Body structure and vehicle

Abstract

The present invention relates to the field of vehicles and provides a vehicle body structure and a vehicle. The vehicle body structure includes a roof assembly, including a pair of roof side beams and a roof curved beam connected between the pair of roof side beams; an end wall assembly, including a pair of end corner columns and an end wall plate connected to the pair of end corner columns, the roof side beams are slidably mounted on the end corner columns, and the roof curved beams are slidably mounted on the end wall plates; a side wall assembly, including a pair of side wall side beams, a pair of side wall side beams are slidably mounted on the end corner columns; and an underframe assembly, including a pair of underframe side beams and a floor laid on the pair of underframe side beams. This vehicle body structure not only simplifies the production process and is also convenient for maintenance; it also enables the vehicle body structure to have a certain degree of flexibility while maintaining stability. It can adjust the position or size of each component according to actual needs to adapt to different usage scenarios or changes in demand.

Description

Technical Field

[0001] The present invention relates to the field of vehicles and provides a vehicle body structure and a vehicle. Background Art

[0002] Currently, urban rail transit primarily includes subways, light rail, and trams. These trains have high capacity, operate on independent tracks, and avoid traffic jams and parking difficulties. However, these trains require the construction of tunnels and elevated highways, along with track laying, resulting in a long construction period and high costs. Urban highway transportation, such as buses, coaches, and cars, does not require independent tracks and instead travels directly on the road. This shortens construction timelines and reduces costs, but they also have lower capacity and can be subject to traffic jams and parking difficulties.

[0003] Rubber-tyred trains travel directly on roads without independent tracks and have a larger transport capacity than ordinary road vehicles, which can better solve the above problems. However, in related technologies, the body structure of rubber-tyred trains is mostly unable to achieve adaptive adjustment. Summary of the Invention

[0004] An embodiment of the present invention provides a vehicle body structure to solve the defect in the related art that the vehicle body structure cannot be adaptively adjusted.

[0005] An embodiment of the present invention also provides a vehicle.

[0006] A first embodiment of the present invention provides a vehicle body structure, comprising:

[0007] A roof assembly comprising a pair of roof side rails and a roof bow connected between the pair of roof side rails;

[0008] An end wall assembly includes a pair of end corner columns and an end wall panel connected to the pair of end corner columns, the roof side rails are slidably mounted on the end corner columns, and the roof bow beams are slidably mounted on the end wall panels;

[0009] A side wall assembly includes a pair of side wall edge beams, wherein the pair of side wall edge beams are slidably mounted on the end corner columns;

[0010] The chassis assembly comprises a pair of chassis side beams and a floor laid on the pair of chassis side beams.

[0011] According to one embodiment of the present invention, the chassis side beam includes a first beam body and a second beam body, the side wall assembly includes a door column, both ends of the first beam body are connected between the door column and the driver's cab, and the second beam body is connected to the bottom end of the door column. Along the height direction, the connection position of the first beam body and the door column and the connection position of the second beam body and the door column are staggered.

[0012] According to one embodiment of the present invention, an oblique reinforcement beam is provided between the second beam body and the first beam body, and a reinforcement beam is provided between the end of the second beam body and the oblique reinforcement beam.

[0013] According to one embodiment of the present invention, along the length direction of the chassis edge beam, the first beam body, the oblique reinforcement beam, the second beam body and the side wall edge beam form a first longitudinal force transmission path.

[0014] According to one embodiment of the present invention, between the side wall edge beam and the first beam body;

[0015] and / or,

[0016] A force transmission beam is provided between the side wall edge beam and the second beam body.

[0017] According to one embodiment of the present invention, the side wall assembly further includes a side wall column, which is connected between the chassis side beam and the roof side beam, and the side wall column and the side wall side beam are cross-arranged, and at least part of the end of the force transmission beam is connected to the intersection of the side wall column and the side wall side beam.

[0018] According to one embodiment of the present invention, a base frame cross beam is arranged between the base frame side beams, an end cross beam is arranged at the end of the base frame side beam, a first longitudinal diagonal beam is arranged between the base frame cross beam and the end cross beam, and a second longitudinal diagonal beam is arranged between the end cross beam and the end wall assembly.

[0019] According to one embodiment of the present invention, the end wall assembly includes an end wall beam, the second longitudinal diagonal beam is connected between the end beam and the end wall beam, and a hinged mounting seat is integrally formed on the side of the end wall beam away from the second longitudinal diagonal beam.

[0020] A second embodiment of the present invention provides a vehicle, comprising a driver's cab and the above-mentioned vehicle body structure, wherein the driver's cab shares the underframe assembly of the vehicle body.

[0021] According to one embodiment of the present invention, the driver's cab comprises:

[0022] A front side beam, the two ends of which are connected between the chassis side beam and the anti-collision column;

[0023] A first connecting column and a second connecting column, the first end of the first connecting column and the first end of the second connecting column are connected to the end corner column, the second end of the first connecting column is connected to the front end side beam, and the second end of the second connecting column is connected to the anti-collision column.

[0024] According to one embodiment of the present invention, along the length direction of the roof side rail, the first connecting column, the second connecting column and the roof side rail form a second longitudinal force transmission path.

