A-pillar reinforcing block, the A-pillar reinforcing block is fixedly connected with the A-pillar at a position close to the installation point of the lower hinge, and the middle position of the A-pillar reinforcing block is provided with a clip for engaging with the edge of the A-pillar
  • the groove, further, the A-pillar reinforcement block and the third crash beam are located on the same straight line.
  • the A-pillar reinforcement block is a casting
  • the middle part of the A-pillar reinforcement block is a conical block protruding relative to both ends thereof
  • the slot in the middle position of the A-pillar reinforcement block penetrates the bottom surface of the cone-shaped block.
  • the present invention further comprises a fourth anti-collision beam
  • the fourth anti-collision beam is installed in front of the engine compartment assembly, further, the fourth anti-collision beam is bent in a direction away from the engine compartment assembly, and the fourth anti-collision beam is The radius of curvature at both ends of the beam is smaller than the radius of curvature at the middle of the beam.
  • the radius of curvature of both ends of the fourth anti-collision beam is: 100-140 mm, and the radius of curvature of the middle part of the fourth anti-collision beam is: 2500-2900 mm.
  • Another object of the present invention is to provide an automobile including the vehicle body structure as described above.
  • the upper longitudinal beam reinforcement plate, the first anti-collision beam and the second anti-collision beam are used to improve the force transmission structure and increase the force transmission path during collision, wherein the upper longitudinal beam reinforcement plate and the engine compartment upper longitudinal beam form a first triangular area, which has It is beneficial to decompose the collision force and transmit it to the rear, and improve the performance of the small offset collision of the car.
  • the present invention solves the problem that the small offset collision performance of the existing automobile does not meet the standard, and the vehicle body is heavier in weight and higher in cost by strengthening the partial structure of the vehicle body.
  • first anti-collision beam and the door assembly form a second triangular force-bearing area
  • second anti-collision beam and the third anti-collision beam form a third triangular area on the door assembly, so that the collision force can be further carried out. Disassemble and pass to the rear, improving the performance of the car in small offset collisions.
  • a fourth anti-collision beam is arranged in front of the engine compartment assembly, so that when a small offset collision occurs, the barrier is subjected to an outward component force through the two ends of the fourth anti-collision beam, so as to avoid the collision.
  • the barrier is in rigid contact with the body, reducing the impact of the chassis on the body, thereby improving the performance of small offset collisions.
  • the present invention also clamps the A-pillar reinforcement block at the edge of the A-pillar to improve the rigidity of the vehicle body, and helps to cut off the connection between the wheel and the chassis when a small offset collision occurs, reducing the impact of the chassis on the vehicle body , reducing the deformation of the passenger compartment, thereby improving the performance of small offset collisions.
  • FIG. 1 is a side view of a vehicle body structure in an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of a force transmission path in an embodiment of the present invention.
  • Fig. 3 is the top view of the vehicle body structure in the embodiment of the present invention.
  • FIG. 4 is a schematic diagram of an A-pillar reinforcement block in an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of a first anti-collision beam and a second anti-collision beam in an embodiment of the present invention
  • FIG. 6 is a schematic cross-sectional view of a first anti-collision beam and a second anti-collision beam in an embodiment of the present invention
  • FIG. 7 is a schematic diagram of the installation of an A-pillar reinforcement block in an embodiment of the present invention.
  • A-pillar 1. A-pillar, 2. Door assembly, 21, Window lower frame, 3. Engine compartment assembly, 41, Upper longitudinal beam of engine compartment, 42, Upper longitudinal beam reinforcement plate, 51, First anti-collision beam, 52 , the second anti-collision beam, 53, the third anti-collision beam, 54, the fourth anti-collision beam, 6, the A-pillar reinforcement block, 61, the card slot, 62, the tapered block; 7, the B-pillar, 8, the wheel;
  • A the first triangle area, B, the second triangle area, C, the third triangle area.
  • first, second, etc. are used in the present invention to describe various information, but these information should not be limited to these terms, which are only used to describe the same type of information. information is differentiated from each other. For example, “first” information may also be referred to as “second” information, and similarly, “second” information may also be referred to as “first” information, without departing from the scope of the present invention.
