Vehicle body structure and vehicle

Abstract

The invention belongs to the technical field of vehicles, and discloses a vehicle body structure and a vehicle, the vehicle body structure comprises a roof side rail assembly, the roof side rail assembly is connected with a column, the roof side rail assembly comprises at least two connecting parts, the two connecting parts are connected with a front longitudinal beam, and the two connecting parts are connected with a rear longitudinal beam; the two connecting parts connected with the front longitudinal beam are arranged in the height direction of the vehicle in a spaced mode. According to the vehicle body structure, the upper edge beam assembly is adopted to replace an original cabin edge beam structure, the two connecting parts connected with the front longitudinal beam in the front of the vehicle and the two connecting parts are arranged at intervals in the height direction, the force transmission area of the vehicle body structure in the height direction and the width direction is increased, and the collision force of the vehicle body structure resisting the front face and the front side face is improved; the front collision force and the side collision force of the vehicle are transmitted to the column a through the upper edge beam assembly and the front longitudinal beam, the collision invasion amount of a passenger compartment is reduced, and the life safety of passengers is guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicles, and in particular relates to a vehicle body structure and a vehicle. Background Art

[0002] At present, in most traditional vehicle models, the existing cabin side beam structure has poor resistance to the vehicle's frontal collision force, which can easily damage the vehicle body structure and affect the safety of passengers in the vehicle. Summary of the invention

[0003] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide a vehicle body structure and a vehicle.

[0004] A first aspect of the present invention provides a vehicle body structure, comprising: an upper side beam assembly, wherein the upper side beam assembly is connected to an A-pillar, the upper side beam assembly comprises at least two connecting portions, wherein two connecting portions are respectively connected to a front longitudinal beam, and the two connecting portions connected to the front longitudinal beam are spaced apart in a height direction of the vehicle.

[0005] In addition, the vehicle body structure of the present invention may also have the following additional technical features:

[0006] Preferably, the two connection parts connected to the front longitudinal beam are respectively a second connection part and a third connection part, and the second connection part and the third connection part are arranged at intervals along the front-rear direction of the vehicle.

[0007] Preferably, the upper side beam assembly further includes a main body portion, the main body portion is connected to the A-pillar, and the main body portion is connected to the front longitudinal beam via the second connecting portion and the third connecting portion, respectively.

[0008] Preferably, the vehicle body structure further comprises a pillar extending in the vehicle height direction, wherein the pillar is connected to the front longitudinal beam;

[0009] One end of the second connection portion away from the main body is connected to the column.

[0010] Preferably, the two upright posts are spaced apart in the width direction of the vehicle, and a first cross beam is connected between the two upright posts.

[0011] Preferably, the upper side beam assembly is connected to the front wheel housing.

[0012] Preferably, the roof rail assembly further includes a first connecting portion, and two ends of the first connecting portion are respectively connected to the front wheel cover and the main body.

[0013] Preferably, the first connection portion, the second connection portion and the third connection portion are arranged at intervals along a height direction of the vehicle.

[0014] Preferably, the first connection portion, the second connection portion and the third connection portion are arranged at intervals along the front-rear direction of the vehicle.

[0015] Preferably, the upper side beam assembly further includes: at least one fender mounting frame, the fender mounting frame being connected to at least one of the main body, the first connecting portion, and the second connecting portion; and a mounting portion being arranged on the fender mounting frame, the mounting portion being used for mounting the fender.

[0016] Preferably, the front wheel cover is connected to the front panel.

[0017] Preferably, a cavity structure is provided on the front panel, and the projection of the front wheel cover in the front-rear direction of the vehicle is at least partially overlapped and connected with the projection of the cavity structure in the front-rear direction of the vehicle.

[0018] Preferably, a reinforcement portion is provided in the cavity structure.

[0019] Preferably, the two front wheel covers are spaced apart in the width direction of the vehicle, and a second cross beam is connected between the two front wheel covers.