[0025] According to the vehicle body structure provided by the first embodiment of the present invention, the roof assembly, end wall assembly, side wall assembly, and underframe assembly are all designed as independently installable modules. During the actual assembly process, each of these modules is installed independently. This design not only simplifies the production process and improves production efficiency, but also facilitates the adjustment of the relative positions of the modules during assembly. The modular design allows for more rational planning and utilization of the vehicle body's interior space. The floor is laid on the underframe side beams, providing a stable support surface for passengers or cargo. At the same time, the gaps between the components are minimized, reducing unnecessary space waste. The roof side beams and roof curved beams are slidably mounted to the end corner columns and end wall panels, and the side wall side beams are also slidably mounted to the end corner columns. This design ensures that the vehicle body structure remains stable while also providing a certain degree of flexibility. The position or size of each component can be adjusted according to actual needs to adapt to different usage scenarios or changing needs. By rationally designing the connection method and positional relationship between the various components, the vehicle body structure of the present invention has high overall strength and stability. In particular, the addition of roof arch beams and side wall rails enhances the vehicle's bending and torsional resistance, improving the overall structural safety. By optimizing the vehicle structure and interior space layout, the vehicle structure of the present invention can provide a better riding and loading experience, such as a more spacious interior, a more stable ride, and more convenient boarding and alighting.

[0026] In the vehicle provided by the second embodiment of the present invention, the driver's cab and body structure share a common underframe assembly, resulting in a more integrated design. This design not only reduces the number of components, but also lowers production costs and complexity, while also improving the vehicle's overall integrity and aesthetics. Because the driver's cab and body structure share the same underframe assembly, the vehicle's center of gravity is more efficiently distributed, significantly enhancing structural stability. This helps maintain vehicle stability during driving, reducing bumps and shakes, and improving the passenger experience. The seamless connection between the driver's cab and body structure reduces unnecessary space waste, allowing for more efficient utilization of the vehicle's interior space. This helps increase the vehicle's passenger or cargo capacity to meet diverse usage needs. The shared underframe assembly reduces component diversity, lowering procurement, storage, and assembly costs during production. Furthermore, the integrated design simplifies the production process, improving efficiency. The close integration of the driver's cab and body structure enhances the driving and riding experience. The driver can focus more on driving, while passengers enjoy a smoother and more comfortable ride. Furthermore, the overall performance and safety of the vehicle are also guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present invention or related technologies, the following is a brief introduction to the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0028] Figure 1 It is a schematic side view of the vehicle body structure provided by the present invention.

[0029] Figure 2 It is a schematic bottom view of the vehicle body structure provided by the present invention.

[0030] Figure 3 It is a schematic three-dimensional diagram of the vehicle body structure provided by the present invention.

[0031] Reference numerals:

[0032] 100. Roof assembly; 102. Roof side beam; 104. Roof curved beam; 106. End wall assembly; 108. End corner column; 110. End wall panel; 112. Side wall assembly; 114. Side wall side beam; 116. Underframe assembly; 118. Underframe side beam; 120. Floor; 122. First beam; 124. Second beam; 126. Door column; 128. Driver's cab; 130. Oblique reinforcement beam; 132. Strengthening beam; 134. Force transmission beam; 136. Side wall column; 138. Underframe crossbeam; 140. End crossbeam; 142. First longitudinal diagonal beam; 144. Second longitudinal diagonal beam; 146. End wall crossbeam; 148. Articulated mounting seat; 150. Front side beam; 152. Anti-collision column; 154. First connecting column; 156. Second connecting column. DETAILED DESCRIPTION

[0033] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention but are not intended to limit the scope of the present invention.

[0034] like Figures 1 to 3As shown, an embodiment of the first aspect of the present invention provides a vehicle body structure, including a roof assembly 100, an end wall assembly 106, a side wall assembly 112 and a base assembly 116; the roof assembly 100 includes a pair of roof side beams 102 and a roof curved beam 104 connected between the pair of roof side beams 102; the end wall assembly 106 includes a pair of end corner columns 108 and an end wall plate 110 connected to the pair of end corner columns 108, the roof side beams 102 are slidably mounted on the end corner columns 108, and the roof curved beam 104 is slidably mounted on the end wall plate 110; the side wall assembly 112 includes a pair of side wall side beams 114, and the pair of side wall side beams 114 are slidably mounted on the end corner columns 108; the base assembly 116 includes a pair of base side beams 118 and a floor 120 laid on the pair of base side beams 118.

[0035] According to the vehicle body structure provided by the embodiment of the first aspect of the present invention, the roof assembly 100, end wall assembly 106, side wall assembly 112, and underframe assembly 116 are all designed as independently installable modules. During the actual assembly process, each of these modules is installed independently. This design not only simplifies the production process and improves production efficiency, but also facilitates the adjustment of the relative positions of the modules during the assembly process. The modular design allows for more rational planning and utilization of the vehicle body's interior space. The floor 120 is laid on the underframe side beams 118, providing a stable support surface for passengers or cargo. At the same time, the gaps between the components are minimized, reducing unnecessary space waste. The roof side beams 102 and roof curved beams 104 are slidably mounted on the end corner columns 108 and end wall panels 110. The side wall side beams 114 are also slidably mounted on the end corner columns 108. This design ensures that the vehicle body structure remains stable while also providing a certain degree of flexibility. The position or size of each component can be adjusted according to actual needs to adapt to different usage scenarios or changing needs. By rationally designing the connections and positional relationships between various components, the vehicle body structure of the present invention possesses superior overall strength and stability. In particular, the addition of the roof arch 104 and sidewall rails 114 enhances the vehicle body's bending and torsional resistance, improving the overall structural safety. By optimizing the vehicle structure and interior space layout, the vehicle body structure of the present invention can provide an enhanced riding and loading experience, such as a more spacious interior, a more stable ride, and more convenient boarding and alighting.

