A vehicle body assembly and vehicle

Abstract

This application discloses a vehicle body assembly and a vehicle. The vehicle body assembly includes: a vehicle body with a first mounting hole; an anti-rotation bracket including a nut limiting portion and a connecting portion, the connecting portion being connected to the vehicle body, and the nut limiting portion having a limiting opening; a nut with a threaded hole corresponding to the first mounting hole, and the nut having a mating end and a flange end; the mating end passing through the limiting opening of the nut limiting portion, and the mating end being connected to the limiting opening surface of the nut limiting portion; a gap being provided between the mating end and the limiting opening of the nut limiting portion; and the flange end being located between the nut limiting portion and the vehicle body, the maximum radial dimension of the flange end being greater than the width of the narrowest part of the limiting opening of the nut limiting portion. This application uses an anti-rotation bracket to pre-position the nut on the vehicle body, while the nut is also movable, allowing for self-adjustment during assembly. This solves the problem of bolts and nuts being unable to be assembled due to assembly dimensional deviations, reduces assembly difficulty, and improves the assembly efficiency of the vehicle body.

Description

Technical Field

[0001] This application relates to the field of automobile manufacturing, and more specifically, to a vehicle body assembly and movable nut assembly. Background Technology

[0002] In the automotive manufacturing industry, commercial vehicles such as off-road vehicles and pickup trucks often employ a body-on-frame construction. This design separates the body from the chassis, with the body and chassis mounted together via suspension damping components and fasteners such as bolts and nuts. Body-on-frame construction results in excessive weight and a relatively high center of gravity, leading to relatively poor ride comfort. The cab suspension is a suspension system used to connect the cab floor to the chassis. Its main function is to cushion and reduce vibrations from the road surface, improving ride comfort and maintaining the stability of equipment within the cab. Applying a cab suspension structure to a body-on-frame construction can improve ride comfort, but the structural design requires more body suspension mounting points than a conventional body-on-frame construction.

[0003] In existing non-load-bearing body structures, the nut mounting points are designed inside the cavities of the longitudinal and transverse beams of the body. The body nuts are welded and fixed to the body, and the frame and body are connected by connecting bolts and threaded connections. However, due to the increased number and wider distribution of mounting points, dimensional deviations accumulate, and the overall dimensional accuracy of the nut mounting points is reduced to a level that cannot meet manufacturing and assembly requirements. This can easily lead to assembly problems caused by bolts and nuts being obstructed.

[0004] Therefore, how to solve the problem of bolts and nuts being unable to be assembled due to assembly dimensional deviations and improve assembly efficiency has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0005] The purpose of this application is to provide a vehicle body component that solves the problem of bolts and nuts being unable to be assembled due to assembly dimensional deviations, thereby improving the assembly efficiency of the vehicle body.

[0006] Another object of this application is to provide a vehicle having the above-mentioned body components.

[0007] A first aspect of this application provides a vehicle body assembly, the vehicle body assembly comprising:

[0008] The vehicle body has a first mounting hole;

[0009] An anti-rotation bracket, comprising a nut limiting part and a connecting part, wherein the connecting part is connected to the vehicle body, and the nut limiting part is provided with a limiting port;

[0010] The nut has a threaded hole corresponding to the first mounting hole, and the nut has a mating end and a flange end. The mating end passes through the limiting opening of the nut limiting part, and the mating end is connected to the limiting opening surface of the nut limiting part. A gap is provided between the mating end and the limiting opening of the nut limiting part, so that the mating end can move at least in a direction perpendicular to its own axis.

[0011] The flange end is located between the nut limiting part and the vehicle body, and the maximum radial dimension of the flange end is greater than the width of the narrowest part of the limiting opening of the nut limiting part.

[0012] In one possible implementation, the cross-section of the mating end is polygonal, D-shaped, or has at least one planar mating portion.

[0013] In one possible implementation, the limiting opening of the nut limiting part is a hole that mates with the mating end.

[0014] In one possible implementation, the shape of the limiting port is similar to the outer contour shape of the cross-section of the mating end.