[0020] A second aspect of the present invention provides a vehicle, wherein the vehicle comprises the vehicle body structure described in any embodiment of the present application.

[0021] Preferably, the upper side beam assembly includes at least one fender mounting frame, a mounting portion is provided on the fender mounting frame, and a fender is mounted on the mounting portion.

[0022] In the vehicle body structure provided by the present invention, an upper side beam assembly is adopted to replace the original engine room side beam structure, and two connecting parts connected to the front longitudinal beam are utilized to increase the distance between the upper side beam assembly and the front longitudinal beam along the vehicle width direction, thereby increasing the force transmission area in the width direction of the vehicle body structure; and the two connecting parts connected to the front longitudinal beam are arranged at intervals along the height direction of the vehicle, thereby increasing the force transmission area in the height direction of the vehicle; the upper side beam assembly is respectively connected to the front longitudinal beam and the A-pillar, and the vehicle's frontal collision force and side collision force are transmitted to the A-pillar through the upper side beam assembly and the front longitudinal beam, thereby improving the vehicle's resistance to small offset collisions, reducing the collision intrusion amount of the passenger compartment, and ensuring the safety of passengers. The vehicle is suitable for vehicles with low styling and large tire handling performance requirements, such as ultra-low styling sports cars, and meets the stiffness performance requirements of ultra-low styling sports cars. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0024] Figure 1 A top view of the vehicle body structure provided in an embodiment of the present application;

[0025] Figure 2 A schematic diagram of a structure in which the cabin side beams are removed from both sides of the front cabin provided in an embodiment of the present application;

[0026] Figure 3 A schematic diagram of the structure of the upper rail assembly provided in an embodiment of the present application;

[0027] Figure 4 A bottom view of the connection between the roof rail assembly structure and the vehicle body structure provided in an embodiment of the present application;

[0028] Figure 5 A top view of the connection between the roof rail assembly structure and the vehicle body structure provided in an embodiment of the present application;

[0029] Figure 6 A schematic diagram of the connection between the front wheel cover, the fender mounting member and the main body provided in an embodiment of the present application;

[0030] Figure 7 for Figure 6 Schematic diagram of section A (or X direction) in;

[0031] Figure 8 for Figure 6 Schematic diagram of section B (or Y direction);

[0032] Fig. 9 for Figure 6 Schematic diagram of the middle section C (or Z);

[0033] Fig.10 A schematic diagram of the Z-direction cavity structure at the rear of the shock absorber provided in an embodiment of the present application;

[0034] Fig.11 An overall schematic diagram of the rear cavity structure of the shock absorber provided in an embodiment of the present application;

[0035] Fig.12 A schematic diagram of the connection between the second cross beam and the front wheel housing provided in an embodiment of the present application;

[0036] Fig.13 Schematic diagram of the Z-direction connection between the shock absorber, support member and front wheel cover provided in an embodiment of the present application.

[0037] In the above picture:

[0038] 100 body structure; 110 front longitudinal beam; 111 energy absorption box;

[0039] 112 shock absorber; 112a first mounting point; 112b second mounting point; 112c third mounting point;

[0040] 113 front wheel cover; 113a fourth mounting point; 113b fifth mounting point; 113c sixth mounting point; 113d seventh mounting point;

[0041] 114 support member; 114a first mounting hole; 114b second mounting hole; 114c third mounting hole; 114d fourth mounting hole; 114e fifth mounting hole; 114f sixth mounting hole; 114g seventh mounting hole;

[0042] 115 fender mounting member; 1151 sealing cavity; 116 upright column; 1161 first cross beam; 117 side outer panel; 118 a column;

[0043] 120 upper side rail assembly; 121 main body; 1211 fender mounting frame; 1212 mounting portion; 122 first connecting portion; 123 second connecting portion; 1231 first connecting plate; 124 third connecting member; 1241 second connecting plate;

[0044] 130 cavity structure; 131 front wall lower plate; 132 front longitudinal beam rear support plate; 133 floor; 134 front wall plate; 135 bolt;

[0045] 140 second cross beam; 141 third connecting plate; 141a first screw connection point; 141b second screw connection point; 141c third screw connection point.