[0036] Please continue to see Figures 1 to 3 The vehicle body structure of the first embodiment of the present invention is intended to provide a vehicle body frame that is structurally stable, flexible to assemble, and easy to maintain.

[0037] The roof assembly 100 consists of a pair of roof side rails 102 and a roof bow 104 connecting them. The roof side rails 102 not only provide support but also serve as a base for connecting to other components. The roof bow 104 increases the rigidity and stability of the roof while optimizing aerodynamic performance. Both the roof side rails 102 and roof bow 104 are designed to be slidably mounted to the end wall assembly 106 and side wall assembly 112, enabling flexible assembly and adjustment.

[0038] The end wall assembly 106 includes a pair of end corner posts 108 and an end wall panel 110 connected to the two end corner posts 108. The end corner posts 108 are one of the main load-bearing components of the vehicle body structure. They not only support the roof and side walls but are also connected to the ground through the chassis assembly 116. The end wall panels 110 are used to enclose the front and rear ends of the vehicle body, providing necessary protection and sound insulation. The roof side rails 102 are slidably mounted on the end corner posts 108, while the roof bow 104 is slidably mounted on the end wall panels 110, either directly or through connectors, to ensure a tight connection between the roof assembly 100 and the end wall assembly 106.

[0039] The side wall assembly 112 comprises a pair of side wall side beams 114, which are similarly designed to be slidably mounted on the end corner posts 108. The side wall side beams 114 not only support the side wall panels (although not directly mentioned in the technical solution description, the side wall assembly 112 typically includes side wall panels to enclose the sides of the vehicle body), but also, together with the roof assembly 100 and the underframe assembly 116, form the enclosed space of the vehicle body. The slidable mounting of the side wall side beams 114 makes the side wall assembly 112 more flexible and convenient during assembly and disassembly.

[0040] The undercarriage assembly 116 consists of a pair of undercarriage side beams 118 and a floor panel 120 resting on them. The undercarriage side beams 118 serve as the underlying support framework for the vehicle body structure. They connect to the end corner columns 108 to support the weight of the vehicle. The floor panel 120 rests on the undercarriage side beams 118, providing a stable support surface for passengers or cargo. The design of the undercarriage assembly 116 prioritizes load-bearing capacity and stability to ensure safety and comfort during driving.

[0041] The roof, end walls, side walls, and underframe are designed as independent modules for easy assembly, disassembly, and replacement. This modular design not only improves production efficiency but also reduces maintenance costs and time. Through rational structural design and tight connections between components, the overall vehicle structure is highly stable and resistant to deformation, ensuring safety and stability during driving.

[0042] The roof rails 102, roof bow 104 and side wall rails 114 can all be slidably mounted on the relevant components, making the vehicle body structure more flexible and convenient during assembly and disassembly. At the same time, this design also provides convenience for subsequent possible modifications and upgrades.

[0043] In summary, the vehicle body structure of the present invention exhibits significant technical advantages in terms of modular design, structural stability, space utilization, flexibility and maintenance cost.

[0044] According to one embodiment of the present invention, the chassis side beam 118 includes a first beam body 122 and a second beam body 124, the side wall assembly 112 includes a door column 126, both ends of the first beam body 122 are connected between the door column 126 and the driver's cab 128, and the second beam body 124 is connected to the bottom end of the door column 126. Along the height direction, the connection position of the first beam body 122 and the door column 126 is staggered with the connection position of the second beam body 124 and the door column 126.

[0045] See also Figure 3 In one embodiment of the present invention, the design of the chassis side beam 118 has been further optimized. Specifically, the chassis side beam 118 is composed of a first beam body 122 and a second beam body 124, and is connected to the door pillar 126 in the side wall assembly 112 in a specific manner. This design not only enhances the structural strength of the vehicle body, but also improves overall stability and safety.

[0046] In this embodiment of the present invention, the chassis side beam 118 is no longer a single structure, but consists of two parts: a first beam body 122 and a second beam body 124. This segmented design allows the chassis side beam 118 to more reasonably distribute force when bearing loads, thereby enhancing its load-bearing capacity and anti-deformation ability.

[0047] The door pillar 126 in the side wall assembly 112 is an important component of the vehicle body structure. It not only supports the side wall, but also is connected to the chassis side beam 118 to jointly bear the weight of the vehicle body and various forces during driving.

[0048] like Figure 3 As shown, the ends of the first beam 122 are connected between the door pillar 126 and the driver's cab 128, respectively. This connection ensures a secure connection between the chassis side beam 118 and the driver's cab 128, while also providing reliable support for the side walls. The second beam 124 is directly connected to the bottom end of the door pillar 126, further enhancing the stability of the door pillar 126. It is worth noting that the connection between the first beam 122 and the door pillar 126 and the connection between the second beam 124 and the door pillar 126 are offset in height. This offset design more effectively disperses and resists forces from different directions, improving the overall stability of the vehicle body.

[0049] The segmented design of the chassis side beams 118 and their staggered connection to the door pillars 126 significantly enhance the vehicle's structural strength. This design effectively resists impact and vibration during driving, ensuring vehicle stability and safety. The staggered connection provides a more secure and reliable connection between the chassis side beams 118 and the door pillars 126, reducing safety hazards caused by loose or broken connections. This design also contributes to the overall stability of the vehicle, ensuring stable driving under various road conditions.

