WO2022155905A1 - 一种立柱结构、车身结构及车辆 - Google Patents

一种立柱结构、车身结构及车辆 Download PDF

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Publication number
WO2022155905A1
WO2022155905A1 PCT/CN2021/073349 CN2021073349W WO2022155905A1 WO 2022155905 A1 WO2022155905 A1 WO 2022155905A1 CN 2021073349 W CN2021073349 W CN 2021073349W WO 2022155905 A1 WO2022155905 A1 WO 2022155905A1
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Prior art keywords
column
support structure
longitudinal beam
area
convex portion
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PCT/CN2021/073349
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English (en)
French (fr)
Inventor
卫董程
赵若翔
Original Assignee
浙江吉利控股集团有限公司
宁波吉利汽车研究开发有限公司
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.)
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Application filed by 浙江吉利控股集团有限公司, 宁波吉利汽车研究开发有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to CN202180071145.9A priority Critical patent/CN116529147A/zh
Priority to PCT/CN2021/073349 priority patent/WO2022155905A1/zh
Publication of WO2022155905A1 publication Critical patent/WO2022155905A1/zh

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    • 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
    • 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 technical field of automobiles, in particular to a column structure, a body structure and a vehicle.
  • the usual practice is to strengthen the root of the front longitudinal beam and the lower bending longitudinal beam, such as adding upper or inner reinforcement plates of the lower bending longitudinal beam, or adding the lower bending longitudinal beam.
  • the beam is changed to a higher-strength material or a thicker plate. It is hoped that the strong down-bending longitudinal beam can support the extrusion of the front longitudinal beam on the front wall of the car during the deformation process, so that the intrusion of the front wall is reduced, so that the The occupants are protected.
  • the above solution solves the extrusion of the front dash panel due to the deformation of the front longitudinal beam by strengthening the down bending longitudinal beam, which inevitably requires the design of a strong down bending longitudinal beam, resulting in an increase in the weight and cost of the vehicle body; It is located on the upper part of the middle floor, which will affect the driver's foot space, affect the driving comfort, and increase the difficulty of welding, affect the production rhythm, and the welding of multi-layer boards will easily cause poor electrophoresis and other problems such as body corrosion.
  • the present invention aims to solve the above-mentioned technical problems of increasing vehicle body weight, cost, and reducing vehicle interior space by arranging reinforcing plates on the down-curved longitudinal beams.
  • a column structure on the one hand which includes:
  • a column body the side surface of the column body is connected with the front longitudinal beam, one end of the column body is connected with the A-pillar, and the other end of the column body is connected with the door sill;
  • a first reinforcement piece is arranged in a first area of the column body, and the first area is close to the front longitudinal beam.
  • the column body includes a first convex portion and a second convex portion arranged at intervals;
  • the area formed between the first convex portion and the second convex portion is the first area
  • the first region is a groove structure.
  • the first reinforcing member includes a bottom plate, a first connecting portion and a second connecting portion;
  • the column body includes a second area
  • One end of the bottom plate is connected to the first connecting portion, and the other end of the bottom plate is connected to the second connecting portion;
  • the first connecting portion and the second connecting portion are located on the same side of the bottom plate;
  • the bottom plate is fixedly connected with the first convex part and the second convex part;
  • the second area is an area between the first convex portion and the second convex portion
  • the first connecting portion is respectively connected with one side of the first convex portion and one side of the second convex portion;
  • the second connecting portion is respectively connected with the other side of the first convex portion and the other side of the second convex portion.
  • the second reinforcement is arranged in the third area of the column body
  • the third area is an area close to the door sill.
  • the column body includes a first support structure, a second support structure and a third support structure;
  • the first convex portion and the second convex portion are located on the first support structure
  • One side of the first support structure is connected with the second support structure, and the other side of the first support structure is connected with the third support structure;
  • the second support structure and the third support structure are located on the same side of the first support structure
  • the second reinforcing member is attached and connected to the first support structure, the second support structure and the third support structure respectively.