  • an embodiment of the present invention provides a vehicle body structure, which includes an A-pillar 1, a door assembly 2, an engine compartment assembly 3, an engine compartment upper longitudinal beam 41, and also includes an upper longitudinal beam reinforcement plate 42,
  • the first anti-collision beam 51 and the second anti-collision beam 52 can improve the force transmission structure of the vehicle body and increase the force transmission path during collision through these settings;
  • the front end of the upper longitudinal beam reinforcement plate 42 is connected to the middle of the engine compartment upper longitudinal beam 41, the rear end of the upper longitudinal beam reinforcement plate 42 is connected to the engine compartment assembly 3, the engine compartment upper longitudinal beam 41 and the upper longitudinal beam reinforcement plate 42
  • a first triangular area A is formed on the engine compartment assembly 3; the first anti-collision beam 51 and the second anti-collision beam 52 are installed on the door assembly 2 in the front-rear direction of the vehicle body, and the first anti-collision beam 51 is located in the second anti-collision beam 51.
  • Above the striker beam 52 Above the striker beam 52 .
  • a body structure is proposed, using the upper longitudinal beam reinforcement plate 42, the first anti-collision beam 51 and the second anti-collision beam 52 to improve the force transmission structure and increase the force transmission path during collision, as shown in Figure 2 2 is the direction of force transmission, wherein the upper longitudinal beam reinforcement plate 42 and the engine compartment upper longitudinal beam 41 form a first triangular area A, so that the collision force of the small offset collision passes through the engine compartment upper longitudinal beam 41.
  • the front part is transmitted to the first triangular area A, and the first triangular area A decomposes the transmitted collision force and transmits it to the rear part, so as to improve the performance of the car in a small offset collision.
  • the first anti-collision beam 51 is disposed on the door assembly 2 inclined downward toward the rear of the vehicle body, and the first anti-collision beam 51 and the lower frame of the window 21 form a first Two triangular area B; the second triangular area B divides the collision force transmitted from the rear part of the upper longitudinal beam 41 of the engine compartment into two parts, one part is transmitted along the lower frame 21 of the window, and the other part is transmitted along the first anti-collision beam 51 .
  • the second anti-collision beam 52 and the upper longitudinal beam reinforcement plate 42 are located on the same straight line, which is beneficial to transfer the collision force transmitted through the upper longitudinal beam reinforcement plate 42 to the rear; and the first The cross sections of the first anti-collision beam 51 and the second anti-collision beam 52 are irregular concave-convex structures, which are beneficial to improve the rigidity of the first anti-collision beam 51 and the second anti-collision beam 52 and improve the energy absorption effect of the vehicle.
  • a third anti-collision beam 53 is provided below the second anti-collision beam 52 , and the third anti-collision beam 53 is installed on the door assembly 2 along the front and rear directions of the vehicle body;
  • the second anti-collision beam 52 and the third anti-collision beam 53 form a third triangular area C on the door assembly 2, and the triangular structure is beneficial to bear the collision force transmitted from the upper side member reinforcement plate 42, and to reduce the collision force It is transmitted to the position of the B-pillar 7 and the door sill (not shown in the figure); preferably, in order to improve the rigidity of the third anti-collision beam 53, the third anti-collision beam 53 is installed horizontally.
  • the front end of the first anti-collision beam 51 is threadedly connected to the door assembly 2 at a position close to the installation point of the upper hinge
  • the front end of the third anti-collision beam 53 is connected to the door assembly 2 at a position close to the installation point of the lower hinge.
  • Position screw connection; the rear end of the first anti-collision beam 51, the rear end of the second anti-collision beam 52 and the rear end of the third anti-collision beam 53 are welded with the door assembly 2, and the rear end of the second anti-collision beam 52
  • the end and the rear end of the third anti-collision beam 53 are connected together to improve the rigidity of the door hinge mounting point.
  • a fourth anti-collision beam 54 is also included, the fourth anti-collision beam 54 is connected to the engine compartment assembly 3 , and the fourth anti-collision beam 54 is installed in front of the engine compartment assembly 3 , and the fourth anti-collision beam 54 is bent in the direction away from the engine compartment assembly 3, and the radius of curvature at both ends of the fourth anti-collision beam 54 is smaller than the radius of curvature of the middle part;
  • the barrier is subjected to an outward component force, and the reverse force received by the vehicle will cause the vehicle to slide out to the outside, avoiding rigid contact between the barrier and the body, causing a greater impact on the body and reducing the chassis. The impact on the body, thereby improving the performance of small offset collision.