[0015] In one possible implementation, the limiting opening of the nut limiting portion includes at least two limiting sidewalls, which surround the outer periphery of the mating end and engage with the corresponding surface of the outer contour of the mating end to restrict its rotation.

[0016] In one possible implementation, the distance between the plane of the nut limiting portion near the flange end and the vehicle body is greater than the distance between the plane of the flange end near the nut limiting portion and the vehicle body.

[0017] In one possible implementation, the connecting part is welded to the vehicle body.

[0018] In one possible implementation, the anti-rotation bracket is a sheet metal part.

[0019] In one possible implementation, the anti-rotation bracket is provided with process holes.

[0020] The vehicle body assembly provided in this application has an anti-rotation bracket fixedly connected to the vehicle body. A nut limiting part restricts the nut between the anti-rotation bracket and the vehicle body. The limiting port of the nut limiting part connects with the nut's mating end, further restricting the nut's rotation. This ensures that the nut will not rotate when the bolt is tightened during assembly. Because there is a gap between the limiting port of the nut limiting part and the mating end, the nut can move at least in a direction perpendicular to its own axis. During assembly, the vehicle body assembly adjusts its position using the nut to accommodate dimensional deviations, allowing the bolt to pass through the first mounting hole and be threadedly fastened to the nut, thus completing the assembly.

[0021] Compared to related technologies, the body component provided in this application uses an anti-rotation bracket to pre-position the nut on the vehicle body, while the nut is also movable and can be adjusted during assembly. This solves the problem of bolts and nuts being unable to be assembled due to assembly size deviations, reduces assembly difficulty, and improves the assembly efficiency of the vehicle body.

[0022] A second aspect of this application provides a vehicle comprising:

[0023] Body assembly, wherein the body assembly is any of the possible implementations described above;

[0024] The frame has a second mounting hole;

[0025] A connecting bolt is provided, which passes through the second mounting hole and the first mounting hole in sequence and is then threadedly fastened to the nut, thereby connecting the vehicle frame to the body assembly.

[0026] The vehicle provided in this application has all the technical effects of the aforementioned body components, which will not be repeated here. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a cross-sectional view of the vehicle body component disclosed in the embodiments of this application;

[0029] Figure 2 This is a schematic diagram of the structure of the vehicle body component disclosed in the embodiments of this application;

[0030] Figure 3 This is a schematic diagram of the anti-rotation bracket disclosed in the embodiments of this application;

[0031] Figure 4 This is a schematic diagram of the structure of the nut disclosed in the embodiments of this application.

[0032] The attached figures are labeled as follows:

[0033] 100. Anti-rotation bracket; 110. Connecting part; 120. Nut limiting part; 130. Process hole;

[0034] 200, Nut; 210, Mating end; 220, Flange end;

[0035] 300, vehicle body; 310, first mounting hole. Detailed Implementation

[0036] This application discloses a vehicle body component that solves the problem of bolts and nuts being unable to be assembled due to assembly size deviations, thereby improving the assembly efficiency of the vehicle body.

[0037] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] See Figure 1 The vehicle body components disclosed in this application include a vehicle body 300, an anti-rotation bracket 100, and a nut 200.

[0039] The body 300 has a first mounting hole 310. The body 300 can be a non-load-bearing body structure, such as... Figure 2 As shown in the figure, the bottom rear part of the cab of the vehicle body has been hidden from view of the vehicle body structural components. The first mounting hole 310 can be set inside the cavity of the longitudinal beam and the transverse beam of the vehicle body.

[0040] The anti-rotation bracket 100 includes a nut limiting part 120 and a connecting part 110. For example... Figure 3 As shown, its specific structure can be a stepped structure with upper and lower planar parts. The connecting part 110 is located on the lower planar part and is used to fix and connect the vehicle body 300. The nut limiting part 120 is located on the upper planar part and has a height difference with the connecting part 110, so that the nut limiting part 120 and the vehicle body 300 form a space. The nut limiting part 120 is provided with a limiting port, which communicates with the aforementioned space.

[0041] It should be noted that the nut limiting part 120 and the connecting part 110 can be an integral structure, that is, directly formed from a single sheet metal; or they can be separate structures, that is, the nut limiting part 120 and the connecting part 110 are two parts, which are connected by welding or fasteners.