  • the first reinforcing member is attached and connected to the first region.
  • the column body is processed and formed from a plate body, and the thickness of the plate body ranges from 1 to 2 mm.
  • the column structure is a column close to the steering wheel.
  • the present application discloses a vehicle body structure including the above-mentioned pillar structure.
  • it also includes a door sill, a front side member and a lower bending side member;
  • connection between the front longitudinal beam and the column body is connected with the downward bending longitudinal beam.
  • the present application also discloses a vehicle including the above-mentioned body structure.
  • the body of the column structure provided by the present application is provided with a first reinforcing member, and the column structure is a column located below the A-pillar and is connected with the door sill, the strength of the frame in a collision situation can be effectively improved, and furthermore , the first reinforcement is located on the first area of the column body close to the front longitudinal beam, so that the collision on the front longitudinal beam can be effectively dispersed, and the extrusion of the front wall can be reduced.
  • this solution has the advantages of reducing the molding cost and not changing the space of the cockpit.
  • FIG. 1 is a schematic structural diagram of a column structure in an optional embodiment of the present application.
  • FIG. 2 is a schematic structural diagram of a column structure in another optional embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of the second reinforcing member of the application.
  • FIG. 5 is a schematic structural diagram of a column structure in another optional embodiment of the present application.
  • FIG. 6 is a partial schematic diagram of an optional body structure of the application.
  • FIG. 7 is a partial schematic diagram of another optional body structure of the application.
  • FIG. 8 is a partial schematic diagram of another optional body structure of the present application.
  • FIG. 9 is a partial schematic diagram of another optional body structure of the present application.
  • references herein to "one embodiment” or “an embodiment” refers to a particular feature, structure, or characteristic that may be included in at least one implementation of the present application.
  • the orientation or positional relationship indicated by the terms “upper”, “lower”, “top”, “bottom”, etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the purpose of It is convenient to describe the application and to simplify the description, rather than indicating or implying that the device or element referred to must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as limiting the application.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature defined as “first” or “second” may expressly or implicitly include one or more of that feature. Also, the terms “first,” “second,” etc. are used to distinguish between similar objects, and are not necessarily used to describe a particular order or precedence. It is to be understood that data so used may be interchanged under appropriate circumstances so that the embodiments of the application described herein can be practiced in sequences other than those illustrated or described herein.
  • FIG. 1 is a schematic structural diagram of a column structure in an optional embodiment of the present application.
  • the present application discloses a column structure 1 , the column structure 1 includes a column body 2 and a first reinforcement 3 , the side surface of the column body 2 is connected to the front longitudinal beam, and one end of the column body 2 is connected to the A-pillar The other end of the pillar body 2 is connected with the rocker; the first reinforcement 3 is arranged on the first area 21 of the pillar body 2, and the first area 21 is close to the front side member.
  • the body of the column structure 1 provided by the present application is provided with the first reinforcement 3, and the column structure 1 is a column located under the A-pillar and is connected to the door sill, the strength of the vehicle frame in a collision situation can be effectively improved Furthermore, the first reinforcing member 3 is located on the first area 21 of the pillar body 2 close to the front longitudinal beam, so that the collision on the front longitudinal beam can be effectively dispersed, and the extrusion of the front wall can be reduced, which is in line with the current situation. Compared with the prior art by enhancing the strength of the down-bending longitudinal beam, this solution has the advantages of reducing the molding cost and not changing the space of the cockpit.
  • FIG. 2 is a schematic structural diagram of a column structure in another optional embodiment of the present application.
  • the column body 2 includes a first convex part 22 and a second convex part 23 arranged at intervals; the area formed between the first convex part 22 and the second convex part 23 is the first area 21 ; the first area 21 for the groove structure.
  • FIG. 3 is a schematic structural diagram of the first reinforcing member of the present application.