  • the radius of curvature of both ends of the fourth anti-collision beam 54 is: 100-140 mm, preferably: 110, 120, 130 mm, and the radius of curvature of the middle part of the fourth anti-collision beam 54 is: 2500-130 mm 2900 mm, preferably 2600, 2700, 2800 mm, in order to avoid the collision between the barrier and the rigidity of the body.
  • an A-pillar reinforcement block 6 is also included.
  • the A-pillar reinforcement block 6 is fixedly connected to the A-pillar at a position close to the installation point of the lower hinge, and the middle of the A-pillar reinforcement block 6
  • the position is provided with a slot 61 for engaging with the edge of the A-pillar 1, which is beneficial to improve the rigidity of the vehicle body; at the same time, the A-pillar reinforcing block 6 and the third anti-collision beam 53 are in a straight line, which is conducive to the occurrence of small offset collisions , the collision force is decomposed and transmitted backwards.
  • the A-pillar reinforcement block 6 is a cast piece, and its middle part is a conical block 62 protruding relative to its two ends.
  • the clamping slot 61 at the intermediate position runs through the bottom surface of the conical block 62 , and the clamping slot 61 is engaged with the edge of the A-pillar 1 .
  • an embodiment of the present invention also provides an automobile including the above-mentioned vehicle body structure.
  • the present invention proposes a vehicle body structure that utilizes the upper longitudinal beam reinforcing plate 42, the first anti-collision beam 51 and the second anti-collision beam 52 to improve the force transmission structure and increase the force transmission path during collision, as shown in FIG. 2 .
  • the upper longitudinal beam reinforcement plate 42 and the engine compartment upper longitudinal beam 41 form the first triangular area A, so that the collision force of the small offset collision is transmitted to the first triangular area A through the front part of the engine compartment upper longitudinal beam 41, and the first triangular area A is formed.
  • a triangular area A divides the transmitted collision force into three parts, which are: transmitted to the upper part of the A-pillar 1, transmitted to the second triangular area B through the rear of the upper longitudinal beam 41 of the engine compartment, and passed through the upper longitudinal beam reinforcement plate 42 is transmitted to the third triangle area C, so that the collision force is decomposed and transmitted to the rear, which improves the performance of the small offset collision of the car, and solves the problem that the small offset collision performance of the existing car does not meet the standard, but is strengthened by the local structure of the body.
  • the method causes the problem of heavier body weight and higher cost.
  • the present invention sets a fourth anti-collision beam 54 in front of the engine compartment assembly 3, so that when a small offset collision occurs, the barrier is subjected to an outward component force through the two ends of the fourth anti-collision beam 54. , to avoid rigid contact between the barrier and the body, reduce the impact of the chassis on the body, and thus improve the performance of small offset collisions.
  • the present invention also adds an A-pillar reinforcement block 6 at the connection of the A-pillar to improve the rigidity of the vehicle body, and is beneficial to cut off the connection between the wheel 8 and the chassis when a small offset collision occurs, reducing the impact of the chassis on the vehicle body. , thereby reducing the deformation of the passenger compartment and improving the performance of small offset collisions.