[0042] The threaded hole of the nut 200 corresponds to the first mounting hole 310. The diameter of the first mounting hole is larger than the diameter of the threaded hole, allowing the bolt to pass through the first mounting hole 310 and connect threadedly to the nut 200. To achieve axial rotation and axial movement limits, the nut 200 can be a non-standard part, meaning it needs to be custom-made to meet the above requirements. Alternatively, the nut 200 can be modified from a standard part to meet both requirements.

[0043] Specifically, the nut 200 has a mating end 210 and a flange end 220 along its own axis. The mating end 210 is used to limit the nut 200's axial rotation, and the flange end 220 is used to limit the nut 200's axial movement.

[0044] The mating end 210 passes through the limiting opening of the nut limiting part 120, and the mating end 210 is connected to the limiting opening surface of the nut limiting part 120. Here, the surface connection refers to a mechanical connection method that transmits torque and motion through a non-circular mating surface; that is, the mating surface between the mating end 210 and the limiting opening is a non-circular surface. This connection method ensures that when the bolt is screwed into the nut 200, the nut 200 is restricted from rotating by the non-circular mating surface, eliminating the need for assembly personnel to fix the nut 200 on one side. Furthermore, a gap is provided between the mating end 210 and the limiting opening of the nut limiting part 120, allowing the mating end 210 to move at least in a direction perpendicular to its own axis. During assembly, the position of the nut 200 can be adjusted to allow the bolt to be screwed in smoothly. Because the diameter of the first mounting hole is larger than the diameter of the threaded hole, even if the position of the nut 200 is adjusted, it can still ensure that the bolt passing through the first mounting hole can mate with the nut 200.

[0045] The flange end 220 can be a step protruding from the outer periphery of the nut. The flange end 220 is located between the nut limiting part 120 and the body 300. Its maximum radial dimension is greater than the width of the narrowest part of the limiting opening of the nut limiting part 120, so that the flange end 220 cannot pass through the limiting opening. It is used to limit the position of the nut 200 in its own axial direction and prevent the entire nut 200 from coming out of the anti-rotation bracket 100.

[0046] The cross-sectional shape of the flange end 220 is not limited and can be the same as that of the mating end 210. For example, if the cross-section of the mating end 210 is rectangular, the cross-section of the flange end 220 can also be rectangular, but the cross-sectional area of ​​the flange end 220 needs to be larger than that of the mating end 210 to ensure that the flange end 220 cannot pass through the limiting opening of the nut limiting part 120. The cross-sectional shape of the flange end 220 can also be different from that of the mating end 210, as long as it ensures that the flange end 220 cannot pass through the limiting opening of the nut limiting part 120.

[0047] The number of anti-rotation brackets 100 and nuts 200 can be set based on the number of first mounting holes 310 on the vehicle body 300. Those skilled in the art can set the number and position of the first mounting holes 310 based on design requirements.

[0048] The vehicle body assembly disclosed in this application has an anti-rotation bracket 100 fixedly connected to the vehicle body 300. A nut 200 is constrained between the anti-rotation bracket 100 and the vehicle body 300 by a nut limiting part 120. The rotation of the nut 200 is restricted by the limiting port of the nut limiting part 120 and the shaped surface connection of the nut mating end 210, ensuring that the nut 200 will not rotate when the bolt is tightened during assembly. Because there is a gap between the limiting port of the nut limiting part 120 and the mating end 210, the nut 200 can move at least in a direction perpendicular to its own axis. During assembly, the vehicle body assembly adjusts its position automatically via the nut 200 to accommodate dimensional deviations, allowing the bolt to pass through the first mounting hole 310 and be threadedly fastened to the nut 200, thus achieving assembly.

[0049] Compared to related technologies, the vehicle body component disclosed in this application uses an anti-rotation bracket 100 to pre-position the nut 200 on the vehicle body. At the same time, the nut 200 is movable and can be adjusted during assembly. This solves the problem of bolts and nuts being unable to be assembled due to assembly size deviations, reduces assembly difficulty, and improves the assembly efficiency of the vehicle body.