  • the first reinforcing member 3 includes a bottom plate 31 , a first connecting portion 32 and a second connecting portion 33 ;
  • the column body 2 includes a second region 24 ; one end of the bottom plate 31 is connected to the first connecting portion 32 , and the The other end is connected to the second connecting portion 33 ;
  • the first connecting portion 32 and the second connecting portion 33 are located on the same side of the bottom plate 31 ;
  • the bottom plate 31 is fixed to the first convex portion 22 and the second convex portion 23 connection;
  • the bottom plate 31 and the second area 24 have a preset distance, and the second area 24 is the area between the first convex part 22 and the second convex part 23;
  • the first connecting part 32 is respectively connected to the first One side of a protruding portion 22 is connected to one side of the second protruding portion 23 ;
  • the second connecting portion 33 is connected to the other side of the first protru
  • the first reinforcing member 3 and the column body 2 form a cavity structure, so that the force generated by the collision of the front longitudinal beam can be absorbed and dispersed more effectively.
  • the first reinforcing member 3 is attached and connected to the first region 21 .
  • FIG. 4 is a schematic structural diagram of the second reinforcing member of the present application.
  • the pillar structure 1 further includes a second reinforcement member 4; the second reinforcement member 4 is arranged in a third area of the pillar body 2; the third area is an area close to the door sill 6, so that the pillar structure 1 can be further increased lightness, which can improve the bearing capacity from wheel collisions.
  • FIG. 5 is a schematic structural diagram of a column structure in another optional embodiment of the present application.
  • the column body 2 includes a first support structure 25, a second support structure 26 and a third support structure 27; the first protrusion 22 and the second protrusion 23 are located on the first support structure 25; the first support structure One side of the 25 is connected to the second support structure 26, and the other side of the first support structure 25 is connected to the third support structure 27; the second support structure 26 and the third support structure 27 are located in the first support structure On the same side of the structure 25 ; the second reinforcing member 4 is attached to the first supporting structure 25 , the second supporting structure 26 , and the third supporting structure 27 respectively.
  • the column body 2 is processed and formed from a plate body, and the thickness of the plate body ranges from 1 to 2 mm.
  • the column structure 1 is a column close to a steering wheel, optionally, the steering wheel is arranged on the left or right side of the cockpit.
  • connection between the above-mentioned various components is any one of screw connection, welding and bonding.
  • FIG. 6 is a partial schematic diagram of an optional vehicle body structure of the application
  • FIG. 7 is a partial schematic diagram of another optional vehicle body structure of the application.
  • Schematic diagram
  • FIG. 8 is a partial schematic diagram of another optional vehicle body structure of the application
  • FIG. 9 is a partial schematic diagram of another optional vehicle body structure of the application.
  • the vehicle body structure includes the above-described pillar structure 1 .
  • the vehicle body structure further includes a rocker 6 , a front side member 5 and a lower curved side member 10 ; the connection between the front side member 5 and the pillar body 2 It is connected with the down-bending longitudinal beam 10. It can be seen from the above description that the side of the column body 2 is connected to the front longitudinal beam 5, one end of the column body 2 is connected to the A-pillar, and the other end of the column body 2 is connected to the door sill. 6 connections;
  • the vehicle body structure further includes a diagonal support 7 and a front wall 9 .
  • the front wall 9 is connected to the pillar structure 1 , and the diagonal support 7 is arranged in a through hole on the front wall 9 .
  • the diagonal support 7 is connected with the column structure 1 and the front longitudinal beam 5, so that the force generated by the collision of the front longitudinal beam 5 can be transmitted to the column structure 1 through the diagonal support 7, and the force transmission can realize the dispersion of the collision force, thereby reducing the Squeeze on the dash panel 9.
  • the present application also discloses a vehicle including the above-mentioned body structure.
  • an optional application scenario of the column structure 1 is as follows, when the wheel 8 is collided in the direction, the column structure 1 strengthens the front longitudinal beam 5 through the first reinforcement 3 thereon.