Abstract

一种车身结构，包括A柱、车门总成（2）、发动机舱总成（3）和发动机舱上纵梁（41），还包括上纵梁加强板（42）、第一防撞梁（51）和第二防撞梁（52），上纵梁加强板（42）的前端与发动机舱上纵梁（41）的中部连接，上纵梁加强板（42）的后端与发动机舱总成（3）连接，发动机舱上纵梁（41）和上纵梁加强板（42）在发动机舱总成（3）上形成第一三角区域；第一防撞梁（51）和第二防撞梁（52）沿车身前后方向安装在车门总成（2）上，第一防撞梁（51）位于第二防撞梁（52）的上方。该车身结构通过改善传力结构和增加碰撞时的传力路径，解决了现有汽车小偏置碰撞性能不达标，而通过车身局部结构加强的方式造成车身重量较重、成本较高的问题，并且避免了碰撞时车轮和底盘连接导致底盘对车身造成冲击的问题。还提供了一种具备该车身结构的汽车。

Description

车身结构及汽车 技术领域
本发明涉及汽车领域，特别涉及一种车身结构及包括其的汽车。
背景技术
随着汽车行业的不断发展，人们对汽车碰撞安全的关注度也越来越高。2018年之后，C-IASI(中文全称：中国保险汽车安全指数，英文全称：CHINA INSURANCE AUTOMOTIVE SAFETY INDEX)将IIHS(中文全称：美国公路安全保险协会，英文全称：Insurance Institute for Highway Safety)的评价规程引入到汽车的评价体系中。其中，小偏置碰撞是C-IASI的重点项目之一，正面25％的小偏置碰撞试验将车辆以64.4±1km/h的速度、25％±1％的重叠率正面撞击固定刚性壁障，要求碰撞后乘员舱变形越小越好。
目前国内汽车制造厂商对小偏置碰撞性能的提升缺乏应对措施，经常出现小偏置碰撞性能不达标的情况。当前传统的应对方法是提升车身局部结构的强度，以便在小偏置碰撞中减小车身的变形，但这样做的后果往往是A柱不能达到理想的效果或者造成车身的重量较重。
现有技术中的一种车身，其包括地板，地板上设有地板纵梁和侧围外板，侧围外板的内侧固定设置有A柱，前纵梁的后端分别与地板、A柱以及前围板固定，辅助前纵梁固定在前纵梁的下方，前纵梁的前端设置有前部防撞梁且辅助前纵梁的前端设有前端辅助防撞梁，后纵梁设在地板上，第一至第三后部横梁前后间隔开，C柱的下端构造有C柱下端前连接部和C柱下端后连接部，C柱下端前连接部与后纵梁和第二后部横梁固定且C柱下端后连接部与后纵梁和第三后部横梁固定，顶盖后横梁的两端分别与左侧和右侧的C柱的上端固定，以此达到加强车身结构的目的，提升汽车小偏置碰撞的性能。
上述技术方案是通过加强车身局部结构的方法来提升汽车小偏置碰撞的性能，造成汽车车身重量较重、成本较高，并且小偏置碰撞的性能提升不明显。
发明内容
本发明提供了一种车身结构及汽车，用于解决现有汽车小偏置碰撞性能不达标，而通过车身局部结构加强的方式造成车身重量较重、车身成本较高的问题。
为了解决上述技术问题，本发明提供的技术方案为：一种车身结构，其包括A柱、车门总成、发动机舱总成和发动机舱上纵梁，还包括上纵梁加强板、第一防撞梁和第二防撞梁，上纵梁加强板的前端与发动机舱上纵梁的中部连接，上纵梁加强板的后端与发动机舱总成连接，发动机舱上纵梁和上纵梁加强板在发动机舱总成上形成第一三角区域；
第一防撞梁和第二防撞梁沿车身前后方向安装在车门总成上，第一防撞梁位于第二防撞梁的上方。
优选地，第一防撞梁向车身后方倾斜向下设置在车门总成上，第一防撞梁和车窗下边框在在车门总成上形成第二三角区域。
优选地，第二防撞梁与上纵梁加强板位于同一条直线上，第一防撞梁和第二防撞梁的横截面为不规则的凹凸结构。
优选地，本发明还包括位于第二防撞梁下方的第三防撞梁，第三防撞梁沿车身前后方向安装在车门总成上。
优选地，第二防撞梁和第三防撞梁在所述车门总成上形成第三三角区域并且第三防撞梁是水平安装的。
优选地，第一防撞梁的前端与车门总成在靠近上铰链安装点的位置螺纹连接，第三防撞梁的前端与车门总成在靠近下铰链安装点的位置螺纹连接。
