WO2024067763A1 - 车身侧部加强结构与汽车 - Google Patents
车身侧部加强结构与汽车 Download PDFInfo
- Publication number
- WO2024067763A1 WO2024067763A1 PCT/CN2023/122402 CN2023122402W WO2024067763A1 WO 2024067763 A1 WO2024067763 A1 WO 2024067763A1 CN 2023122402 W CN2023122402 W CN 2023122402W WO 2024067763 A1 WO2024067763 A1 WO 2024067763A1
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- WO
- WIPO (PCT)
- Prior art keywords
- pillar
- reinforcement
- reinforcement plate
- vehicle body
- plate
- Prior art date
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- 230000003014 reinforcing effect Effects 0.000 title claims abstract description 41
- 230000002787 reinforcement Effects 0.000 claims description 267
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 20
- 229910052782 aluminium Inorganic materials 0.000 claims description 20
- 229910000831 Steel Inorganic materials 0.000 claims description 14
- 239000010959 steel Substances 0.000 claims description 14
- 230000007704 transition Effects 0.000 claims description 10
- 238000005192 partition Methods 0.000 claims description 9
- 239000003292 glue Substances 0.000 claims description 6
- 229910000838 Al alloy Inorganic materials 0.000 claims description 5
- 239000003733 fiber-reinforced composite Substances 0.000 claims description 5
- 239000000463 material Substances 0.000 claims description 5
- 239000006260 foam Substances 0.000 claims description 4
- 230000006872 improvement Effects 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 14
- 230000000694 effects Effects 0.000 description 11
- 238000003466 welding Methods 0.000 description 11
- 238000000034 method Methods 0.000 description 10
- 238000013461 design Methods 0.000 description 5
- 238000009434 installation Methods 0.000 description 5
- 238000002360 preparation method Methods 0.000 description 5
- 101100233916 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) KAR5 gene Proteins 0.000 description 4
- 101000827703 Homo sapiens Polyphosphoinositide phosphatase Proteins 0.000 description 3
- 102100023591 Polyphosphoinositide phosphatase Human genes 0.000 description 3
- 101001121408 Homo sapiens L-amino-acid oxidase Proteins 0.000 description 1
- 102100026388 L-amino-acid oxidase Human genes 0.000 description 1
- 101100012902 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) FIG2 gene Proteins 0.000 description 1
- 239000000853 adhesive Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010079 rubber tapping Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 238000005728 strengthening Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Classifications
-
- 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
-
- 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
- B62D25/02—Side panels
-
- 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
- B62D25/02—Side panels
- B62D25/025—Side sills thereof
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to the technical field of automobile bodies, and in particular to a vehicle body side reinforcement structure.
- the present invention also relates to an automobile provided with the vehicle body side reinforcement structure.
- the side structure of the body When a car collides, the side structure of the body, as an important part of the entire body frame, has a crucial impact on the safety of the car during a collision.
- the side structure of the body When the side structure of the body has good structural strength, it can not only have a smaller deformation during a collision to reduce the intrusion into the passenger compartment, but also form a good force transmission channel on the side of the body to transmit and disperse the collision force. Therefore, in the development of the whole vehicle, how to improve the strength of the side structure of the body, thereby improving the collision performance of the car and improving the quality of the whole vehicle, is particularly important.
- the present disclosure aims to provide a vehicle body side reinforcement structure to improve the structural strength of the vehicle body side, thereby helping to improve the quality of the entire vehicle.
- the A-pillar reinforcement plate, the upper side beam reinforcement plate and the D-pillar are sequentially connected along the length direction of the vehicle body, the sill beam is connected between the bottom end of the A-pillar reinforcement plate and the front end of the rear floor longitudinal beam, and the rear end of the D-pillar is connected to the rear end of the rear floor longitudinal beam;
- the B-pillar reinforcement plate is connected between the middle part of the upper side beam reinforcement plate and the middle part of the door sill beam
- the C-pillar is connected between the front end of the D-pillar and the front end of the rear floor longitudinal beam
- the CD-pillar connecting cross beam is arranged along the length direction of the vehicle body and connected between the C-pillar and the D-pillar.
- a first reinforcement tube is connected to the inner side of the A-pillar reinforcement plate, and the first reinforcement tube extends to the inner side of the roof side beam reinforcement plate and is connected to the roof side beam reinforcement plate.
- a second reinforcement tube is connected to the inner side of the B-pillar reinforcement plate, and the second reinforcement tube extends along the height direction of the B-pillar reinforcement plate.
- the bottom end of the first reinforcement tube is disposed close to the bottom end of the A-pillar reinforcement plate, and the top end of the first reinforcement tube is disposed close to the C-pillar; and/or,
- the second reinforcement tube is arranged close to the top end of the B-pillar reinforcement plate.
- first reinforcement tube and the second reinforcement tube are both made of one of hot-formed steel, aluminum alloy or fiber-reinforced composite material; and/or,
- the cross-sections of the first reinforcing tube at various positions are the same, or the first reinforcing tube is divided into multiple sections, and the cross-section of at least one section is different from the cross-sections of other sections.
- an A-pillar upper reinforcement plate is provided on the upper portion of the A-pillar reinforcement plate and is fixedly connected to one side of the first reinforcement tube.
- the A-pillar upper reinforcement plate extends along the A-pillar reinforcement plate, and a rear end of the A-pillar upper reinforcement plate extends into the upper side beam reinforcement plate and is connected to the upper side beam reinforcement plate.
- the upper portion of the B-pillar reinforcement plate is provided with a B-pillar upper reinforcement plate fixedly connected to one side of the second reinforcement tube.
- the C-pillar includes a connected C-pillar upper section and a C-pillar lower section;
- the upper section of the C-pillar is located above the CD-pillar connecting crossbeam and is connected to the D-pillar, and the lower section of the C-pillar is located below the CD-pillar connecting crossbeam and is connected to the rear floor longitudinal beam.
- the CD column connecting longitudinal beam made of extruded aluminum profile; the CD column connecting longitudinal beam is arranged along the height direction of the vehicle body and is connected between the D column and the CD column connecting cross beam.
- shelf board connecting beam made of extruded aluminum profile; the shelf board connecting beam extends along the length direction of the vehicle body, and the front end of the shelf board connecting beam is connected to the CD column connecting longitudinal beam, and the rear end of the shelf board connecting beam is connected to the D column.
- the outer contour of the cross-section of the D-pillar is a closed ring; a partition is integrally formed in the D-pillar, the partition extends from the bottom end of the D-pillar to the top end of the D-pillar, and/or both ends of the D-pillar are sealed by foam glue or structural glue.
- the bottom end of the D-pillar body is connected to the rear floor longitudinal beam via a connecting piece, and the connecting piece is made of extruded aluminum profile.
- a lap edge extending outwardly in the width direction of the vehicle is provided on the outer side of the rear floor longitudinal beam, the lap edge is arranged close to the top of the rear floor longitudinal beam, and the upper surface of the lap edge is connected to the upper surface of the rear floor longitudinal beam through an inclined transition surface.
- the bottom end of the D-pillar is connected to the top of the connecting member, and the bottom of the connecting member has a first connecting portion overlapping the upper surface of the rear floor longitudinal beam, and a second connecting portion overlapping the upper surface of the overlapping edge, and the width of the second connecting portion in the width direction of the vehicle is gradually reduced from top to bottom, and one side of the second connecting portion overlaps the transition surface.
- the A-pillar reinforcement plate, the B-pillar reinforcement plate and the upper side beam reinforcement plate are all made of hot-formed steel plates, and the C-pillar, the door sill beam, the D-pillar and the CD-pillar connecting crossbeam are all made of extruded aluminum profiles.
- the present disclosure has the following advantages:
- the vehicle body side reinforcement structure disclosed in the present invention can form a multi-ring reinforcement structure formed by connecting the above components on the vehicle body side through the arrangement of the A-pillar reinforcement plate, the B-pillar reinforcement plate, the upper side beam reinforcement plate, the door sill beam, and the C-pillar, D-pillar, and CD-pillar connecting cross beams, and through the connection between them, and the various ring reinforcement structures are also connected to each other, so that the various components together form a grid-like reinforcement skeleton on the vehicle body side, thereby improving the structural strength of the vehicle body side, and by virtue of the improvement of the structural strength of the vehicle body side, it helps to improve the quality of the entire vehicle.
- each reinforcement tube can be used to increase the structural strength of the A-pillar reinforcement plate, the upper side beam reinforcement plate and the B-pillar reinforcement plate.