[0050] In summary, this embodiment of the present invention further enhances the structural strength, stability, and safety of the vehicle body by optimizing the design of the underframe side beams 118. At the same time, the design also maintains good space utilization and ease of maintenance.

[0051] According to one embodiment of the present invention, an oblique reinforcement beam 130 is provided between the second beam body 124 and the first beam body 122 , and a reinforcement beam 132 is provided between an end portion of the second beam body 124 and the oblique reinforcement beam 130 .

[0052] See also Figure 1 In this embodiment of the present invention, by disposing a diagonal reinforcement beam 130 between the second beam 124 and the first beam 122, and adding a reinforcing beam 132 between the end of the second beam 124 and the diagonal reinforcement beam 130, the structural strength and stability of the vehicle body are further enhanced. This design not only improves the load-bearing capacity of the underframe assembly 116 but also optimizes the force distribution of the overall structure, making the vehicle body more stable and safer during driving.

[0053] The oblique reinforcement beam 130 is disposed between the second beam body 124 and the first beam body 122 to form an oblique support structure. This design can effectively resist impact forces from the side and distribute these forces to the entire chassis structure, thereby improving the anti-roll capability of the vehicle body.

[0054] Adding a reinforcement beam 132 between the end of the second beam 124 and the diagonal reinforcement beam 130 further enhances the stability of this critical connection. As an additional support element, the reinforcement beam 132 can resist the additional forces generated by vehicle movements such as turning, braking, and accelerating, preventing the connection from loosening or breaking.

[0055] The provision of the oblique reinforcement beam 130 and the reinforcing beam 132 significantly enhances the structural strength of the chassis assembly 116, making the vehicle body more stable and reliable when subjected to various loads. Through the design of the oblique reinforcement beam 130, the impact force from the side can be dispersed to a wider range of the chassis structure, thereby reducing the phenomenon of local stress concentration. This method of optimizing force distribution helps to improve the overall stability and durability of the vehicle body. The combination of the oblique reinforcement beam 130 and the reinforcing beam 132 significantly improves the vehicle body's anti-roll capability. Even when driving at high speeds or encountering harsh conditions such as strong winds, the vehicle body can maintain a stable driving state, reducing the risk of safety accidents such as rollover. The provision of the reinforcing beam 132 further enhances the stability of the connection between the end of the second beam body 124 and the oblique reinforcement beam 130. This design helps prevent the connection from loosening or breaking due to long-term use or harsh environments, thereby extending the service life of the vehicle body.

[0056] According to one embodiment of the present invention, along the length direction of the chassis edge beam 118 , the first beam body 122 , the oblique reinforcement beam 130 , the second beam body 124 and the side wall edge beam 114 form a first longitudinal force transmission path.

[0057] In this embodiment of the present invention, along the length of the chassis side beam 118, the first beam 122, the diagonal reinforcement beam 130, the second beam 124, and the side wall side beam 114 are cleverly combined to form a highly efficient first longitudinal force transmission path. This design not only optimizes the mechanical properties of the vehicle body but also ensures smooth force transmission within the vehicle structure, thereby enhancing the stability and durability of the overall structure.

[0058] This path is the primary force transmission channel constructed along the length of the chassis side beam 118. It originates from the first beam 122, passes through the support and guidance of the diagonal reinforcement beam 130, and then transfers to the second beam 124, ultimately connecting to the side wall side beam 114. This path closely connects the key components of the vehicle body, forming a coordinated whole. When the vehicle is subjected to longitudinal forces (such as traction, braking, or impact), these forces first act on the first beam 122. Because the first beam 122 is connected to the door pillars 126 and the driver's cab 128, it effectively distributes the forces throughout the vehicle body structure. The diagonal reinforcement beam 130 then acts as a crucial support structure, directing the forces to the second beam 124. The second beam 124, through its sturdy structure and connection to the side wall side beam 114, further transmits the forces to the side walls and the entire vehicle body. Finally, the side wall side beam 114 acts as the lateral support structure of the vehicle body, distributing the forces over a wider area, thereby ensuring the overall stability of the vehicle body.

[0059] The construction of the first longitudinal force transmission path significantly optimizes the vehicle's mechanical properties. It ensures smooth force transmission and proper distribution within the vehicle structure, reducing localized stress concentrations and thereby enhancing the vehicle's overall strength and durability. Through the force transmission mechanism of the first longitudinal force transmission path, the vehicle maintains a stable posture when subjected to longitudinal forces. Even at high speeds or in unexpected situations, the vehicle quickly responds and adjusts its posture to ensure the safety of passengers and cargo. The first longitudinal force transmission path tightly connects the vehicle's key components, forming a coordinated whole. This design enables the vehicle to rapidly mobilize the forces of each component to resist and balance external forces, thereby enhancing its overall resistance to overturning and rollover. Although the first longitudinal force transmission path involves multiple components and complex connections, its rational layout and design maintain a simple and clear structure. This design not only reduces manufacturing costs and complexity but also facilitates subsequent maintenance and inspection.

[0060] According to one embodiment of the present invention, a force transmission beam 134 is provided between the side wall edge beam 114 and the first beam body 122 ; and / or between the side wall edge beam 114 and the second beam body 124 .

[0061] See also Figure 1 In this further optimized embodiment of the present invention, a force transmission beam 134 is additionally provided between the side wall edge beam 114 and the first beam body 122, and / or between the side wall edge beam 114 and the second beam body 124. This design is intended to further enhance the longitudinal and lateral force transmission capabilities of the vehicle body structure, improving the overall structural stability and load-bearing capacity.