优选地，第一防撞梁的后端、第二防撞梁的后端和第三防撞梁的 后端均与车门总成焊接，第二防撞梁的后端和第三防撞梁的后端连接在一起。
优选地，本发明还包括A柱加强块，A柱加强块与A柱在靠近下铰链安装点的位置固定连接，并且A柱加强块的中间位置设有用于与A柱的边缘卡接的卡槽，进一步地，A柱加强块与第三防撞梁位于同一条直线上。
优选地，A柱加强块为铸造件，A柱加强块的中间部位为相对于其两端突出的锥形块，A柱加强块的中间位置的卡槽贯穿于锥形块的底面。
优选地，本发明还包括第四防撞梁，第四防撞梁安装在发动机舱总成的前方，进一步地，第四防撞梁向远离发动机舱总成的方向弯曲，并且第四防撞梁两端的曲率半径小于其中间部位的曲率半径。
优选地，第四防撞梁的两端的曲率半径为：100-140毫米，第四防撞梁的中间部位的曲率半径为：2500-2900毫米。
本发明的另一目的还在于提供一种汽车，该汽车包括如上所述的车身结构。
实施本发明实施例的一种车身结构及汽车，具有如下有益效果：
利用上纵梁加强板、第一防撞梁和第二防撞梁改善传力结构和增加碰撞时的传力路径，其中上纵梁加强板与发动机舱上纵梁形成第一三角形区域，有利于将碰撞力进行分解并向后部传递，提高汽车小偏置碰撞的性能。
由此，本发明解决了现有汽车小偏置碰撞性能不达标，而通过车身局部结构加强的方式造成车身重量较重、成本较高的问题。
进一步地，第一防撞梁和车门总成形成第二三角受力区，第二防撞梁和第三防撞梁在车门总成上形成第三三角区域，由此可以进一步将碰撞力进行分解并向后部传递，提高汽车小偏置碰撞的性能。
进一步地，本发明在发动机舱总成的前方设置第四防撞梁，使得 在小偏置碰撞发生时通过第四防撞梁的两端位置让壁障受到一个向外的分力，避免壁障与车身刚性接触，减小底盘对车身的冲击，进而提高小偏置碰撞的性能。
进一步地，本发明还在A柱的边缘处卡接A柱加强块，提高车身的刚度，并有利于在小偏置碰撞发生时，将车轮和底盘的连接切断，减小底盘对车身的冲击，减小乘员舱的变形量，进而提高小偏置碰撞的性能。
附图说明
图1是本发明实施例中的车身结构侧视图；
图2是本发明实施例中的传力路径示意图；
图3是本发明实施例中的车身结构俯视图；
图4是本发明实施例中的A柱加强块示意图；
图5是本发明实施例中第一防撞梁、第二防撞梁的示意图；
图6是本发明实施例中第一防撞梁、第二防撞梁的横截面示意图；
图7是本发明实施例中的A柱加强块安装示意图。
附图标记说明：
1、A柱，2、车门总成，21、车窗下边框，3、发动机舱总成，41、发动机舱上纵梁，42、上纵梁加强板，51、第一防撞梁，52、第二防撞梁，53、第三防撞梁，54、第四防撞梁，6、A柱加强块，61、卡槽，62、锥形块；7、B柱，8、车轮；
A、第一三角区域，B、第二三角区域，C、第三三角区域。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实施例用于说明本发明，但不用来限制本发明的范围。
在本发明的描述中，应当理解的是，本发明中采用术语“第一”、“第二”等来描述各种信息，但这些信息不应限于这些术语，这些术语仅用来将同一类型的信息彼此区分开。例如，在不脱离本发明范围 的情况下，“第一”信息也可以被称为“第二”信息，类似的，“第二”信息也可以被称为“第一”信息。
需要说明的是，本方案附图仅为原则性系统图，并没有全部表现出车身结构的所有零部件，在本系统中增加零部件，其核心原理仍与本方案相同。
结合图1所示，本发明实施例提供了一种车身结构，其包括A柱1、车门总成2、发动机舱总成3和发动机舱上纵梁41，还包括上纵梁加强板42、第一防撞梁51和第二防撞梁52，通过这些设置可以改善汽车车身传力结构和增加碰撞时的传力路径；
其中上纵梁加强板42的前端与发动机舱上纵梁41的中部连接，上纵梁加强板42的后端与发动机舱总成3连接，发动机舱上纵梁41和上纵梁加强板42在发动机舱总成3上形成第一三角区域A；第一防撞梁51和第二防撞梁52沿车身前后方向安装在车门总成2上，并且第一防撞梁51位于第二防撞梁52的上方。