- Each reinforcement tube is made of hot-formed steel, aluminum alloy or fiber-reinforced composite material, which can ensure the use effect of the reinforcement tube, so that the bottom end of the first reinforcement tube is arranged close to the bottom end of the A-pillar reinforcement plate, the top end of the first reinforcement tube is arranged close to the C-pillar, and the second reinforcement tube is arranged close to the top end of the B-pillar reinforcement plate, which can also improve the protection ability of the driver and passengers under the condition of automobile collision or top pressure.
- the C-pillar is composed of the upper section of the C-pillar and the lower section of the C-pillar, which can facilitate the preparation of the C-pillar, especially meet the styling requirements of the C-pillar, which is conducive to reducing the design difficulty.
- the setting of the CD-pillar connecting the longitudinal beam and the shelf connecting beam can further improve the structural strength of the side of the body.
- the outer contour of the D-pillar is a closed ring, which can use the characteristics of the closed cavity structure with high strength to improve the structural strength of the D-pillar.
- the partition is set in the D-pillar, and the two ends are sealed with foam or structural adhesive, which can further improve the structural strength of the D-pillar.
- the bottom end of the D-pillar is connected to the rear floor longitudinal beam through a connector
- the connector is made of extruded aluminum profile, which not only facilitates the connection between the two, but also facilitates the preparation of the connector and ensures the structural strength of the connector.
- the setting of the overlap edge on the rear floor longitudinal beam and the setting of the second connection part on the connector to gradually reduce the width can also improve the connection strength between the connector and the rear floor longitudinal beam.
- the A-pillar reinforcement plate, B-pillar reinforcement plate and upper side beam reinforcement plate are made of hot-formed steel plates, and the C-pillar, D-pillar, door sill beam and CD-pillar connecting crossbeam, CD-pillar connecting longitudinal beam, shelf connecting beam, etc. are made of extruded aluminum profiles.
- the high structural strength of hot-formed steel plates and extruded aluminum profiles can be used to ensure the strength of each reinforcement plate structure.
- each reinforcement plate can also be made of a smaller plate thickness.
- the extruded aluminum profile itself has the characteristic of being light in weight, which can also help reduce the weight of each beam body and contribute to the lightweight design of the entire vehicle.
- Another object of the present disclosure is to provide an automobile, wherein the vehicle body is provided with the vehicle body side reinforcement structure as described above.
- the automobile disclosed in the present invention is provided with the above-mentioned body side reinforcement structure, which can improve the structural strength of the body side, and can also improve the quality of the entire vehicle by virtue of the improvement of the body side structural strength, and has good practicality.
- FIG1 is a schematic diagram of the arrangement of a vehicle body side reinforcement structure according to an embodiment of the present disclosure in a vehicle;
- FIG2 is a schematic diagram of a vehicle body side reinforcement structure according to an embodiment of the present disclosure.
- FIG3 is a schematic diagram of the arrangement of the first reinforcement tube according to an embodiment of the present disclosure.
- FIG4 is a schematic structural diagram of an A-pillar reinforcement plate and a roof beam reinforcement plate according to an embodiment of the present disclosure
- FIG5 is a schematic structural diagram of an A-pillar upper reinforcement plate according to an embodiment of the present disclosure.
- FIG6 is a schematic structural diagram of a first reinforcement tube according to an embodiment of the present disclosure.
- Fig. 7 is a cross-sectional view of the position A-A in Fig. 6;
- FIG8 is a schematic diagram of the arrangement of the second reinforcement tube according to an embodiment of the present disclosure.
- FIG9 is a schematic structural diagram of a B-pillar upper reinforcement plate according to an embodiment of the present disclosure.
- FIG10 is a schematic structural diagram of a second reinforcement tube according to an embodiment of the present disclosure.
- FIG11 is a schematic diagram of a partial structure of a vehicle body side reinforcement structure according to an embodiment of the present disclosure.
- FIG12 is a schematic diagram of the connection between the D-pillar, the top side beam and the rear floor longitudinal beam according to an embodiment of the present disclosure
- FIG13 is a cross-sectional schematic diagram of a D-pillar according to an embodiment of the present disclosure.
- FIG14 is a schematic diagram of the arrangement of the connecting member according to an embodiment of the present disclosure.
- FIG15 is a schematic structural diagram of a connecting member according to an embodiment of the present disclosure.
- A-pillar reinforcement plate 101, A-pillar reinforcement plate; 102, A-pillar lower lap edge; 103, A-pillar upper reinforcement plate; 104, A-pillar hinge reinforcement plate; 201, upper side beam reinforcement plate; 301, partition plate; 401, front section of rear floor longitudinal beam; 401a, C-pillar lap plate; 402, rear section of rear floor longitudinal beam; 403, lap edge; 404, transition surface;
- connection should be understood in a broad sense.
- it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a communication between the two components.
- connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a communication between the two components.
- the present embodiment relates to a vehicle body side reinforcement structure, which can improve the structural strength of the vehicle body side, and based on this, improve the safety of the vehicle collision, thereby helping to improve the quality of the entire vehicle.
- the body side reinforcement structure of this embodiment includes an A-pillar reinforcement plate 101 in the A-pillar 1, a B-pillar reinforcement plate 601 in the B-pillar 6, an upper side beam reinforcement plate 201 in the top cover upper side beam 2, and a sill beam 5, a C-pillar 7, a D-pillar 3 and a CD-pillar connecting cross beam 11.
- the A-pillar reinforcement plate 101, the upper side beam reinforcement plate 201 and the D-pillar 3 are sequentially connected along the length direction of the vehicle body, the sill beam 5 is connected between the bottom end of the A-pillar reinforcement plate 101 and the front end of the rear floor longitudinal beam 4, and the rear end of the D-pillar 3 is connected to the rear end of the rear floor longitudinal beam 4.
- the B-pillar reinforcement plate 601 is connected between the middle part of the upper side beam reinforcement plate 201 and the middle part of the sill beam 5, the C-pillar 7 is connected between the front end of the D-pillar 3 and the front end of the rear floor longitudinal beam 4, and the CD-pillar connecting crossbeam 11 is located at the top of the rear wheel housing 13, and the CD-pillar connecting crossbeam 11 is arranged along the length direction of the vehicle body and connected between the C-pillar 7 and the D-pillar 3.
- FIG. 2 also shows the reinforcement structure on the left side of the vehicle body, and this embodiment will also be described by taking the side reinforcement structure on this side as an example.
- the A-pillar reinforcement plate 101, the B-pillar reinforcement plate 601 and the upper side beam reinforcement plate 201 are all located outside the A-pillar 1, the B-pillar 6 and the top cover upper side beam 2.
- the A-pillar reinforcement plate 101 is specifically buckled and connected with the inner plate of the A-pillar inside it, and together they form the A-pillar 1
- the B-pillar reinforcement plate 601 also forms the B-pillar 6 together with the inner plate of the B-pillar inside it
- the structures connected with the A-pillar 1, the top cover upper side beam 2, the B-pillar 6, the C-pillar 7 and the door sill beam 5 form the main structure of the door frame and the door sill of the side of the car.
- the D-pillar 3 together with the CD-pillar connecting cross beam 11, the CD-pillar connecting longitudinal beam 12 and the shelf connecting beam 14, they form the skeleton structure of the side of the car body.
- the cross-sections of the A-pillar reinforcement plate 101, the B-pillar reinforcement plate 601 and the upper side beam reinforcement plate 201 are all U-shaped, and both sides are provided with outer flanges.
- a cavity can be formed in the A-pillar 1 by the buckling connection between the A-pillar inner plate and the A-pillar reinforcement plate 101
- a cavity can be formed in the B-pillar 6 by the buckling connection between the B-pillar inner plate and the B-pillar reinforcement plate 601
- a cavity can be formed in the roof upper side beam 2 by the buckling connection between the upper side beam reinforcement plate 201 and the upper side beam inner plate.
- the formation of the cavity structure can well improve the structural strength of the A-pillar 1, the B-pillar 6 and the top cover upper side beam 2.
- the first reinforcing tube 9 is connected to the inner side of the A-pillar reinforcement plate 101, that is, the side of the A-pillar reinforcement plate 101 facing the interior of the vehicle, and the first reinforcing tube 9 extends to the inner side of the upper side beam reinforcement plate 201 and is connected to the upper side beam reinforcement plate 201.
- the first reinforcing tube 9 is located in the cavity formed in the A-pillar 1 and the top cover upper side beam 2, and for better use effect, as shown in FIG3, the bottom end of the first reinforcing tube 9 is arranged close to the bottom end of the A-pillar 1, and the top end of the first reinforcing tube 9 is arranged close to the C-pillar 7.