[0062] The force transmission beams 134 are strategically positioned between the side wall edge beams 114 and the first beam body 122, and / or between the side wall edge beams 114 and the second beam body 124. These force transmission beams 134 can be straight beams, inclined beams, or beam structures of other shapes. The specific shape and size are designed based on the actual requirements and stress conditions of the vehicle body.

[0063] The primary function of the force transmission beam 134 is to transmit and distribute force. When the vehicle body is subjected to longitudinal or lateral forces, these forces first act on the side wall rails 114. The force transmission beam 134 then effectively transmits these forces to the first beam body 122 or the second beam body 124, distributing them throughout the vehicle body structure. In this way, the force transmission beam 134 not only strengthens the connection between the side wall rails 114 and the chassis rails 118, but also enhances the overall rigidity and stability of the vehicle body structure.

[0064] Combined with the first longitudinal force transmission path described previously, the force transmission beam 134 in this embodiment further enriches the vehicle body's force transmission network. Now, the vehicle body can not only transmit longitudinal forces through the first longitudinal force transmission path, but also form multiple transverse or diagonal force transmission paths between the side wall side beams 114 and the chassis side beams 118 through the force transmission beam 134. This multi-path force transmission design allows the vehicle body to more flexibly respond to and distribute forces when subjected to complex loads, thereby improving the overall structural resistance to deformation and durability.

[0065] The provision of the force transmission beam 134 significantly enhances the force transmission capacity between the side wall side beam 114 and the chassis side beam 118. This enables the vehicle body to transmit force to the entire structure more quickly and efficiently when subjected to external forces, thereby improving the stability and load-bearing capacity of the overall structure. By increasing the number of force transmission beams 134 and rationally arranging them, the structural rigidity of the vehicle body is significantly improved. This increased rigidity helps reduce vibration and deformation of the vehicle body during driving, improving passenger comfort and cargo safety. The design of the force transmission beam 134 makes the force distribution in the vehicle body structure more uniform and reasonable. When subjected to complex loads, the force transmission beam 134 can guide the force to stronger components or structural areas, thereby avoiding the occurrence of local stress concentration. The provision of the force transmission beam 134 provides more flexibility in vehicle body design. Designers can flexibly select the number, shape and layout of the force transmission beam 134 according to the actual needs of the vehicle body and the force conditions, in order to achieve optimal structural performance and economic benefits.

[0066] According to one embodiment of the present invention, the side wall assembly 112 further includes a side wall column 136, which is connected between the base frame side beam 118 and the roof side beam 102. The side wall column 136 and the side wall side beam 114 are arranged crosswise, and at least part of the end of the force transmission beam 134 is connected to the intersection of the side wall column 136 and the side wall side beam 114.

[0067] See also Figure 1 and Figure 3 In this embodiment of the present invention, the design of the side wall assembly 112 has been further refined by introducing side wall columns 136 and connecting them to the chassis side rails 118 and roof side rails 102. These columns are also intersected with the side wall side rails 114, creating a more stable vehicle body structure. Furthermore, the ends of some force transmission beams 134 are cleverly connected at the intersection of the side wall columns 136 and the side wall side rails 114. This design further enhances the force transmission capacity and overall stability of the vehicle body structure.

[0068] Side wall pillars 136 are key components of side wall assembly 112. They are vertically connected between chassis rails 118 and roof rails 102, providing additional support for the side walls. Side wall pillars 136 not only enhance the rigidity of the side walls but also improve the overall stability of the vehicle structure through their vertical arrangement.

[0069] The side wall columns 136 and side wall beams 114 are arranged in a cross pattern, allowing them to support each other and share the load. The intersections become important structural nodes, not only enhancing the strength of the connection but also providing an ideal location for the connection of the force transmission beams 134.

[0070] At least some of the ends of force-transmitting beams 134 are designed to connect at the intersection of side wall columns 136 and side wall rails 114. This connection fully utilizes the structural strength of the intersection, allowing force-transmitting beams 134 to more effectively transfer force from side wall rails 114 to side wall columns 136, and further distribute it throughout the vehicle body structure. This design not only improves force transmission efficiency but also enhances the overall stability of the structure.

[0071] The introduction of side wall columns 136 and their intersecting arrangement with side wall side beams 114 significantly enhance the stability of the vehicle body structure. This layout provides better support and load distribution for the side walls when subjected to external forces, thereby improving the overall structural resistance to deformation. By connecting the ends of the force transmission beams 134 at the intersection of the side wall columns 136 and the side wall side beams 114, the force transmission path of the vehicle body is further optimized. This design allows for smoother and more efficient force distribution throughout the vehicle body structure, reducing localized stress concentrations. The combination of side wall columns 136 and force transmission beams 134 significantly improves the vehicle's load-bearing capacity. They jointly share the vehicle's weight and various forces during driving, allowing the vehicle to maintain a stable posture even under heavy loads or at high speeds. This design solution provides greater flexibility in vehicle body design. Designers can flexibly adjust the number, location, and size of the side wall columns 136 and the layout of the force transmission beams 134 based on the actual vehicle body requirements and stress conditions to achieve optimal structural performance and economic benefits.

[0072] According to one embodiment of the present invention, a base frame cross beam 138 is arranged between the base frame side beams 118, an end cross beam 140 is arranged at the end of the base frame side beam 118, a first longitudinal diagonal beam 142 is arranged between the base frame cross beam 138 and the end cross beam 140, and a second longitudinal diagonal beam 144 is arranged between the end cross beam 140 and the end wall assembly 106.