  • the first type of support force can effectively withstand the collision force in the direction of the wheel 8, and the down bending longitudinal beam 10 can also realize the second type of support force for the front longitudinal beam 5, through the door sill 6, the second reinforcement 4,
  • the column body 2 thus realizes the third support force for the front longitudinal beam 5. It can be seen that the force on the lower bending longitudinal beam 10 can be effectively dispersed through the cooperation of the above three supporting forces, and there is no need to additionally design the upper part of the lower bending longitudinal beam 10.
  • the reinforcing plate also forms support for the root of the front longitudinal beam 5, reducing the amount of intrusion of the front wall 9, not only the molding process is simple, but also the weight and cost can be effectively reduced, and the overall structure of the column structure 1 is simple and does not take up driving. Passenger footstep space.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种立柱结构，其包括立柱本体(2)，立柱本体(2)的侧面与前纵梁(5)连接，且立柱本体(2)的一端与A柱连接，立柱本体(2)的另一端与车门槛(6)连接；第一加强件(3)，第一加强件(3)设于立柱本体(2)的第一区域(21)，第一区域(21)靠近所述前纵梁(5)。该立柱结构具有在增强车辆的防碰撞性能的同时还具有降低成本以及增加车内空间的优点。

Description

一种立柱结构、车身结构及车辆 技术领域
本发明涉及汽车技术领域，特别涉及一种立柱结构、车身结构及车辆。
背景技术
在部分国家中，其汽车采用右舵驾驶，右舵驾驶国家的碰撞安全要求的碰撞侧为右侧，以东盟最广泛的新车评价规程ASEAN NCAP(New Car Assessment Program for Southeast Asian Countries)为例，其右舵车正面碰撞工况为右侧40％偏置、速度64km/h碰撞，通常动力总成前置的汽车，右侧多为发动机，也就是碰撞侧由左舵的变速箱侧变成了右舵的发动机侧，碰撞空间和整车变形产生变化，随之而来的车身结构设计也需要做相应的更改。
为应对右侧高速偏置碰撞带来的挑战，通常做法是对汽车前纵梁根部和下弯纵梁进行加强，如增加下弯纵梁上加强板或者内加强板等，或者将下弯纵梁更改为更高强度的材料或者更厚的板材，希望强壮的下弯纵梁可以支撑前纵梁在变形过程中对汽车前围板的挤压，而使前围板的侵入减小，使驾乘人员得到保护。
然而上述方案通过加强下弯纵梁解决前纵梁变形对前围板的挤压，势必需要设计很强的下弯纵梁，造成车身重量和成本的增加；下弯纵梁上加强板，通常位于中地板上部，会影响驾驶人员的脚步空间，影响驾驶舒适性，并且增加焊接难度，影响生产节拍，多层板焊接，容易造成电泳不良等，产生车身锈蚀等问题。