- Such arrangement allows the front end of the first reinforcing tube 9 to be arranged along the height direction of the vehicle body, which can improve the ability of the vehicle body to resist collision during a head-on collision, and at the same time allows the middle and rear part of the first reinforcing tube 9 to be located at the top of the vehicle body and arranged along the length direction of the vehicle body, thereby increasing the ability of the side of the vehicle body to resist top pressure.
- an A-pillar upper reinforcement plate 103 fixedly connected to one side of the first reinforcement tube 9 is also provided on the upper part of the A-pillar reinforcement plate 101.
- the A-pillar upper reinforcement plate 103 extends along the A-pillar reinforcement plate 101, and the rear end of the A-pillar upper reinforcement plate 103 extends to the inner side of the upper side beam reinforcement plate 201 and is connected to the upper side beam reinforcement plate 201.
- the structure of the A-pillar upper reinforcement plate 103 is specifically shown in Figure 5, which is arranged in a shape with the A-pillar reinforcement plate 101, and its cross section is also U-shaped, and the A-pillar upper reinforcement plate 103 is connected to the A-pillar reinforcement plate 101 and the upper side beam reinforcement plate 201.
- the strengthening effect of the A-pillar 1 can be further improved, and the A-pillar upper reinforcement plate 103 extends to be connected to the upper side beam reinforcement plate 201, and the reliability of the connection between the A-pillar reinforcement plate 101 and the upper side beam reinforcement plate 201 can also be increased to improve the stability of the overall structure of the vehicle body door ring part.
- the structure of the first reinforcing tube 9 of this embodiment is shown in Figures 6 and 7, and its cross section can be an irregular shape as shown in Figure 7, or a regular circular or rectangular shape.
- the cross sections of the first reinforcing tube 9 at various positions can be the same, for example, circular, triangular or rectangular.
- the first reinforcing tube 9 can also be divided into multiple sections, and the cross section of at least one section is different from the cross section of the other sections. In this way, the mode of the first reinforcing tube 9 can be improved due to the change in the cross section.
- the part of the first reinforcing tube 9 located at the inner side of the A-pillar reinforcement plate 101 can be set to a circular cross section
- the part located at the inner side of the upper side beam reinforcement plate 201 can be set to a rectangular cross section, and there is also a transition section in the middle for cross section transition.
- the second reinforcement tube 10 is also connected to the inner side of the B-pillar reinforcement plate 601 in this embodiment, and the second reinforcement tube 10 extends along the height direction of the B-pillar reinforcement plate 601.
- the second reinforcement tube 10 is arranged close to the top of the B-pillar reinforcement plate 601 in this embodiment, and in order to obtain a better reinforcement effect, a B-pillar upper reinforcement plate 603 fixedly connected to one side of the second reinforcement tube 10 is also arranged on the upper part of the B-pillar reinforcement plate 601.
- the structure of the B-pillar upper reinforcement plate 603 is specifically shown in FIG9 , and its cross section is also U-shaped, and is arranged in the same shape as the B-pillar reinforcement plate 201, and the B-pillar upper reinforcement plate 603 is also connected to the B-pillar reinforcement plate 601.
- the structure of the second reinforcement tube 10 is shown in FIG10 , and its cross section can be generally a regular circular or rectangular shape as shown in FIG10 , or it can also adopt other cross-sectional design methods like the first reinforcement tube 9 .
- the first reinforcement tube 9 and the second reinforcement tube 10 can be made of one of hot-formed steel, aluminum alloy or fiber-reinforced composite material.
- the first reinforcement tube 9 of this embodiment can be connected to the A-pillar reinforcement plate 101 and the upper side beam reinforcement plate 201 by FDS (Flow Drill Screw, rotary tapping riveting).
- FDS Flow Drill Screw, rotary tapping riveting
- the FDS is specifically set to be a plurality of spaced arrangement along the length direction of the first reinforcement tube 9, and the specific number is not specifically limited here.
- a rivet nut can also be provided on the first reinforcement tube 9, and the first reinforcement tube 9 can be connected to the A-pillar reinforcement plate 1 and the upper side beam reinforcement plate 201 through a screw joint that cooperates with the rivet nut.
- the first reinforcing tube 9 can also be directly welded to the A-pillar reinforcing plate 101 and the upper side beam reinforcing plate 201.
- a mounting bracket can be welded to the first reinforcing tube 9, and the mounting bracket can be directly welded to the A-pillar reinforcing plate 101 and the upper side beam reinforcing plate 201, so as to achieve the setting of the first reinforcing tube 9.
- the above multiple connection methods can also be arbitrarily combined, as long as the first reinforcing tube 9 can be firmly set on the A-pillar reinforcing plate 101 and the upper side beam reinforcing plate 201.
- connection of the second reinforcement tube 10 to the B-pillar reinforcement plate 601 can refer to the connection method of the first reinforcement tube 9 described above.
- the present embodiment also provides an A-pillar hinge installation reinforcement plate 104 on the inner side of the A-pillar reinforcement plate 101, and also provides a B-pillar hinge reinforcement plate 604 on the inner side of the B-pillar reinforcement plate 601. It can be understood that the structural strength of the A-pillar reinforcement plate 101 and the B-pillar reinforcement plate 601 can also be improved by providing the above-mentioned A-pillar hinge installation reinforcement plate 104 and the B-pillar hinge installation reinforcement plate 604.
- the present embodiment forms an A-pillar lower lap edge 102 at the bottom end of the A-pillar reinforcement plate 101, and also forms a B-pillar lower lap edge 602 at the bottom end of the B-pillar reinforcement plate 601, and forms a B-pillar upper lap edge 605 at the top end of the B-pillar reinforcement plate 601.
- the A-pillar lower lap edge 102 and the B-pillar lower lap edge 602 are used to connect with the door sill beam 5, and the FDS connection method can be used in specific implementation.
- the B-pillar upper lap edge 605 is used to connect with the upper side beam reinforcement plate 201, and the connection method can be spot welding connection.
- the A-pillar lower lap edge 102, the B-pillar lower lap edge 602 and the B-pillar upper lap edge 605 can also be tempered to improve the reliability of the connection.
- the reinforcement tubes can be used to increase the structural strength of the A-pillar reinforcement plate 101, the upper side beam reinforcement plate 201 and the B-pillar reinforcement plate 601.
- Each reinforcement tube is made of hot-formed steel, aluminum alloy or fiber-reinforced composite material, which can also ensure the use effect of the reinforcement tube.
- the bottom end of the first reinforcement tube 9 is arranged close to the bottom end of the A-pillar reinforcement plate 101, the top end is arranged close to the C-pillar 7, and the second reinforcement tube 10 is arranged close to the top end of the B-pillar reinforcement plate 601, which can also improve the protection capability of the driver and passengers under the conditions of automobile collision or top pressure.
- this embodiment also makes the C-pillar 7 made of extruded aluminum profiles specifically include a connected C-pillar upper section 701 and a C-pillar lower section 702.
- the C-pillar upper section 701 is located above the CD-pillar connecting crossbeam 11, and the top of the C-pillar upper section 701 is connected to the D-pillar 3, and the C-pillar lower section 702 is located below the CD-pillar connecting crossbeam 11, and the bottom end of the C-pillar lower section 702 is connected to the front end of the rear floor longitudinal beam 4.
- the C-pillar upper section 701 and the C-pillar lower section 702 are also connected to the CD-pillar connecting crossbeam 11 respectively.
- the upper section 701 of the C-pillar and the lower section 702 of the C-pillar, and the upper section 701 of the C-pillar and the lower section 702 of the C-pillar and the CD-pillar connecting crossbeam 11 can be connected by MIG welding (Melt Inert-gas Welding).
- MIG welding Melt Inert-gas Welding
- the upper section 701 of the C-pillar and the D-pillar 3, and the lower section 702 of the C-pillar and the rear floor longitudinal beam 4 can also be connected by MIG welding.
- the connection by MIG welding is simple and can ensure the connection effect.
- other conventional methods can also be used to connect the above components.
- the vehicle body side reinforcement structure of this embodiment also includes a CD column connecting longitudinal beam 12.
- the CD column connecting longitudinal beam 12 is connected between the D column 3 and the CD column connecting cross beam 11, and through the arrangement of the CD column connecting longitudinal beam 12, the C column upper section 701, the D column 3, the CD column connecting longitudinal beam 12 and the CD column connecting cross beam 11 are also connected to form an annular structure, and the rear side window mounting plate 15 for mounting the rear side window is fixedly connected in the space defined by the annular structure.
- the vehicle body side reinforcement structure of this embodiment further includes a shelf connecting beam 14.
- the shelf connecting beam 14 extends along the length direction of the vehicle, and the front end of the shelf connecting beam 14 is connected to the CD column connecting longitudinal beam 12, and the rear end of the shelf connecting beam 14 is connected to the D column 3.