[0073] See also Figure 2In this embodiment of the present invention, the underframe structure has been further strengthened and optimized. By adding underframe crossbeams 138, end crossbeams 140, and first and second longitudinal diagonal beams 142 and 144, a more stable and efficient force transmission network is formed. This design not only improves the overall rigidity and load-bearing capacity of the underframe, but also optimizes the force transmission path, enhancing the overall stability of the vehicle body.

[0074] The chassis cross beams 138 are horizontal beam structures connected between the chassis side beams 118. Together with the chassis side beams 118, they form the main load-bearing framework of the chassis. The provision of the chassis cross beams 138 enhances the lateral rigidity of the chassis, allowing the chassis to maintain a stable shape when subjected to lateral loads.

[0075] End crossbeams 140 are located at the ends of chassis side beams 118. These crossbeams not only strengthen the chassis end structure but also provide a foundation for subsequent connections and force transmission. Together with chassis side beams 118 and chassis crossbeams 138, end crossbeams 140 form a closed rectangular or trapezoidal structure, further enhancing the chassis' load-bearing capacity and stability.

[0076] First longitudinal diagonal beams 142 are positioned between the chassis crossbeams 138 and the end crossbeams 140. These diagonal beams are connected at angles between the crossbeams, forming a support system similar to a truss structure. The primary function of the first longitudinal diagonal beams 142 is to withstand and transmit longitudinal forces. They effectively transfer forces from the chassis crossbeams 138 to the end crossbeams 140 and distribute them throughout the chassis structure.

[0077] Second longitudinal diagonal beams 144 are positioned between the end crossbeams 140 and the end wall assemblies 106. These diagonal beams further strengthen the connection between the chassis and the end wall and optimize the force transfer path. Second longitudinal diagonal beams 144 transfer the forces exerted on the end wall assemblies 106 to the end crossbeams 140, where they are then distributed throughout the chassis structure via first longitudinal diagonal beams 142 and chassis crossbeams 138.

[0078] The arrangement of the underframe crossbeam 138, end crossbeams 140, and first and second longitudinal diagonal beams 142 and 144 significantly enhances the overall rigidity and load-bearing capacity of the underframe. Together, these structures form a stable load-bearing framework, enabling the underframe to maintain stable shape and performance under various loads. The design of the first and second longitudinal diagonal beams 142 and 144 optimizes the force transmission path. They effectively transfer force from one part of the underframe to another and distribute it throughout the entire underframe structure, thereby reducing localized stress concentrations. The optimized design of the entire underframe structure enhances the overall stability of the vehicle. Both lateral and longitudinal forces are effectively transmitted and distributed through the various components of the underframe structure, ensuring the vehicle maintains a stable posture during driving. This design approach provides greater flexibility in vehicle design. Designers can flexibly adjust parameters such as the number, location, and dimensions of the underframe crossbeam 138, end crossbeams 140, and diagonal beams based on the actual vehicle requirements and load conditions to achieve optimal structural performance and economic benefits.

[0079] According to one embodiment of the present invention, the end wall assembly 106 includes an end wall beam 146, a second longitudinal inclined beam 144 is connected between the end beam 140 and the end wall beam 146, and a hinged mounting seat 148 is integrally formed on the side of the end wall beam 146 facing away from the second longitudinal inclined beam 144.

[0080] See also Figure 2 In this embodiment of the present invention, the design of the end wall assembly 106 is further refined and optimized, especially by introducing the connection between the end wall beam 146 and the second longitudinal diagonal beam 144, and the hinged mounting seat 148 integrally formed on the end wall beam 146, which not only enhances the structural strength of the end wall assembly 106, but also improves its connection convenience with other components and overall stability.

[0081] End wall crossbeam 146 is a key component of end wall assembly 106. It spans the width of the end wall and provides important support for the end wall. The strength and rigidity of end wall crossbeam 146 must meet the various load requirements of the end wall, ensuring stability and safety during vehicle operation.

[0082] Second longitudinal diagonal beams 144 connect between end beams 140 and end wall beams 146, forming a stable triangular support structure. This design not only strengthens the connection between the end wall and the chassis but also optimizes the force transmission path, allowing the end wall to more effectively distribute the longitudinal force to the chassis structure.

[0083] A hinged mounting bracket 148 is integrally formed on the side of the end wall crossbeam 146 facing away from the second longitudinal diagonal beam 144. The design of this mounting bracket takes into account the connection requirements of the end wall assembly 106 and other components. The integral molding method improves the strength and precision of the mounting bracket, simplifies the installation process, and improves assembly efficiency.

[0084] The combined use of the end wall crossbeam 146 and the second longitudinal diagonal beam 144 significantly enhances the structural strength of the end wall assembly 106. This design enables the end wall to maintain a stable shape and performance when subjected to various loads, thereby improving the overall safety of the vehicle. The design of the second longitudinal diagonal beam 144 optimizes the force transmission path, enabling the end wall to more effectively disperse the force to the chassis structure when subjected to longitudinal force, thereby reducing the phenomenon of local stress concentration. The one-piece articulated mounting seat 148 facilitates the connection between the end wall assembly 106 and other components. This design not only simplifies the installation process, but also improves the accuracy and reliability of the connection, reducing the difficulty of subsequent maintenance and replacement. The optimized design of the entire end wall assembly 106 enhances the overall stability of the vehicle body. Both the strength of the end wall itself and the strength of the connection with other components have been significantly enhanced, enabling the vehicle to better cope with various complex working conditions during driving.