发明内容
本发明要解决的是上述通过在下弯纵梁上设置加强板进而造成增加车身重量、成本以及降低车内空间的技术问题。
为解决上述技术问题，本申请在一方面公开了一种立柱结构，其包括：
立柱本体，该立柱本体的侧面与前纵梁连接，且该立柱本体的一端与A柱连接，该立柱本体的另一端与车门槛连接；
第一加强件，该第一加强件设于该立柱本体的第一区域，该第一区域靠近该前纵梁。
可选地，该立柱本体包括间隔设置的第一凸部和第二凸部；
该第一凸部与该第二凸部之间形成的区域为该第一区域；
该第一区域为凹槽结构。
可选地，该第一加强件包括底板、第一连接部和第二连接部；
该立柱本体包括第二区域；
该底板的一端与该第一连接部连接，该底板的另一端与该第二连接部连接；
该第一连接部与该第二连接部位于该底板的同一侧；
该底板与该第一凸部、该第二凸部固定连接；
该底板与该第二区域存在预设距离，该第二区域为该第一凸部与该第二凸部之间的区域；
该第一连接部分别与该第一凸部的一侧、该第二凸部的一侧连接；
该第二连接部分别与该第一凸部的另一侧、该第二凸部的另一侧连接。
可选地，还包括第二加强件；
该第二加强件设于该立柱本体的第三区域；
该第三区域为靠近该车门槛的区域。
可选地，该立柱本体包括第一支撑结构、第二支撑结构和第三支撑结构；
该第一凸部和该第二凸部位于该第一支撑结构上；
该第一支撑结构的一侧与该第二支撑结构连接，该第一支撑结构的另一侧与该第三支撑结构连接；
该第二支撑结构与该第三支撑结构位于该第一支撑结构的同一侧；
该第二加强件分别与该第一支撑结构、第二支撑结构、第三支撑结构贴合连接。
可选地，该第一加强件与该第一区域贴合连接。
可选地，该立柱本体由一块板体加工成型，该板体的厚度范围为1～2毫米。
可选地，该立柱结构为靠近方向盘的立柱。
本申请在另一方面公开了一种车身结构，其包括上述的立柱结构。
可选地，还包括车门槛、前纵梁和下弯纵梁；
该前纵梁与该立柱本体的连接处与该下弯纵梁连接。
本申请在另一方面还公开了一种车辆，其包括上述车身结构。
采用上述技术方案，本申请提供的立柱结构具有如下有益效果：
由于本申请提供的立柱结构的本体上设有第一加强件，且该立柱结构是位于A柱下方的立柱，并与车门槛连接，从而可以有效提高在碰撞状况下的车架强度，再者，该第一加强件位于靠近前纵梁的该立柱本体的第一区域上，从而能够有效分散在前纵梁上的碰撞，降低对前围板的挤压，与现有技术中通过增强下弯纵梁的强度相比，本方案具有降低成型成本和不改变驾驶舱空间的优点。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请一种可选地实施方式中立柱结构的结构示意图；
图2为本申请另一种可选地实施方式中立柱结构的结构示意图；
图3为本申请第一加强件的结构示意图；
图4为本申请第二加强件的结构示意图；
图5为本申请另一种可选地实施方式中立柱结构的结构示意图；
图6为本申请一种可选地车身结构局部示意图；
图7为本申请另一种可选地车身结构局部示意图；
图8为本申请另一种可选地车身结构局部示意图；
图9为本申请另一种可选地车身结构局部示意图。
以下对附图作补充说明：
1-立柱结构；2-立柱本体；21-第一区域；22-第一凸部；23-第二凸部；24-第二区域；25-第一支撑结构；26-第二支撑结构；27-第三支撑结构；3-第一加强件；31-底板；32-第一连接部；33-第二连接部；4-第二加强件；5-前纵梁；6-车门槛；7-斜支撑；8-车轮；9-前围板；10-下弯纵梁。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。
此处所称的“一个实施例”或“实施例”是指可包含于本申请至少一个实现方式中的特定特征、结构或特性。在本申请的描述中，需要理解的是，术语“上”、“下”、“顶”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含的包括一个或者更多个该特征。而且，术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。