- the setting of the shelf board connecting beam 14 can further improve the structural strength of the side of the car body near the rear end.
- a shelf board rear cross beam is also connected between the D pillars 2 on both sides
- a shelf board front cross beam is also connected between the CD pillars on both sides connecting the longitudinal beams 12. Therefore, the shelf board 16 is reliably set at the rear of the car through the front and rear shelf board cross beams and the shelf board rear cross beams arranged relatively front and back, and the annular frame composed of the shelf board connecting beams 14 on both sides.
- the outer contour of the cross section of the D-pillar 3 is set to be a closed ring in this embodiment.
- a partition 301 is also integrally formed in the D-pillar 3, and the partition 301 extends from the bottom end of the D-pillar 3 to the top end of the D-pillar 3.
- the outer contour of the D-pillar 3 is a closed ring, and the structural strength of the D-pillar 3 can be improved by utilizing the characteristics of the closed cavity structure with high strength.
- the partition 301 is set in the D-pillar 3, which can also further improve the overall structural strength of the D-pillar 3.
- the present embodiment can make the two ends of the D-pillar 3 sealed by foam glue or structural glue.
- the sealing can not only prevent water or other debris from entering the D-pillar 3, but also increase the structural strength of the two ends of the D-pillar 3, so as to improve the connection reliability between the D-pillar 3 and the roof upper side beam 2 and the rear floor longitudinal beam 4.
- the top end of the D-pillar 3 is overlapped on the top cover upper side beam 2, and it is fixedly connected to the upper side beam reinforcement plate 201 in the top cover upper side beam 2 and the upper side beam inner plate through FDS.
- the D-pillar 3 and the top cover upper side beam 2 are connected through FDS, which can facilitate the connection between the two and ensure the connection effect.
- this embodiment specifically connects the bottom end of the D-pillar 3 to the rear floor longitudinal beam 4 through a connector 8.
- the setting of the connector 8 can facilitate the connection between the D-pillar 3 and the rear floor longitudinal beam 4, and it can also ensure the connection effect between the two.
- the rear floor longitudinal beam 4 of this embodiment specifically includes a rear floor longitudinal beam front section 401 and a rear floor longitudinal beam rear section 402 connected to the rear end of the rear floor longitudinal beam front section 401.
- the rear floor longitudinal beam front section 401 can be die-cast, and the rear floor longitudinal beam rear section 402 can be made of extruded aluminum profiles, which not only facilitates the preparation of the rear floor longitudinal beam 4 and ensures its structural strength, but also facilitates the adjustment of the overall length of the rear floor longitudinal beam 4.
- a C-pillar lap plate 401a is formed at the front end of the rear floor longitudinal beam front section 401, and the C-pillar lower section 702 is specifically connected to the C-pillar lap plate 401a.
- the rear end of the door sill beam 5 can be overlapped on the connection surface formed at the front end of the rear floor longitudinal beam 401 and connected through FDS.
- the rear floor longitudinal beam front section 401 and the rear floor longitudinal beam rear section 402 can be fixedly connected together by FDS or screw connection.
- the rear end of the D-pillar 3 is specifically connected to the rear section 402 of the rear floor longitudinal beam, and in order to facilitate the connection between the two, the D-pillar 3 is specifically connected to the rear section 402 of the rear floor longitudinal beam through a connector 8.
- the connector 8 is preferably made of extruded aluminum profiles, and the D-pillar 3 and the connector 8 can be connected by MIG welding, and the connector 8 and the rear section 402 of the rear floor longitudinal beam can also be connected by MIG welding.
- the connector 8 is made of extruded aluminum profiles, which can facilitate its preparation and ensure the structural strength of the connector 8.
- the connection between the D-pillar 3 and the connector 8, and between the connector 8 and the rear section 402 of the rear floor longitudinal beam is made by MIG welding, which has the advantages of simple connection method and guaranteed connection effect.
- a lap edge 403 extending outwardly in the width direction of the vehicle is provided on the outer side of the rear section 402 of the rear floor longitudinal beam, and the lap edge 403 is also provided close to the top of the rear section 402 of the rear floor longitudinal beam, and the upper surface of the lap edge 403 is connected to the upper surface of the rear section 402 of the rear floor longitudinal beam via an inclined transition surface 404.
- the bottom end of the D-pillar 3 is connected to the top of the connecting member 8, and is specifically connected to the D-pillar connecting surface 801 on the connecting member 8 by MIG welding.
- the bottom of the connecting member 8 has a first connecting portion 802 overlapped on the upper surface of the rear floor longitudinal beam 4, and a second connecting portion 803 overlapped on the upper surface of the overlapping edge 403.
- the width k of the second connection part 803 in the width direction of the car is also gradually reduced from top to bottom, so that the second connection part 803 as a whole is similar to a "V"-shaped structure with a flat bottom.
- one side of the second connection part 803, that is, the side wall 8031 close to the transition surface 404, is also overlapped on the transition surface 404.
- MIG welding can be performed to fix the connecting member 8 and the rear section 402 of the rear floor longitudinal beam.
- the connection strength between the connecting member 8 and the rear section 402 of the rear floor longitudinal beam can be improved, thereby ensuring the connection reliability between the D-pillar 3 and the rear floor longitudinal beam 4.
- connection methods described above other conventional connection methods in the existing automobile production field can be used between the D-pillar 3 and the top cover upper side beam 2, between the D-pillar 3 and the rear floor longitudinal beam 4, and even between the D-pillar 3 and the connecting piece 8, and between the connecting piece 8 and the rear floor longitudinal beam 4 in this embodiment, as long as the connection between them can be achieved and the connection effect can be guaranteed.
- the A-pillar reinforcement plate 101, the B-pillar reinforcement plate 601 and the upper side beam reinforcement plate 201 of this embodiment are all made of hot-formed steel plates.
- the C-pillar 7 composed of the C-pillar upper section 701 and the C-pillar lower section 702, as well as the door sill beam 5, the D-pillar 3, the CD-pillar connecting crossbeam 11, the CD-pillar connecting longitudinal beam 12, the shelf connecting beam 14, the shelf front and rear crossbeams, etc. are all made of extruded aluminum profiles.
- the A-pillar reinforcement plate 101, the B-pillar reinforcement plate 601 and the upper side beam reinforcement plate 201 are made of hot-formed steel plates, and the C-pillar 7, the D-pillar 3, the door sill beam 5 and the CD-pillar connecting cross beam 11, the CD-pillar connecting longitudinal beam 12, the shelf connecting beam 14, etc. are made of extruded aluminum profiles.
- the vehicle body side reinforcement structure of this embodiment can form a multi-ring reinforcement structure formed by connecting the above components on the vehicle body side through the arrangement of the A-pillar reinforcement plate 101, the B-pillar reinforcement plate 601, the upper side beam reinforcement plate 201, the door sill beam 5, and the C-pillar 7, the D-pillar 3, the CD-pillar connecting cross beam 11, the CD-pillar connecting longitudinal beam 12, the shelf connecting beam 14, etc., and through the connection between them, the multi-ring reinforcement structure formed by connecting the above components can be formed on the vehicle body side, and the ring reinforcement structures are also connected to each other, so that the components can form a grid-shaped reinforcement skeleton on the vehicle body side together. Therefore, it can improve the structural strength of the vehicle body side, and by means of the improvement of the structural strength of the vehicle body side, it helps to improve the quality of the whole vehicle, and has good practicality.
- this embodiment also relates to a car, in which the body of the car is provided with the body side reinforcement structure as described above.
- the automobile of this embodiment can improve the structural strength of the side of the body by providing the above-mentioned body side reinforcement structure, and can also improve the quality of the entire vehicle by virtue of the improvement of the structural strength of the side of the body, and has good practicality.