[0046] 150 front wall reinforcement plate; 151 front wall cavity;

[0047] 160: side panel inner plate; 161: side panel cavity. DETAILED DESCRIPTION

[0048] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It should also be noted that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0049] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0050] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "said" and "the" used in this application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in this article refers to and includes any or all possible combinations of one or more associated listed items.

[0051] Unless the context requires otherwise, throughout the specification and claims, the term "comprising" is to be construed in an open, inclusive sense, ie, meaning "including, but not limited to."

[0052] In the description of the specification, the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example" or "some examples" are intended to indicate that a specific feature, structure, material or characteristic associated with the embodiment or example is included in at least one embodiment or example of the present disclosure. The schematic representation of the above terms does not necessarily refer to the same embodiment or example. In addition, the specific features, structures, materials or characteristics may be included in any one or more embodiments or examples in any appropriate manner.

[0053] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present disclosure, unless otherwise specified, "plurality" means two or more.

[0054] Vehicle lightweighting is the core technology and important development direction of the vehicle industry. It has become the development strategy of the national manufacturing industry. It refers to reducing the weight of the vehicle without reducing the safety, reliability, comfort and cost control of the vehicle, thereby improving the power economy of the vehicle. With the implementation of the national carbon neutrality energy conservation and emission reduction policy, the future development direction of vehicles must be full electrification. However, since the battery energy density is much lower than that of fuel, in order to achieve a range comparable to that of fuel vehicles, the battery weight generally needs to be increased to more than 500kg, accounting for about 20-30% of the vehicle weight. Therefore, the demand for lightweighting of new energy vehicles, especially pure electric vehicles with long range, is more urgent.

[0055] As one of the five major components of a vehicle, the body-in-white (BIW) accounts for about a quarter of the vehicle's weight. By reducing the weight of the BIW, the vehicle can be lightweight. Usually, the weight reduction of the BIW can be achieved through material replacement, structural optimization, process optimization, etc., such as by using ultra-high-strength steel, hot-formed steel, aluminum alloy, plastic, and reinforced composite materials. Among them, carbon fiber composite materials (CFRP) have the advantages of high specific strength (more than 5 times that of steel), large design freedom, corrosion resistance, and fatigue resistance. Replacing the steel body with it can ultimately achieve a weight reduction of about 40%-50%. However, the current domestic research on carbon fiber composite materials for vehicle bodies mainly focuses on the application of individual components, such as hoods, roofs, and other covering parts. There is little in-depth research on the application of carbon fiber composite materials in vehicle body structure assemblies, and mass production is a long way to go.

[0056] As we all know, there is no precedent for the development of new energy sports cars in the industry. First of all, sports cars require ultra-high performance, so new breakthroughs are needed in the body structure to meet higher performance and lighter weight. The existing body structure is generally in the form of traditional metal, which is difficult to meet the high performance requirements of sports cars. Secondly, the extreme driving performance of sports cars is relatively common. If driving comfort needs to be integrated, such as configuring air suspension, it will be a huge challenge. At the same time, people's demand for vehicle safety performance is also getting higher and higher, especially the star rating and C-IASI testing projects that have emerged in China, which are basically unable to be met by previous sports car models.

[0057] Of course, sports cars also need to meet certain styling and appearance requirements, such as being lower than traditional passenger cars, and having a lower and more avant-garde front end. However, for new energy vehicles, especially pure electric models, three-electric systems such as powertrain (battery pack), motor and electronic control are indispensable. At the same time, the volume and performance of these systems have a certain positive correlation; for example, if you want to achieve ultra-high vehicle horsepower or power, you need to arrange more motors, and if you want to achieve ultra-long battery life, you need to arrange more battery pack modules. All of the above put forward more requirements on the body structure of pure electric sports cars.