[0085] A second embodiment of the present invention provides a vehicle, including a driver's cab 128 and the above-mentioned vehicle body structure, wherein the driver's cab 128 shares the chassis assembly 116 of the vehicle body.

[0086] In the vehicle provided by the second embodiment of the present invention, the driver's cab 128 and the vehicle body structure share a chassis assembly 116, resulting in a more integrated design for the entire vehicle. This design not only reduces the number of components, but also lowers production costs and complexity, while also improving the vehicle's overall integrity and aesthetics. Because the driver's cab 128 and the vehicle body structure share the chassis assembly 116, the center of gravity of the entire vehicle is more optimally distributed, significantly enhancing structural stability. This helps maintain vehicle stability during driving, reduces bumps and shakes, and enhances the passenger experience. The seamless connection between the driver's cab 128 and the vehicle body structure reduces unnecessary space waste and allows for more efficient utilization of the vehicle's interior space. This helps increase the vehicle's passenger or cargo capacity to meet diverse usage needs. The shared chassis assembly 116 design reduces component diversity, lowering procurement, storage, and assembly costs during production. Furthermore, the integrated design simplifies the production process, improving production efficiency. The close integration of the driver's cab 128 and the vehicle body structure enhances the driving and riding experience. The driver can focus more on driving, while passengers enjoy a smoother and more comfortable ride. In addition, the overall performance and safety of the vehicle are also guaranteed.

[0087] According to one embodiment of the present invention, the driver's cab 128 includes a front side beam 150, a first connecting column 154 and a second connecting column 156; the two ends of the front side beam 150 are connected between the chassis side beam 118 and the anti-collision column 152; the first end of the first connecting column 154 and the first end of the second connecting column 156 are connected to the end angle column 108, the second end of the first connecting column 154 is connected to the front side beam 150, and the second end of the second connecting column 156 is connected to the anti-collision column 152.

[0088] See also Figure 1 In this embodiment of the present invention, the structural design of cab 128 has been meticulously optimized. In particular, the front side beams 150, first connecting columns 154, second connecting columns 156, and their connections to the chassis side beams 118, anti-collision columns 152, and end corner columns 108 form a stable and efficient cab 128 framework. This design not only enhances the structural strength of cab 128 but also ensures its stability and safety under complex operating conditions.

[0089] The front side beam 150 is a key component at the front of the cab 128. It spans the width of the cab 128, with its ends connected between the chassis side beam 118 and the anti-collision column 152. This connection method allows the front side beam 150 to effectively distribute the impact force on the front of the cab 128 to the chassis and anti-collision column 152, thereby improving the overall anti-collision performance of the cab 128.

[0090] A first connecting post 154 and a second connecting post 156 are located on either side of the front of the cab 128, with their first ends connected to the end corner posts 108. The end corner posts 108, serving as key structural supports for the cab 128, are connected to the chassis side rails 118 and the roof side rails 102, providing a stable foundation for the cab 128. The second end of the first connecting post 154 is connected to the front side rail 150, while the second end of the second connecting post 156 is connected to the anti-collision post 152. This dual-post design further enhances the structural strength of the front of the cab 128, enabling it to better withstand impacts from the front.

[0091] The connections between the various components have also been carefully designed. For example, the connections between the front side rail 150, the chassis side rail 118, and the impact column 152 may be welded, bolted, or other high-strength connection methods to ensure stability and reliability. Similarly, the connections between the first and second connecting columns 154, 156, and the end corner column 108, the front side rail 150, and the impact column 152 also need to take into account factors such as structural strength, stability, and ease of assembly.

[0092] By optimizing the connections between the various components of the cab 128, particularly the connections between the front side beams 150, first connecting posts 154, and second connecting posts 156 and the underframe side beams 118, anti-collision posts 152, and end corner posts 108, the structural strength of the cab 128 has been significantly improved. This allows the cab 128 to better maintain its integrity in the event of external impacts, providing a safe driving environment for the driver. The dual-post connection design employed in the front portion of the cab 128 not only enhances structural strength but also strengthens its stability. This design effectively reduces vibration and swaying in the cab 128 during driving, improving driving comfort and safety. The combination of the front side beams 150 and anti-collision posts 152, along with the support provided by the first and second connecting posts 154 and 156, ensures that the front portion of the cab 128 possesses excellent crash resistance. In the event of a collision, these components can collectively absorb the impact force and distribute it throughout the vehicle structure, mitigating any injuries to the driver. The connections between the various components are designed to be both stable and easy to assemble and maintain. This not only improves production efficiency and reduces manufacturing costs, but also facilitates subsequent maintenance and replacement work.

[0093] According to one embodiment of the present invention, along the length direction of the roof side rail 102 , the first connecting post 154 , the second connecting post 156 and the roof side rail 102 form a second longitudinal force transmission path.

[0094] In this embodiment of the present invention, the layout of the roof rail 102, the first connecting pillar 154, and the second connecting pillar 156 is cleverly designed to form a second longitudinal force transmission path. This design not only optimizes the force transmission structure of the vehicle body, but also improves the overall rigidity and safety of the vehicle body.

[0095] Along the length of the roof side rail 102, the first connecting post 154, the second connecting post 156 and the roof side rail 102 together form a longitudinal force transmission path. This path is one of the important force transmission channels in the vehicle body structure, which can effectively transfer the longitudinal force from the front of the vehicle body to the rear or other related structural components.