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Abstract
一种车身侧部加强结构与汽车，车身侧部加强结构包括A柱中的A柱加强板，B柱中的B柱加强板，顶盖上边梁中的上边梁加强板，以及门槛梁、C柱、D柱和CD柱连接横梁；A柱加强板、上边梁加强板以及D柱沿车身长度方向依次相连，门槛梁连接在A柱加强板的底端和后地板纵梁的前端之间，D柱的后端与后地板纵梁的后端相连；B柱加强板连接在上边梁加强板的中部和门槛梁的中部之间，C柱连接在D柱的前端和后地板纵梁的前端之间，CD柱连接横梁沿车身长度方向布置，并连接在C柱和D柱之间。所述的车身侧部加强结构，能够提升车身侧部的结构强度，而有助于提升整车品质。
Description
本公开要求在2022年9月29日提交中国专利局、申请号为202211204578.X、专利申请名称为“车身侧部加强结构与汽车”的优先权，其全部内容通过引用结合在公开本中。
本公开涉及汽车车身技术领域，特别涉及一种车身侧部加强结构。本公开还涉及设有上述车身侧部加强结构的汽车。
在汽车发生碰撞时，车身侧部结构作为整个车体框架中的重要组成部分，其结构强度对汽车碰撞时的安全性有着至关重要的影响，在车身侧部结构有着较好的结构强度时，不仅可在碰撞时有着较小的变形量，以减小向乘员舱内的侵入，同时，也能够在车身侧部形成良好的传力通道，使得碰撞力得到传递分散。因此，在整车开发中，如何提升车身侧部结构的强度，以由此提升汽车碰撞性能，以及提升整车品质，便显得尤为重要。
有鉴于此，本公开旨在提出一种车身侧部加强结构，以能够提升车身侧部的结构强度，而有助于提升整车品质。
为达到上述目的，本公开的技术方案是这样实现的：
一种车身侧部加强结构，包括A柱中的A柱加强板，B柱中的B柱加强板，顶盖上边梁中的上边梁加强板，以及门槛梁、C柱、D柱和CD柱连接横梁；
所述A柱加强板、所述上边梁加强板以及所述D柱沿车身长度方向依次相连，所述门槛梁连接在所述A柱加强板的底端和后地板纵梁的前端之间，所述D柱的后端与所述后地板纵梁的后端相连；
所述B柱加强板连接在所述上边梁加强板的中部和所述门槛梁的中部之间，所述C柱连接在所述D柱的前端和所述后地板纵梁的前端之间，所述CD柱连接横梁沿车身长度方向布置，并连接在所述C柱和所述D柱之间。
进一步的，所述A柱加强板的内侧连接有第一加强管，且所述第一加强管延伸至所述上边梁加强板的内侧，并与所述上边梁加强板相连。
进一步的，所述B柱加强板的内侧连接有第二加强管，所述第二加强管沿所述B柱加强板的高度方向延伸。
进一步的，所述第一加强管的底端靠近所述A柱加强板的底端设置，所述第一加强管的顶端靠近C柱设置；和/或，
所述第二加强管靠近所述B柱加强板的顶端设置。
进一步的，所述第一加强管和所述第二加强管均采用热成型钢、铝合金或纤维增强复合材料中的一种制成；和/或，
所述第一加强管各位置的横截面相同，或者所述第一加强管分为多段，且至少一段的横截面与其它段的横截面不同。
进一步的，所述A柱加强板的上部设有固连在所述第一加强管一侧的A柱上加强板，所述A柱上加强板沿所述A柱加强板延伸，且所述A柱上加强板的后端延伸至所述上边梁加强板内，并与所述上边梁加强板相连；
所述B柱加强板的上部设有固连在所述第二加强管一侧的B柱上加强板。
进一步的，所述C柱包括相连的C柱上段和C柱下段；
所述C柱上段位于所述CD柱连接横梁的上方，并与所述D柱相连，所述C柱下段位于所述CD柱连接横梁的下方，并与所述后地板纵梁相连。
进一步的，还包括采用挤压铝型材制成的CD柱连接纵梁；所述CD柱连接纵梁沿车身高度方向布置，并连接在所述D柱和所述CD柱连接横梁之间。
进一步的，还包括采用挤压铝型材制成的搁物板连接梁；所述搁物板连接梁沿车身长度方向延伸，且所述搁物板连接梁的前端连接在所述CD柱连接纵梁上，所述搁物板连接梁的后端连接在所述D柱上。
进一步的，所述D柱横截面的外轮廓为封闭的环状；所述D柱内一体成型有隔板，所述隔板由所述D柱的底端延伸至所述D柱的顶端，和/或，所述D柱的两端通过发泡胶或结构胶密封。
进一步的，所述D柱本体的底端通过连接件与所述后地板纵梁相连，且所述连接件采用挤压铝型材制成。
进一步的，所述后地板纵梁的外侧设有沿汽车宽度方向外伸布置的搭接边，所述搭接边靠近所述后地板纵梁的顶部设置，且所述搭接边的上表面通过倾斜的过渡面与所述后地板纵梁的上表面相连。
进一步的，所述D柱的底端连接在所述连接件的顶部，所述连接件的底部具有搭接在所述后地板纵梁上表面上的第一连接部分，以及搭接在所述搭接边上表面上的第二连接部分，且所述第二连接部分在汽车宽度方向上的宽度由上至下渐小设置，所述第二连接部分的其中一侧搭接在所述过渡面上。
进一步的，所述A柱加强板、所述B柱加强板和所述上边梁加强板均采用热成型钢板制成，所述C柱、所述门槛梁、所述D柱和所述CD柱连接横梁均采用挤压铝型材制成。
相对于现有技术，本公开具有以下优势：
本公开所述的车身侧部加强结构，通过A柱加强板、B柱加强板、上边梁加强板、门槛梁，和C柱、D柱、CD柱连接横梁的设置，以及通过它们之间的连接，可在车身侧部形成由以上各构件连接而成的多环状加强结构，并且各环状加强结构之间也相互连接，也使得各构件共同在车身侧部形成网格状的加强骨架，由此，其能够提升车身侧部的结构强度，并借助于车身侧部结构强度的提升，而有助于整车品质的提升。
此外，通过各加强管的设置，可利用加强管增加A柱加强板、上边梁加强板以及B柱加强板的结构强度。各加强管采用热成型钢、铝合金或纤维增强复合材料制成，可保证加强管的使用效果，使得第一加强管的底端靠近A柱加强板的底端设置，第一加强管的顶端靠近C柱设置，以及使得第二加强管靠近B柱加强板顶端设置，也能够提高汽车碰撞或顶压工况下对驾乘人员的保护能力。
其次，C柱由C柱上段和C柱下段组成，可便于C柱的制备，尤其是能够满足C柱的造型要求，有利于降低设计难度。CD 柱连接纵梁和搁物板连接梁的设置，能够进一步提升车身侧部的结构强度。D柱的外轮廓为封闭的环状，可利用封闭腔体结构强度大的特点，提升D柱的结构强度。D柱内设置隔板，以及两端通过发泡胶或结构胶密封，能够进一步提升D柱的结构强度。
另外，D 柱的底端通过连接件与后地板纵梁相连，以及使得连接件采用挤压铝型材，不仅便于两者之间的连接，并且也便于连接件的制备，以及保证连接件的结构强度。后地板纵梁上搭接边的设置，以及使得连接件上第二连接部分的宽度渐小设置，也能够提高连接件与后地板纵梁之间连接强度。
而使得A 柱加强板、B 柱加强板和上边梁加强板采用热成型钢板制成，以及使得 C 柱、D柱、门槛梁和CD柱连接横梁、CD柱连接纵梁、搁物板连接梁等采用挤压铝型材制成。由此利用热成型钢板与挤压铝型材结构强度高的特点，能够保证各加强板结构的强度，与此同时，基于热成型钢板结构强度大也可使得各加强板采用较小的板厚，并且挤压铝型材本身有着重量较轻的特性，其也能够利于各梁体的减重，而有助于整车的轻量化设计。
本公开的另一目的在于提出一种汽车，所述汽车的车身中设有如上所述的车身侧部加强结构。
本公开所述的汽车设置上述的车身侧部加强结构，可提升车身侧部的结构强度，且也可借助于车身侧部结构强度的提升，使得整车品质得以提升，而有着很好的实用性。
构成本公开的一部分的附图用来提供对本公开的进一步理解，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。在附图中：
图1为本公开实施例所述的车身侧部加强结构在整车中的设置示意图；
图2为本公开实施例所述的车身侧部加强结构的示意图；
图3为本公开实施例所述的第一加强管的设置示意图；
图4为本公开实施例所述的A柱加强板和上边梁加强板的结构示意图；
图5为本公开实施例所述的A柱上加强板的结构示意图；
图6为本公开实施例所述的第一加强管的结构示意图；
图7为图6中A-A位置的断面图；
图8为本公开实施例所述的第二加强管的设置示意图；
图9为本公开实施例所述的B柱上加强板的结构示意图；
图10为本公开实施例所述的第二加强管的结构示意图；
图11为本公开实施例所述的车身侧部加强结构中部分结构的示意图；
图12为本公开实施例所述的D柱与顶上边梁以及后地板纵梁之间的连接示意图；
图13为本公开实施例所述的D柱的截面示意图；
图14为本公开实施例所述的连接件的设置示意图；
图15为本公开实施例所述的连接件的结构示意图；