基于以上技术方案：提出了一种车身结构，利用上纵梁加强板42、第一防撞梁51和第二防撞梁52改善传力结构和增加碰撞时的传力路径，如图2所示，图2中的白色箭头为传力方向，其中上纵梁加强板42与发动机舱上纵梁41形成第一三角区域A，使得小偏置碰撞的碰撞力通过发动机舱上纵梁41的前部传递到第一三角区域A，第一三角区域A将传递过来的碰撞力进行分解并向后部传递，提高汽车小偏置碰撞的性能。
如图2，在本实施例中，第一防撞梁51向车身后方倾斜向下设置在车门总成2上，第一防撞梁51和车窗下边框21在车门总成2上形成第二三角区域B；第二三角区域B将发动机舱上纵梁41的后部分传递过来的碰撞力分为两部分，一部分沿车窗下边框21传递，另一部分沿第一防撞梁51传递。
如图1，在本实施例中，第二防撞梁52与上纵梁加强板42位于 同一条直线上，有利于将通过上纵梁加强板42传递过来的碰撞力传递到后方；并且第一防撞梁51和第二防撞梁52的横截面为不规则的凹凸结构，有利于提高第一防撞梁51和第二防撞梁52的刚度并改善汽车吸能效果。
如图1和图2所示，在本实施例中，第二防撞梁52的下方设置有第三防撞梁53，第三防撞梁53沿车身前后方向安装在车门总成2上；第二防撞梁52和第三防撞梁53在所述车门总成2上形成第三三角区域C，三角形结构有利于承受从上纵梁加强板42传递过来的碰撞力，并将碰撞力传递到B柱7和汽车门槛位置(图中未标出)；优选地，为了提高第三防撞梁53的刚度，将第三防撞梁53水平安装。
在本实施例中，第一防撞梁51的前端与车门总成2在靠近上铰链安装点的位置螺纹连接，第三防撞梁53的前端与车门总成2在靠近下铰链安装点的位置螺纹连接；第一防撞梁51的后端、第二防撞梁52的后端和第三防撞梁53的后端均与车门总成2焊接，并且第二防撞梁52的后端和第三防撞梁53的后端连接在一起，提高了车门铰链安装点的刚度。
如图3所示，在本实施例中，还包括第四防撞梁54，第四防撞梁54与发动机舱总成3连接，第四防撞梁54安装在发动机舱总成3的前方，并且第四防撞梁54向远离发动机舱总成3的方向弯曲，第四防撞梁54两端的曲率半径小于其中间部位的曲率半径；第四防撞梁54的两端的结构设计使得小偏置碰撞发生时，壁障受到一个向外的分力，同时车辆受到的反向力会导致车辆向外侧滑出，避免壁障与车身刚性接触，对车身造成较大冲击力，减小底盘对车身的冲击，进而提高小偏置碰撞的性能。
在本实施例中，第四防撞梁54的两端的曲率半径为：100-140毫米，优选为：110、120、130毫米，第四防撞梁54的中间部位的曲率半径为：2500-2900毫米，优选为2600、2700、2800毫米，以此 达到避免壁障和车身刚性碰撞的目的。
如图4和图7所示，在本实施例中，还包括A柱加强块6，A柱加强块6与A柱在靠近下铰链安装点的位置固定连接，并且A柱加强块6的中间位置设有用于与A柱1的边缘卡接的卡槽61，有利于提高汽车车身的刚度；同时A柱加强块6与第三防撞梁53在一条直线上，有利于小偏置碰撞发生时，将碰撞力分解并向后传递。
在本实施例中，A柱加强块6为铸造件，其中间部位为相对于其两端突出的锥形块62，A柱加强块6的两端与A柱1的两侧螺纹连接，其中间位置的卡槽61贯穿于锥形块62的底面，卡槽61与A柱1的边缘卡接。当小偏置碰撞发生，第四防撞梁54被压溃到一定程度时，汽车副车架和车轮8会向后移动，与A柱加强块6的中间部位突出的锥形块62的顶面相碰撞，导致车轮8与车身的连接处被切断，避免了副车架、轮毂与车身刚性碰撞，大大减小了车身的受力。
此外，本发明实施例还提供一种汽车，该汽车包括如上所述的车身结构。
综上，本发明提出了一种车身结构，利用上纵梁加强板42、第一防撞梁51和第二防撞梁52改善传力结构和增加碰撞时的传力路径，如图2所示，其中上纵梁加强板42与发动机舱上纵梁41形成第一三角区域A，使得小偏置碰撞的碰撞力通过发动机舱上纵梁41的前部传递到第一三角区域A，第一三角区域A将传递过来的碰撞力分为三部分，分别为：传递给A柱1的上部、通过发动机舱上纵梁41的后部传递给第二三角区域B、通过上纵梁加强板42传递给第三三角区域C，从而将碰撞力进行分解并向后部传递，提高汽车小偏置碰撞的性能，解决了现有汽车小偏置碰撞性能不达标，而通过车身局部结构加强的方式造成车身重量较重、成本较高的问题。