[0096] First and second connecting posts 154, 156 serve as support points for this force transmission path. Not only do they possess high strength and rigidity, they also work in conjunction with roof rail 102 to resist impact forces or longitudinal forces from the front of the vehicle. When these forces act on the front of cab 128, they are transmitted through first and second connecting posts 154, 156 to roof rail 102 and then rearward along roof rail 102, ultimately distributing and balancing the forces.

[0097] By forming a second longitudinal force transmission path, embodiments of the present invention optimize the vehicle's force transmission structure. This design allows longitudinal forces to be more smoothly and efficiently distributed throughout the vehicle structure during transmission, reducing localized stress concentrations and thereby improving the vehicle's overall rigidity and safety.

[0098] The formation of the second longitudinal force transmission path significantly improves the force transmission efficiency of the vehicle body. It enables the longitudinal force to be transmitted to the target component more quickly and effectively dispersed throughout the entire vehicle body structure, thereby improving the overall performance of the vehicle body. The synergistic effect between the first connecting column 154, the second connecting column 156 and the roof side rail 102 enhances the structural rigidity of the vehicle body. Together, they form a stable support system that enables the vehicle body to maintain a stable shape and performance when subjected to longitudinal forces. The optimized force transmission structure improves the safety of the vehicle body. In the event of an accident such as a collision, the second longitudinal force transmission path can effectively disperse the impact force throughout the entire vehicle body structure, reducing damage to the driver and passengers. This design also reflects in-depth consideration of the optimization of the vehicle body structure. By rationally arranging the various components and making full use of the synergy between them, the overall improvement of the vehicle body performance is achieved.

[0099] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A vehicle body structure, characterized in that: include: A roof assembly (100) comprises a pair of roof side beams (102) and a roof curved beam (104) connected between the pair of roof side beams (102); An end wall assembly (106) includes a pair of end corner columns (108) and an end wall panel (110) connected to the pair of end corner columns (108), the roof side beam (102) is slidably mounted on the end corner columns (108), and the roof curved beam (104) is slidably mounted on the end wall panel (110); A side wall assembly (112) includes a pair of side wall edge beams (114), wherein the pair of side wall edge beams (114) are slidably mounted on the end corner columns (108); The chassis assembly (116) includes a pair of chassis side beams (118) and a floor (120) laid on the pair of chassis side beams (118).

2. The vehicle body structure according to claim 1, characterized in that: The chassis side beam (118) includes a first beam body (122) and a second beam body (124), and the side wall assembly (112) includes a door column (126). The two ends of the first beam body (122) are connected between the door column (126) and the driver's cab (128), and the second beam body (124) is connected to the bottom end of the door column (126). Along the height direction, the connection position of the first beam body (122) and the door column (126) and the connection position of the second beam body (124) and the door column (126) are staggered.

3. The vehicle body structure according to claim 2, characterized in that: An oblique reinforcement beam (130) is provided between the second beam body (124) and the first beam body (122), and a reinforcement beam (132) is provided between the end of the second beam body (124) and the oblique reinforcement beam (130).

4. The vehicle body structure according to claim 3, characterized in that: Along the length direction of the chassis side beam (118), the first beam body (122), the oblique reinforcement beam (130), the second beam body (124) and the side wall side beam (114) form a first longitudinal force transmission path.

5. The vehicle body structure according to claim 2, wherein: between the side wall edge beam (114) and the first beam body (122); and / or, A force transmission beam (134) is provided between the side wall edge beam (114) and the second beam body (124).

6. The vehicle body structure according to claim 5, characterized in that: The side wall assembly (112) further includes a side wall column (136), wherein the side wall column (136) is connected between the chassis side beam (118) and the roof side beam (102), and the side wall column (136) and the side wall side beam (114) are arranged to intersect each other, and at least part of the end of the force transmission beam (134) is connected to the intersection of the side wall column (136) and the side wall side beam (114).

7. The vehicle body structure according to any one of claims 1 to 6, characterized in that: A base frame cross beam (138) is provided between the base frame side beams (118), an end cross beam (140) is provided at the end of the base frame side beam (118), a first longitudinal diagonal beam (142) is provided between the base frame cross beam (138) and the end cross beam (140), and a second longitudinal diagonal beam (144) is provided between the end cross beam (140) and the end wall assembly (106).

8. The vehicle body structure according to claim 7, characterized in that: The end wall assembly (106) includes an end wall beam (146), the second longitudinal inclined beam (144) is connected between the end beam (140) and the end wall beam (146), and a hinged mounting seat (148) is integrally formed on a side of the end wall beam (146) facing away from the second longitudinal inclined beam (144).

9. A vehicle, characterized in that: The invention comprises a driver's cab (128) and a vehicle body structure according to any one of claims 1 to 8, wherein the driver's cab (128) shares the underframe assembly (116) of the vehicle body.

10. The vehicle according to claim 9, characterized in that The driver's cab (128) includes: A front side beam (150), with both ends of the front side beam (150) connected between the chassis side beam (118) and the anti-collision column (152); A first connecting column (154) and a second connecting column (156), wherein a first end of the first connecting column (154) and a first end of the second connecting column (156) are connected to the end corner column (108), a second end of the first connecting column (154) is connected to the front side beam (150), and a second end of the second connecting column (156) is connected to the anti-collision column (152).

11. The vehicle according to claim 10, characterized in that Along the length direction of the roof side beam (102), the first connecting column (154), the second connecting column (156) and the roof side beam (102) form a second longitudinal force transmission path.

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