附图标记说明：
1、A柱；2、顶盖上边梁；3、D柱；4、后地板纵梁；5、门槛梁；6、B柱；7、C柱；8、连接件；9、第一加强管；10、第二加强管；11、CD柱连接横梁；12、CD柱连接纵梁；13、后轮罩；14、搁物板连接梁；15、后侧围窗安装板；16、搁物板；
101、A柱加强板；102、A柱下搭接边；103、A柱上加强板；104、A柱铰链加强板；201、上边梁加强板；301、隔板；401、后地板纵梁前段；401a、C柱搭接板；402、后地板纵梁后段；403、搭接边；404、过渡面；
601、B柱加强板；602、B柱下搭接边；603、B柱上加强板；604、B柱铰链加强板；605、B柱上搭接边；701、C柱上段；702、C柱下段；801、D柱连接面；802、第一连接部分；803、第二连接部分；8031、侧壁。
需要说明的是，在不冲突的情况下，本公开中的实施例及实施例中的特征可以相互组合。
在本公开的描述中，需要说明的是，若出现“上”、“下”、“内”、“外”等指示方位或位置关系的术语，其为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，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公开的限制。另外，若出现“第一”、“第二”等术语，其也仅用于描述目的，而不能理解为指示或暗示相对重要性。
此外，在本公开的描述中，除非另有明确的限定，术语“安装”、“相连”、“连接”“连接件”应做广义理解。例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以结合具体情况理解上述术语在本公开中的具体含义。
下面将参考附图并结合实施例来详细说明本公开。
本实施例涉及一种车身侧部加强结构，其能够提升车身侧部的结构强度，并基于此提升汽车碰撞的安全性，而有助于整车品质的提升。
整体结构上，结合图1和图2所示的，本实施例的车身侧部加强结构包括A柱1中的A柱加强板101，B柱6中的B柱加强板601，顶盖上边梁2中的上边梁加强板201，以及门槛梁5、C柱7、D柱3和CD柱连接横梁11。
其中，A柱加强板101、上边梁加强板201以及D柱3沿车身长度方向依次相连，门槛梁5连接在A柱加强板101的底端和后地板纵梁4的前端之间，D柱3的后端与后地板纵梁4的后端相连。B柱加强板601连接在上边梁加强板201的中部和门槛梁5的中部之间，C柱7连接在D柱3的前端和后地板纵梁4的前端之间，CD柱连接横梁11位于后轮罩13顶部，且该CD柱连接横梁11沿车身长度方向布置，并连接在C柱7和D柱3之间。
具体来说，由于汽车车身两侧的结构一般为左右对称的，图2中也是示出了车身左侧的加强结构，并且本实施例也将以该侧的侧部加强结构为例进行说明。
此外，与现有汽车的车身结构类似的，在本实施例的汽车的车身中，A柱加强板101、B柱加强板601和上边梁加强板201均位于A柱1、B柱6以及顶盖上边梁2的外侧。同时，A柱加强板101具体会与其内侧的A柱内板扣合相连，并共同组成A柱1，B柱加强板601也和其内侧的B柱内板一起组成B柱6，同理，上边梁加强板201与其内侧的上边梁内板共同组成顶盖上边梁2。
A柱1、顶盖上边梁2、B柱6以及C柱7和门槛梁5等相连的结构，形成了汽车侧部的门框与门槛的主体结构部分。当然，再加上D柱3、CD柱连接横梁11、CD柱连接纵梁12以及搁物板连接梁14等结构，其便组成了车身侧部的骨架结构。
本实施例中，作为优选的实施形式，结合图3和图4所示，A柱加强板101、B柱加强板601和上边梁加强板201的横截面均呈U形，且两侧分别设有外翻边。由此可通过A柱内板与A柱加强板101的扣合相连，在A柱1内形成腔体，通过B柱内板与B柱加强板601的扣合相连，在B柱6内形成腔体，以及通过上边梁加强板201与上边梁内板的扣合连接，同样在顶盖上边梁2内形成腔体。
腔体的结构的形成，可很好地提升A柱1、B柱6和顶盖上边梁2的结构强度。此外，作为一种优选实施形式，如图3和图4所示，本实施例在A柱加强板101的内侧，也即A柱加强板101面向车内的一侧连接有第一加强管9，并且该第一加强管9延伸至上边梁加强板201的内侧，并与上边梁加强板201相连。
详细来说，第一加强管9即位于上述形成在A柱1以及顶盖上边梁2内的腔体中，并且为具有更好的使用效果，仍如图3中所示，第一加强管9的底端靠近A柱1的底端设置，第一加强管9的顶端靠近C柱7设置。如此设置，可使得第一加强管9的前端沿车身高度方向布置，能够提高车身正碰时抵抗碰撞的能力，同时能够使得第一加强管9的中后部位于车身顶端，并沿车身长度方向布置，从而可增加车身侧部的抵抗顶压的能力。
为获得更好的使用效果，优选的，本实施例在A柱加强板101的上部也设有固连在第一加强管9一侧的A柱上加强板103。该A柱上加强板103沿A柱加强板101延伸，且A柱上加强板103的后端延伸至上边梁加强板201的内侧，并与上边梁加强板201相连。该A柱上加强板103的结构具体如图5中所示，其与A柱加强板101随形设置，其横截面也呈U形，该A柱上加强板103与A柱加强板101和上边梁加强板201贴合相连。通过设置该A柱上加强板103，能够进一步提高对A柱1的加强效果，并且A柱上加强板103延伸至与上边梁加强板201相连，也能够增加A柱加强板101和上边梁加强板201之间连接的可靠性，以提升车身门环部位整体结构的稳定性。
作为一种示例性结构，本实施例的第一加强管9的结构如图6和图7中所示，其横截面既可以为图7中所示的不规则的形状，也可以为规则的圆形或矩形等。另外，第一加强管9各位置的横截面可以相同，例如均为圆形、三角形或矩形。也可以将第一加强管9被分为多段，且至少一段的横截面与其它段的横截面不同。这样，可以使第一加强管9因横截面间的变化，而提高第一加强管9的模态。例如，可将第一加强管9位于A柱加强板101内侧位置的部分设为圆形截，而位于上边梁加强板201内侧位置的部分设为矩形截面，并且中间也有进行截面过渡的过渡段。
除了上述第一加强管9的设置，作为一种优选的实施形式，如图8所示，本实施例在B柱加强板601的内侧也连接有第二加强管10，且该第二加强管10沿B柱加强板601的高度方向延伸。此外，优选的，本实施例也具体使得第二加强管10靠近B柱加强板601的顶端设置，并为获得更好的加强效果，在B柱加强板601的上部同样设有固连在第二加强管10一侧的B柱上加强板603。
上述B柱上加强板603的结构具体如图9所示，其横截面也为U形，并与B柱加强板201随形设置，且该B柱上加强板603同样与B柱加强板601贴合相连。第二加强管10的结构如图10所示，其横截面可以如图10中所示，大体为规则的圆形或矩形等形状，或者也可与第一加强管9一样，采用其它的截面设计方式。
本实施例中，具体实施时，第一加强管9和第二加强管10均可采用热成型钢、铝合金或纤维增强复合材料中的一种制成。而且作为一种优选的实施方式，本实施例的第一加强管9可通过FDS（Flow Drill Screw，旋转攻丝铆接）连接在A柱加强板101以及上边梁加强板201上。其中，FDS具体设置为沿第一加强管9的长度方向间隔布置的多个，其具体数量在此不作具体限定。当然，除了采用FDS将第一加强管9与A柱加强板101与上边梁加强板201连接，还可以在第一加强管9上设有拉铆螺母，并使第一加强管9通过与拉铆螺母配合的螺接件连接在A柱加强板1以及上边梁加强板201上。
此外，除了采用上述两种方式将第一加强管9与A柱加强板101以及上边梁加强板201连接在一起，还可以将第一加强管9与A柱加强板101以及上边梁加强板201直接焊接相连。或者，也可在第一加强管9上焊接有安装支架，将该安装支架与A柱加强板101以及上边梁加强板201直接焊接相连，也可以实现第一加强管9的设置。具体实施时，也可以将上述多种连接方式任意组合，只要能够将第一加强管9牢固设置在A柱加强板101以及上边梁加强板201上即可。
需要指出的是，对于第二加强管10在B柱加强板601上的连接，其参考上文中第一加强管9的连接方式便可。此外，为便于安装车门，本实施例在A柱加强板101的内侧也设有A柱铰链安装加强板104，B柱加强板601的内侧也设有B柱铰链加强板604。可以理解的是，通过上述A柱铰链安装加强板104与B柱铰链安装加强板604的设置，也能够提高A柱加强板101和B柱加强板601的结构强度。