[0050] In one specific embodiment, the cross-section of the mating end 210 can be polygonal, elliptical, D-shaped, or have at least one planar mating portion. Figure 4 The diagram shows a specific embodiment of the nut 200, with the mating end 210 being rectangular. This design possesses extremely strong anti-rotation and torque-bearing capabilities. Because the two parallel planes of the rectangle provide a large contact area, the stress distribution is very uniform, enabling it to withstand extremely high torques without wear, slippage, or deformation. Furthermore, the rectangular structure is easy to manufacture; it can be produced through simple milling, grinding, or broaching, and the processes are very mature and widespread.

[0051] The limiting opening of the nut limiting part 120 can be implemented in various ways, as long as it allows for connection with the mating end 210 and allows the bolt to pass through. In one specific embodiment, the limiting opening of the nut limiting part 120 can be a hole that mates with the mating end 210, with the hole wall and the outer contour of the mating end 210 achieving a surface fit. The rotational movement of the mating end 210 around its own axis is completely restricted by the hole wall, preventing rotation. This design offers high reliability and rigidity in limiting rotation. The hole wall achieves a 360° wrap around the mating end 210, providing a large counter-torque and effectively resisting the torque attempting to rotate the mating end 210. It is suitable for applications with high torque or impact loads.

[0052] To further increase the contact area between the limiting port and the mating end 210, the shape of the limiting port and the outer contour shape of the cross-section of the mating end can be similar graphics, where similar graphics are graphics with the same shape but different dimensions. For example... Figure 4As shown, the shape of the limiting port can be rectangular, perfectly matching the contour of the mating end 210 (whose cross-section is also rectangular). If the shapes of the limiting port and the mating end 210 differ significantly, they can only have point or line contact, concentrating all loads and torques on a very small area, which can easily lead to crushing, wear, or plastic deformation of the contact area. However, when the shapes are highly similar, the contact area increases, greatly reducing the pressure per unit area and significantly improving wear resistance and service life.

[0053] In another specific embodiment, the limiting opening of the nut limiting portion 120 can be an open structure, including at least two limiting sidewalls. The limiting sidewalls surround the outer side of the mating end 210 and engage with the corresponding surfaces of the outer contour of the mating end 210 to restrict its rotation. For example, the limiting opening of the nut limiting portion 120 can be a rectangle with one side open, and its three inner wall surfaces (two long sides and one short side) engage with the three outer surfaces of the mating end 210 (whose cross-section is also rectangular). The engagement of the three surfaces effectively restricts the rotational movement of the mating end 210 about its own axis. The open structure is suitable for situations where it is necessary to install or remove the nut 200.

[0054] In one specific embodiment, to make the nut's adaptive adjustment more flexible, the thickness of the flange end 220 of the nut 200 can be less than the distance from the nut limiting portion 120 to the vehicle body 300. That is, the distance between the plane of the nut limiting portion 120 near the flange end 220 and the vehicle body 300 is greater than the distance between the plane of the flange end 220 near the nut limiting portion 120 and the vehicle body 300. This design allows the nut 200 to also have a movable clearance in its own axial direction. This clearance allows the nut 200 to not only float in a plane within the anti-rotation bracket 100, but also to have slight axial oscillation and tilting. During the bolt tightening process, the nut 200 will move on its own to find the correct position, thereby reducing assembly difficulty. Moreover, in some large structures or equipment operating in environments with large temperature differences, the vehicle body 300 and the frame may experience slight relative displacement or deformation due to load or temperature changes. The nut 200 absorbs and adapts to these deformations through slight movement or deflection, releasing these harmful stresses.

[0055] In one specific embodiment, the connecting part 110 and the body 300 can be connected by welding. Welded connection has extremely high connection strength and reliability. Welding does not require additional bosses, pins or self-locking structures like threaded connection. The connection is completed directly on the existing contact surface, making the structure of the entire body assembly more compact.

[0056] In one specific embodiment, the anti-rotation bracket 100 can be a sheet metal part. Since sheet metal parts have a high strength-to-weight ratio, this design can provide good rigidity while making the body components lightweight. In addition, sheet metal parts have high manufacturing efficiency and are suitable for mass production.