进一步地，本发明在发动机舱总成3的前方设置第四防撞梁54，使得在小偏置碰撞发生时通过第四防撞梁54的两端位置让壁障受到 一个向外的分力，避免壁障与车身刚性接触，减小底盘对车身的冲击，进而提高小偏置碰撞的性能。
进一步地，本发明还在A柱连接处增加A柱加强块6，提高车身的刚度，并有利于在小偏置碰撞发生时，将车轮8和底盘的连接切断，减小底盘对车身的冲击，进而减小乘员舱的变形量，提高小偏置碰撞的性能。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明技术原理的前提下，还可以做出若干改进和替换，这些改进和替换也应视为本发明的保护范围。

Claims (14)

  1. 一种车身结构，包括A柱、车门总成、发动机舱总成和发动机舱上纵梁，其特征在于，还包括上纵梁加强板、第一防撞梁和第二防撞梁，所述上纵梁加强板的前端与所述发动机舱上纵梁的中部连接，所述上纵梁加强板的后端与所述发动机舱总成连接，所述发动机舱上纵梁和所述上纵梁加强板在所述发动机舱总成上形成第一三角区域；
    所述第一防撞梁和所述第二防撞梁沿车身前后方向安装在所述车门总成上，所述第一防撞梁位于所述第二防撞梁的上方。
  2. 如权利要求1所述的车身结构，其特征在于，所述第一防撞梁向车身后方倾斜向下设置在所述车门总成上，所述第一防撞梁和车窗下边框在在所述车门总成上形成第二三角区域。
  3. 如权利要求1所述的车身结构，其特征在于，所述第二防撞梁与所述上纵梁加强板位于同一条直线上。
  4. 如权利要求1所述的车身结构，其特征在于，所述第一防撞梁和第二防撞梁的横截面为不规则的凹凸结构。
  5. 如权利要求1所述的车身结构，其特征在于，还包括位于所述第二防撞梁下方的第三防撞梁，所述第三防撞梁沿所述车身前后方向安装在车门总成上。
  6. 如权利要求5所述的车身结构，其特征在于，所述第二防撞梁和所述第三防撞梁在所述车门总成上形成第三三角区域，所述第三防撞梁水平安装。
  7. 如权利要求5所述的车身结构，其特征在于，所述第一防撞梁的前端与所述车门总成在靠近上铰链安装点的位置螺纹连接；
    所述第三防撞梁的前端与所述车门总成在靠近下铰链安装点的位置螺纹连接。
  8. 如权利要求5所述的车身结构，其特征在于，所述第一防撞 梁的后端、所述第二防撞梁的后端和所述第三防撞梁的后端均与所述车门总成焊接，所述第二防撞梁的后端和所述第三防撞梁的后端连接在一起。
  9. 如权利要求5所述的车身结构，其特征在于，还包括A柱加强块，所述A柱加强块与所述A柱在靠近下铰链安装点的位置固定连接。
  10. 如权利要求9所述的车身结构，其特征在于，所述A柱加强块的中间位置设有用于与所述A柱的边缘卡接的卡槽，所述A柱加强块与所述第三防撞梁位于同一条直线上。
  11. 如权利要求10所述的车身结构，其特征在于，所述A柱加强块为铸造件，所述A柱加强块的中间部位为相对于其两端突出的锥形块，所述卡槽贯穿于所述锥形块的底面。
  12. 如权利要求1所述的车身结构，其特征在于，还包括第四防撞梁，所述第四防撞梁安装在所述发动机舱总成的前方；
    所述第四防撞梁向远离所述发动机舱总成的方向弯曲，且所述第四防撞梁两端的曲率半径小于其中间部位的曲率半径。
  13. 如权利要求12所述的车身结构，其特征在于，所述第四防撞梁的两端的曲率半径为：100-140毫米，所述第四防撞梁的中间部位的曲率半径为：2500-2900毫米。
  14. 一种汽车，其特征在于，包括根据权利要求1所述的用于车辆的车身结构。
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