另外，为便于进行连接，本实施例在A柱加强板101的底端形成有A柱下搭接边102，同时也在B柱加强板601的底端形成B柱下搭接边602，在B柱加强板601的顶端形成B柱上搭接边605。A柱下搭接边102和B柱下搭接边602用于和门槛梁5连接，且具体实施时可采用FDS连接方式，B柱上搭接边605用于和上边梁加强板201连接，且连接方式可为点焊连接。同时，具体实施时，上述A柱下搭接边102、B柱下搭接边602和B柱上搭接边605还可进行回火处理，以提升连接的可靠性。
可以理解的是，本实施例通过上述两个加强管的设置，可利用加强管增加A柱加强板101、上边梁加强板201以及B柱加强板601的结构强度。而各加强管采用热成型钢、铝合金或纤维增强复合材料制成，也可保证加强管的使用效果。此外，使得第一加强管9的底端靠近A柱加强板101的底端设置，其顶端靠近C柱7设置，以及使得第二加强管10靠近B柱加强板601顶端设置，也能够提高汽车碰撞或顶压工况下对驾乘人员的保护能力。
仍如图2中所示的，为便于C柱7的制备，特别是出于满足C柱7的造型要求，以降低其设计难度的考虑。作为优选实施形式，本实施例也使得挤压铝型材制成的C柱7具体包括相连的C柱上段701和C柱下段702。其中，C柱上段701位于CD柱连接横梁11的上方，且C柱上段701的顶端与D柱3相连，C柱下段702位于CD柱连接横梁11的下方，且C柱下段702的底端与后地板纵梁4的前端相连。同时，C柱上段701和C柱下段702也分别与CD柱连接横梁11连接在一起。
需要说明的是，在具体实施时，优选的，C柱上段701与C柱下段702之间，C柱上段701和C柱下段702与CD柱连接横梁11之间可通过MIG焊（Melt Inert-gas Welding，熔化极惰性气体保护焊）连接。与此同时， C柱上段701与D柱3之间，C柱下段702与后地板纵梁4之间，也可均通过MIG焊连接。采用MIG焊进行连接，连接方式简单，并能够保证连接效果，不过，除了MIG焊，当然也可采用其它常规方式进行上述各构件之间的连接。
本实施例中，仍由图1、图2，并结合图11所示，作为一种优选实施形式，本实施例的车身侧部加强结构也包括CD柱连接纵梁12。该CD柱连接纵梁12连接在D柱3和CD柱连接横梁11之间，并且通过该CD柱连接纵梁12的设置，也由C柱上段701、D柱3、CD柱连接纵梁12以及CD柱连接横梁11也连接形成环状结构，用于后侧围窗安装的后侧围窗安装板15即固连在该环状结构限定出的空间内。
另外，同样作为优选的实施形式，本实施例的车身侧部加强结构还进一步包括搁物板连接梁14。搁物板连接梁14沿汽车长度方向延伸，且该搁物板连接梁14的前端连接在CD柱连接纵梁12上，搁物板连接梁14的后端连接在D柱3上。
通过搁物板连接梁14的设置，能够进一步提升车身侧部靠近车尾部位的结构强度。而在具体实施时，需要说明的是，本实施例的汽车中，在两侧D柱2之间也连接有搁物板后横梁，同时，两侧CD柱连接纵梁12之间也连接有搁物板前横梁。由此，通过前后相对布置的搁物板前横梁和搁物板后横梁，以及两侧的搁物板连接梁14所组成的环形框架，实现搁物板16在汽车后部的可靠设置
作为一种优选实施形式，如图12及图13中所示的，本实施例将D柱3横截面的外轮廓设置为封闭的环状。而且，进一步的，在D柱3内也一体成型有隔板301，该隔板301由D柱3的底端延伸至D柱3的顶端。如此，使得D柱3的外轮廓为封闭的环状，可利用封闭腔体结构强度大的特点，提升D柱3的结构强度。而D柱3内设置隔板301，也能够进一步提升D柱3整体的结构强度。
在D柱3的横截面为封闭环状的基础上，优选的，在具体实施时，本实施例可使得D柱3的两端通过发泡胶或结构胶密封。通过密封，不仅能够避免D柱3内进水或其它杂物，同时，该密封也能够增加D柱3两端位置的结构强度，以提高D柱3和顶盖上边梁2及后地板纵梁4之间的连接可靠性。
本实施例中，作为优选实施形式，具体实施时，D柱3的顶端搭接在顶盖上边梁2上，并且通过FDS将其与顶盖上边梁2中的上边梁加强板201以及上边梁内板固连在一起即可。使得D柱3和顶盖上边梁2通过FDS连接，可便于进行两者之间的连接，并能够保证连接效果。而针对于D柱3和后地板纵梁4之间的连接，作为一种优选实施形式，再结合图12和图14中所示，本实施例具体使得D柱3的底端通过连接件8与后地板纵梁4相连。该连接件8的设置，能够便于D柱3和后地板纵梁4之间的连接，且其同样能够保证两者之间的连接效果。
其中，作为优选实施形式，本实施例的后地板纵梁4具体包括后地板纵梁前段401，以及连接在后地板纵梁前段401后端的后地板纵梁后段402。后地板纵梁前段401可压铸成型，后地板纵梁后段402则可采用挤压铝型材制成，如此不仅可便于后地板纵梁4的制备，保证其结构强度，同时也能够利于调整后地板纵梁4的整体长度。
此外，在后地板纵梁前段401的前端成型有C柱搭接板401a，C柱下段702具体与该C柱搭接板401a相连。而门槛梁5的后端则可搭接在后地板前段401前端处形成的连接面上，并通过FDS进行连接。后地板纵梁前段401和后地板纵梁后段402之间则可采用FDS或螺接方式固连在一起。
本实施例中，D柱3的后端具体即连接在后地板纵梁后段402上，且为便于两者之间的连接，也具体使得D柱3通过连接件8与后地板纵梁后段402相连。此时，该连接件8优选可采用挤压铝型材制成，并且D柱3和连接件8之间可通过MIG焊连接，连接件8和后地板纵梁后段402之间也可通过MIG焊连接。如此，使得连接件8采用挤压铝型材，可便于其制备，同时也能够保证连接件8的结构强度。而通过MIG焊进行D柱3和连接件8之间，以及连接件8和后地板纵梁后段402之间的连接，其则具有连接方式简单，以及能够保证连接效果的优点。
本实施例中，继续如图14和图15中所示，作为一种优选实施形式，后地板纵梁后段402的外侧设置有沿汽车宽度方向外伸布置的搭接边403，该搭接边403也靠近后地板纵梁后段402的顶部设置，并且该搭接边403的上表面通过倾斜的过渡面404与后地板纵梁后段402的上表面相连。
D柱3的底端则连接在连接件8的顶部，并具体为通过MIG焊连接在连接件8上的D柱连接面801上。另外，连接件8的底部则具有搭接在后地板纵梁4上表面上的第一连接部分802，以及搭接在搭接边403上表面上的第二连接部分803。
上述第二连接部分803在汽车宽度方向上的宽度k也由上至下渐小设置，以使得第二连接部分803整体类似于底部呈平面状的“V”型结构，与此同时，第二连接部分803的其中一侧，也即靠近过渡面404一侧的侧壁8031也搭接在过渡面404上。
在连接件8上的各部分与后地板纵梁后段402及其上的搭接边403搭接后，便可通过MIG焊进行焊接，以将连接件8和后地板纵梁后段402固连在一起。而本实施例通过后地板纵梁后段402上的搭接边103的设置，以及利用连接件8上第二连接部分803的宽度k渐小设置，能够提高连接件8与后地板纵梁后段402之间连接强度，从而保证D柱3和后地板纵梁4之间的连接可靠性。
当然，除了以上所述的连接方式，本实施例的D柱3和顶盖上边梁2之间，以及D柱3和后地板纵梁4之间，乃至D柱3和连接件8之间，以及连接件8和后地板纵梁4之间，其也均可采用现有汽车生产领域中的其他常规连接方式，只要能够实现彼此之间的连接，并可保证连接效果即可。
值得提及的是，具体实施时，优选的，本实施例的A柱加强板101、B柱加强板601和上边梁加强板201均采用热成型钢板制成。而由C柱上段701和C柱下段702组成的C柱7，以及门槛梁5、D柱3、CD柱连接横梁11，和CD柱连接纵梁12、搁物板连接梁14、搁物板前后横梁等均采用挤压铝型材制成。
如此，使得A 柱加强板101、B 柱加强板601和上边梁加强板201采用热成型钢板制成，以及使得 C 柱7、D柱3、门槛梁5和CD柱连接横梁11、CD柱连接纵梁12、搁物板连接梁14等采用挤压铝型材制成。其不仅能够利用热成型钢板与挤压铝型材结构强度高的特点，保证各加强板结构的强度，与此同时，基于热成型钢板结构强度大，也可使得各加强板采用较小的板厚，并且挤压铝型材本身有着重量较轻的特性，其也能够利于各梁体的减重，有助于整车的轻量化设计。