[0057] In one specific embodiment, the anti-rotation bracket 100 may be provided with a process hole 130. During the processing of the anti-rotation bracket 100, it needs to be positioned on the corresponding processing platform. The process hole 130 can cooperate with the positioning shaft on the processing platform to realize the positioning of the processing position of the anti-rotation bracket 100, so as to provide an accurate processing position for the machine tool and improve the processing accuracy.

[0058] Embodiments of this application also disclose a vehicle, which includes a body assembly, a frame, and connecting bolts. The body assembly is any of the possible implementations described above. The frame has a second mounting hole corresponding to a first mounting hole 310. The connecting bolts pass sequentially through the second mounting hole and the first mounting hole 310 and are threadedly fastened to a nut 200, thereby connecting the frame to the body assembly.

[0059] The vehicle disclosed in this application includes the aforementioned body components, and therefore also possesses the aforementioned structure and beneficial effects. Other structures of the vehicle refer to the prior art, and will not be described in detail here.

[0060] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order, and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units may include steps or units not listed, but rather steps or units not listed. Additionally, in the description of embodiments in this application, "a plurality of" means two or more.

[0061] In the description of this application, it should be understood that the terms "height," "thickness," "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In the description of this application, "a plurality of" means two or more, and "at least one" can mean one, two, or more, unless otherwise expressly specified.

[0062] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Specific technical means in some embodiments may be incorporated, in whole or in part, into another embodiment unless explicitly excluded by another embodiment. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle body component, characterized in that, include: The body (300) has a first mounting hole (310); An anti-rotation bracket (100) includes a nut limiting part (120) and a connecting part (110), the connecting part (110) being connected to the vehicle body (300), and the nut limiting part (120) having a limiting port; A nut (200) has a threaded hole corresponding to the first mounting hole (310). The nut (200) is provided with a mating end (210) and a flange end (220). The mating end (210) passes through the limiting opening of the nut limiting part (120) and is connected to the limiting opening surface of the nut limiting part (120). A gap is provided between the mating end (210) and the limiting opening of the nut limiting part (120) so that the mating end (210) can move at least in a direction perpendicular to its own axis. The flange end (220) is located between the nut limiting part (120) and the vehicle body (300), and the maximum radial dimension of the flange end (220) is greater than the width of the narrowest part of the limiting opening of the nut limiting part (120).

2. The vehicle body assembly as claimed in claim 1, characterized in that, The cross-section of the mating end (210) is polygonal, D-shaped, or has at least one planar mating part.

3. The vehicle body assembly as claimed in claim 1, characterized in that, The limiting opening of the nut limiting part (120) is a hole that mates with the mating end (210).

4. The vehicle body assembly as claimed in claim 3, characterized in that, The shape of the limiting port is similar to the outer contour shape of the cross-section of the mating end (210).

5. The vehicle body assembly as claimed in claim 1, characterized in that, The limiting opening of the nut limiting part (120) includes at least two limiting sidewalls, which surround the outer side of the mating end (210) and engage with the corresponding surface of the outer contour of the mating end (210) to limit its rotation.

6. The vehicle body assembly as claimed in claim 1, characterized in that, The distance between the plane of the nut limiting portion (120) near the flange end (220) and the vehicle body (300) is greater than the distance between the plane of the flange end (220) near the nut limiting portion (120) and the vehicle body (300).

7. The vehicle body assembly as claimed in claim 1, characterized in that, The connecting part (110) is welded to the body (300).

8. The vehicle body assembly as claimed in claim 1, characterized in that, The anti-rotation bracket (100) is a sheet metal part.

9. The vehicle body assembly as claimed in claim 8, characterized in that, The anti-rotation bracket (100) is provided with process holes (130).

10. A vehicle, characterized in that, include: A body assembly, wherein the body assembly is the body assembly as described in any one of claims 1-9; The frame has a second mounting hole; The connecting bolt passes through the second mounting hole and the first mounting hole (310) in sequence and is then threadedly fastened to the nut (200), thereby realizing the connection between the frame and the body assembly.

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