如图1所示，图1为本申请一种可选地实施方式中立柱结构的结构示意图。本申请在一方面公开了一种立柱结构1，该立柱结构1包括立柱本体2和第一加强件3，该立柱本体2的侧面与前纵梁连接，且该立柱本体2的 一端与A柱连接，该立柱本体2的另一端与车门槛连接；该第一加强件3设于该立柱本体2的第一区域21，该第一区域21靠近该前纵梁。
由于本申请提供的立柱结构1的本体上设有第一加强件3，且该立柱结构1是位于A柱下方的立柱，并与车门槛连接，从而可以有效提高在碰撞状况下的车架强度，再者，该第一加强件3位于靠近前纵梁的该立柱本体2的第一区域21上，从而能够有效分散在前纵梁上的碰撞，降低对前围板的挤压，与现有技术中通过增强下弯纵梁的强度相比，本方案具有降低成型成本和不改变驾驶舱空间的优点。
在一种可选地实施方式中，如图2所示，图2为本申请另一种可选地实施方式中立柱结构的结构示意图。该立柱本体2包括间隔设置的第一凸部22和第二凸部23；该第一凸部22与该第二凸部23之间形成的区域为该第一区域21；该第一区域21为凹槽结构。
在一种可选地实施方式中，如图3所示，图3为本申请第一加强件的结构示意图。该第一加强件3包括底板31、第一连接部32和第二连接部33；该立柱本体2包括第二区域24；该底板31的一端与该第一连接部32连接，该底板31的另一端与该第二连接部33连接；该第一连接部32与该第二连接部33位于该底板31的同一侧；该底板31与该第一凸部22、该第二凸部23固定连接；该底板31与该第二区域24存在预设距离，该第二区域24为该第一凸部22与该第二凸部23之间的区域；该第一连接部32分别与该第一凸部22的一侧、该第二凸部23的一侧连接；该第二连接部33分别与该第一凸部22的另一侧、该第二凸部23的另一侧连接。
也就是说，在本实施例中，该第一加强件3与立柱本体2形成空腔结构，从而可以更有效的吸收、分散前纵梁发生碰撞产生的力。
在另一种可选地实施方式中，该第一加强件3与该第一区域21贴合连接。
在一种可选地实施方式中，如图4所示，图4为本申请第二加强件的结构示意图。该立柱结构1还包括第二加强件4；该第二加强件4设于该立柱本体2的第三区域；该第三区域为靠近该车门槛6的区域，从而可以进一步增加该立柱结构1的轻度，从而可以提高来自车轮碰撞的承受力。
在一种可选地实施方式中，如图5所示，图5为本申请另一种可选地实施方式中立柱结构的结构示意图。该立柱本体2包括第一支撑结构25、第二支撑结构26和第三支撑结构27；该第一凸部22和该第二凸部23位于该第一支撑结构25上；该第一支撑结构25的一侧与该第二支撑结构26连接，该第一支撑结构25的另一侧与该第三支撑结构27连接；该第二支撑结构26与该第三支撑结构27位于该第一支撑结构25的同一侧；该第二加强件4分别与该第一支撑结构25、第二支撑结构26、第三支撑结构27贴合连接。
在一种可选地实施方式中，该立柱本体2由一块板体加工成型，该板体的厚度范围为1～2毫米。
在一种可选地实施方式中，该立柱结构1为靠近方向盘的立柱，可选地，该方向盘设置在驾驶舱的左侧或者右侧。
可选地，上述的各种部件之间的连接方式为螺接、焊接和粘接中的任一种。
本申请在另一方面公开了一种车身结构，如图6-9所示，图6为本申请一种可选地车身结构局部示意图；图7为本申请另一种可选地车身结构局部示意图；图8为本申请另一种可选地车身结构局部示意图；图9为本申请另一种可选地车身结构局部示意图。该车身结构包括上述的立柱结构1。
在一种可选地实施方式中，如图6-9所示，该车身结构还包括车门槛6、前纵梁5和下弯纵梁10；该前纵梁5与该立柱本体2的连接处与该下弯纵梁10连接，通过上述描述可知，该立柱本体2的侧面与前纵梁5连接，且该立柱本体2的一端与A柱连接，该立柱本体2的另一端与车门槛6连接；
如图9所示，该车身结构还包括斜支撑7和前围板9，该前围板9与立柱结构1连接，该斜支撑7设于所述前围板9上的通孔内，该斜支撑7与立柱结构1和前纵梁5连接，从而可以使得由前纵梁5碰撞产生的力通过斜支撑7传递给立柱结构1，该条力传递可以实现对碰撞力的分散，从而降低对前围板9的挤压。
本申请在另一方面还公开了一种车辆，其包括上述车身结构。