本实施例的车身侧部加强结构，通过A柱加强板101、B柱加强板601、上边梁加强板201、门槛梁5，和C柱7、D柱3、CD柱连接横梁11、CD柱连接纵梁12、搁物板连接梁14等的设置，以及通过它们之间的连接，可在车身侧部形成由以上各构件连接而成的多环状加强结构，并且各环状加强结构之间也相互连接，也使得各构件共同在车身侧部形成网格状的加强骨架。由此，其能够提升车身侧部的结构强度，并借助于车身侧部结构强度的提升，有助于整车品质的提升，而有着很好的实用性。
最后，本实施例还涉及一种汽车，该汽车的车身中即设有如上所述的车身侧部加强结构。
而且本实施例的汽车通过设置上述的车身侧部加强结构，可提升车身侧部的结构强度，且也可借助于车身侧部结构强度的提升，使得整车品质得以提升，而有着很好的实用性。
以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。
Claims (15)
- 一种车身侧部加强结构，其特征在于：包括A柱（1）中的A柱加强板（101），B柱（6）中的B柱加强板（601），顶盖上边梁（2）中的上边梁加强板（201），以及门槛梁（5）、C柱（7）、D柱（3）和CD柱连接横梁（11）；所述A柱加强板（101）、所述上边梁加强板（201）以及所述D柱（3）沿车身长度方向依次相连，所述门槛梁（5）连接在所述A柱加强板（101）的底端和后地板纵梁（4）的前端之间，所述D柱（3）的后端与所述后地板纵梁（4）的后端相连；所述B柱加强板（601）连接在所述上边梁加强板（201）的中部和所述门槛梁（5）的中部之间，所述C柱（7）连接在所述D柱（3）的前端和所述后地板纵梁（4）的前端之间，所述CD柱连接横梁（11）沿车身长度方向布置，并连接在所述C柱（7）和所述D柱（3）之间。
- 根据权利要求1所述的车身侧部加强结构，其特征在于：所述A柱加强板（101）的内侧连接有第一加强管（9），且所述第一加强管（9）延伸至所述上边梁加强板（201）的内侧，并与所述上边梁加强板（201）相连。
- 根据权利要求2所述的车身侧部加强结构，其特征在于：所述B柱加强板（601）的内侧连接有第二加强管（10），所述第二加强管（10）沿所述B柱加强板（601）的高度方向延伸。
- 根据权利要求3所述的车身侧部加强结构，其特征在于：所述第一加强管（9）的底端靠近所述A柱加强板（101）的底端设置，所述第一加强管（9）的顶端靠近C柱（7）设置；和/或，所述第二加强管（10）靠近所述B柱加强板（601）的顶端设置。
- 根据权利要求3所述的车身侧部加强结构，其特征在于：所述第一加强管（9）和所述第二加强管（10）均采用热成型钢、铝合金或纤维增强复合材料中的一种制成；和/或，所述第一加强管（9）各位置的横截面相同，或者所述第一加强管（9）分为多段，且至少一段的横截面与其它段的横截面不同。
- 根据权利要求4所述的车身侧部加强结构，其特征在于：所述A柱加强板（101）的上部设有固连在所述第一加强管（9）一侧的A柱上加强板（103），所述A柱上加强板（103）沿所述A柱加强板（101）延伸，且所述A柱上加强板（103）的后端延伸至所述上边梁加强板（201）内，并与所述上边梁加强板（201）相连；所述B柱加强板（601）的上部设有固连在所述第二加强管（10）一侧的B柱上加强板（603）。
- 根据权利要求1所述的车身侧部加强结构，其特征在于：所述C柱（7）包括相连的C柱上段（701）和C柱下段（702）；所述C柱上段（701）位于所述CD柱连接横梁（11）的上方，并与所述D柱（3）相连，所述C柱下段（702）位于所述CD柱连接横梁（11）的下方，并与所述后地板纵梁（4）相连。
- 根据权利要求1所述的车身侧部加强结构，其特征在于：还包括采用挤压铝型材制成的CD柱连接纵梁（12）；所述CD柱连接纵梁（12）沿车身高度方向布置，并连接在所述D柱（3）和所述CD柱连接横梁（11）之间。
- 根据权利要求8所述的车身侧部加强结构，其特征在于：还包括采用挤压铝型材制成的搁物板连接梁（14）；所述搁物板连接梁（14）沿车身长度方向延伸，且所述搁物板连接梁（14）的前端连接在所述CD柱连接纵梁（11）上，所述搁物板连接梁（14）的后端连接在所述D柱（3）上。
- 根据权利要求1所述的车身侧部加强结构，其特征在于：所述D柱（3）横截面的外轮廓为封闭的环状；所述D柱（3）内一体成型有隔板（301），所述隔板（301）由所述D柱（3）的底端延伸至所述D柱（3）的顶端，和/或，所述D柱（3）的两端通过发泡胶或结构胶密封。
- 根据权利要求1所述的车身侧部加强结构，其特征在于：所述D柱（3）本体的底端通过连接件（8）与所述后地板纵梁（4）相连，且所述连接件（8）采用挤压铝型材制成。
- 根据权利要求11所述的车身侧部加强结构，其特征在于：所述后地板纵梁（4）的外侧设有沿汽车宽度方向外伸布置的搭接边（403），所述搭接边（403）靠近所述后地板纵梁（4）的顶部设置，且所述搭接边（403）的上表面通过倾斜的过渡面（404）与所述后地板纵梁（4）的上表面相连。
- 根据权利要求12所述的车身侧部加强结构，其特征在于：所述D柱（3）的底端连接在所述连接件（8）的顶部，所述连接件（8）的底部具有搭接在所述后地板纵梁（4）上表面上的第一连接部分（802），以及搭接在所述搭接边（403）上表面上的第二连接部分（803），且所述第二连接部分（803）在汽车宽度方向上的宽度由上至下渐小设置，所述第二连接部分（803）的其中一侧搭接在所述过渡面（404）上。
- 根据权利要求1至13中任一项所述的车身侧部加强结构，其特征在于：所述A柱加强板（101）、所述B柱加强板（601）和所述上边梁加强板（201）均采用热成型钢板制成，所述C柱（7）、所述门槛梁（5）、所述D柱（3）和所述CD柱连接横梁（11）均采用挤压铝型材制成。
- 一种汽车，其特征在于：所述汽车的车身中设有权利要求1至14中任一项所述的车身侧部加强结构。
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| JP2010042770A (ja) * | 2008-08-15 | 2010-02-25 | Mazda Motor Corp | 車両の側部車体構造 |
| WO2015037444A1 (ja) * | 2013-09-13 | 2015-03-19 | 本田技研工業株式会社 | 自動車の車体構造 |
| CN110962938A (zh) * | 2018-09-29 | 2020-04-07 | 上汽通用五菱汽车股份有限公司 | 一种汽车侧围框架加强组件 |
| CN210882331U (zh) * | 2019-08-29 | 2020-06-30 | 上海蔚来汽车有限公司 | 一种新型的上车身结构及汽车 |
| CN214296140U (zh) * | 2021-01-15 | 2021-09-28 | 北京车和家信息技术有限公司 | 汽车侧围板及汽车 |
| CN114889706A (zh) * | 2022-04-27 | 2022-08-12 | 江铃汽车股份有限公司 | 一种白车身结构及汽车 |
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| JP2010042770A (ja) * | 2008-08-15 | 2010-02-25 | Mazda Motor Corp | 車両の側部車体構造 |
| WO2015037444A1 (ja) * | 2013-09-13 | 2015-03-19 | 本田技研工業株式会社 | 自動車の車体構造 |
| CN110962938A (zh) * | 2018-09-29 | 2020-04-07 | 上汽通用五菱汽车股份有限公司 | 一种汽车侧围框架加强组件 |
| CN210882331U (zh) * | 2019-08-29 | 2020-06-30 | 上海蔚来汽车有限公司 | 一种新型的上车身结构及汽车 |
| CN214296140U (zh) * | 2021-01-15 | 2021-09-28 | 北京车和家信息技术有限公司 | 汽车侧围板及汽车 |
| CN114889706A (zh) * | 2022-04-27 | 2022-08-12 | 江铃汽车股份有限公司 | 一种白车身结构及汽车 |
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