综上所述，本申请提供的该立柱结构1一种可选地应用场景为如下， 当车轮8方向受到碰撞，该立柱结构1通过其上的第一加强件3从而加强对前纵梁5的第一种支撑力，能够有效承受车轮8的方向的碰撞力，而且该下弯纵梁10还可以对前纵梁5实现第二种支撑力，通过车门槛6、第二加强件4、立柱本体2从而实现对前纵梁5的第三种支撑力，可见，通过上述三种支撑力的配合可以有效分散下弯纵梁10上的力，不需要额外设计下弯纵梁10上部的加强板，又同时对前纵梁5根部形成支撑，减小前围板9的侵入量，不仅成型工艺简单而且还能有效降低重量和成本，而且该立柱结构1的整体结构简单，不占用驾乘人员的脚步空间。
以上所述仅为本申请可选实施例，并不用以限制本申请，凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (11)

  1. 一种立柱结构，其特征在于，包括：
    立柱本体(2)，所述立柱本体(2)的侧面与前纵梁(5)连接，且所述立柱本体(2)的一端与A柱连接，所述立柱本体(2)的另一端与车门槛(6)连接；
    第一加强件(3)，所述第一加强件(3)设于所述立柱本体(2)的第一区域(21)，所述第一区域(21)靠近所述前纵梁(5)。
  2. 根据权利要求1所述的立柱结构(1)，其特征在于，所述立柱本体(2)包括间隔设置的第一凸部(22)和第二凸部(23)；
    所述第一凸部(22)与所述第二凸部(23)之间形成的区域为所述第一区域(21)；
    所述第一区域(21)为凹槽结构。
  3. 根据权利要求2所述的立柱结构，其特征在于，所述第一加强件(3)包括底板(31)、第一连接部(32)和第二连接部(33)；
    所述立柱本体(2)包括第二区域(24)；
    所述底板(31)的一端与所述第一连接部(32)连接，所述底板(31)的另一端与所述第二连接部(33)连接；
    所述第一连接部(32)与所述第二连接部(33)位于所述底板(31)的同一侧；
    所述底板(31)与所述第一凸部(22)、所述第二凸部(23)固定连接；
    所述底板(31)与所述第二区域(24)存在预设距离，所述第二区域(24)为所述第一凸部(22)与所述第二凸部(23)之间的区域；
    所述第一连接部(32)分别与所述第一凸部(22)的一侧、所述第二凸部(23)的一侧连接；
    所述第二连接部(33)分别与所述第一凸部(22)的另一侧、所述第 二凸部(23)的另一侧连接。
  4. 根据权利要求2所述的立柱结构，其特征在于，还包括第二加强件(4)；
    所述第二加强件(4)设于所述立柱本体(2)的第三区域；
    所述第三区域为靠近所述车门槛(6)的区域。
  5. 根据权利要求4所述的立柱结构，其特征在于，所述立柱本体(2)包括第一支撑结构(25)、第二支撑结构(26)和第三支撑结构(27)；
    所述第一凸部(22)和所述第二凸部(23)位于所述第一支撑结构(25)上；
    所述第一支撑结构(25)的一侧与所述第二支撑结构(26)连接，所述第一支撑结构(25)的另一侧与所述第三支撑结构(27)连接；
    所述第二支撑结构(26)与所述第三支撑结构(27)位于所述第一支撑结构(25)的同一侧；
    所述第二加强件(4)分别与所述第一支撑结构(25)、第二支撑结构(26)、第三支撑结构(27)贴合连接。
  6. 根据权利要求1所述的立柱结构，其特征在于，所述第一加强件(3)与所述第一区域(21)贴合连接。
  7. 根据权利要求1所述的立柱结构，其特征在于，所述立柱本体(2)由一块板体加工成型，所述板体的厚度范围为1～2毫米。
  8. 根据权利要求1所述的立柱结构，其特征在于，所述立柱结构(1)为靠近方向盘的立柱。
  9. 一种车身结构，其特征在于，包括如权利要求1-8任一项所述的立柱结构(1)。
  10. 根据权利要求9所述的车身结构，其特征在于，还包括车门槛(6)、前纵梁(5)和下弯纵梁(10)；
    所述前纵梁(5)与所述立柱本体(2)的连接处与所述下弯纵梁(10)连接。
  11. 一种车辆，其特征在于，包括如权利要求9或者10所述的车身结构。
PCT/CN2021/073349 2021-01-22 2021-01-22 一种立柱结构、车身结构及车辆 WO2022155905A1 (zh)

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