[0058] The current development of the vehicle industry is moving towards short cycles and cost-effectiveness, which requires faster iteration of new models and faster reduction of R&D costs. For sports cars, a more direct way is to borrow traditional passenger car parts. However, this measure will bring many problems such as vehicle layout, collision safety strategy, and configuration distribution.

[0059] At present, in most traditional models, the front wheel cover and the front panel are relatively far apart, and there will be a front wheel cover rear connecting plate at the rear of the front wheel cover to connect the front panel and the front wheel cover, so as to reduce the road noise from the suspension to the passenger compartment; on the outside of the front wheel cover, a cabin side beam structure is generally designed to form a force transmission path on the upper part of the cabin. This structure can not only reduce the intrusion into the passenger compartment during a collision and improve the safety of the vehicle, but also improve the torsional stiffness of the whole vehicle, and provide a mounting structure for fenders, body accessories, etc. However, for some low-profile vehicles such as sports cars, due to the low cabin shape, in order to meet the requirements of pedestrian protection and the large tire handling performance of sports cars, the installation space of the cabin side beam structure is severely squeezed, resulting in the inability to install the cabin side beam structure in the vehicle, resulting in the inability to form an effective force transmission path, reducing the passenger experience, and also unable to install accessory structures such as fenders, affecting the vehicle's performance.

[0060] In addition, the existing cabin side beam structure is mainly a support rod that is bent and tilted, the front end of the support rod is directly connected to the front longitudinal beam, and the rear end of the support rod is directly connected to the front wheel cover and the A-pillar. Therefore, the distance between the front end of the support rod and the front longitudinal beam along the width direction of the vehicle is relatively narrow, making the force-bearing area of ​​the front part of the vehicle in the vehicle direction relatively small, and no force buffering structure is provided in the height direction of the front part of the vehicle, resulting in poor ability of the vehicle to resist frontal collision force, which is easy to damage the vehicle body structure and affect the safety of passengers in the vehicle.

[0061] In order to solve at least part of the above technical problems, in the first aspect of the embodiment of the present application, reference is made to Figures 1 to 6 The vehicle body structure includes: an upper side beam assembly 120, the upper side beam assembly 120 is connected to the A-pillar 118, the upper side beam assembly 120 includes at least two connecting parts, two of which are respectively connected to the front longitudinal beam 110, and the two connecting parts connected to the front longitudinal beam 110 are spaced apart along the height direction of the vehicle.

[0062] Specifically, a three-dimensional coordinate system is established with the position of the driver in the cockpit as the origin, the direction of the front and rear of the vehicle (i.e., the front and rear directions of the vehicle) as the X direction in the three-dimensional coordinate system, the direction of the left front wheel and the right front wheel of the vehicle (i.e., the width direction of the vehicle) as the Y direction in the three-dimensional coordinate system, and the direction of the roof and bottom of the vehicle (i.e., the height direction of the vehicle) as the Z direction in the three-dimensional coordinate system, wherein the direction indicated by the arrow in the X direction is the rear direction of the vehicle, the direction indicated by the arrow in the Y direction is the right direction, and the direction indicated by the arrow in the Z direction is the roof direction.

[0063] The various components of the vehicle body structure 100 at the front position are symmetrically arranged along the Y direction. The embodiment of the present application takes the upper side beam assembly 120 at the left front of the vehicle as an example to illustrate the vehicle body structure provided by the embodiment of the present application. The specific structure of the upper side beam assembly 120 at the right front of the vehicle and the connection relationship between the upper side beam assembly 120 and the corresponding front longitudinal beam 110 and the A-pillar 118 are the same as those of the upper side beam assembly 120 at the left front of the vehicle, and the present application will not repeat them. The details are as follows:

[0064] The vehicle body structure 100 has a front longitudinal beam 110 at the left front, and the extension direction of the front longitudinal beam 110 is parallel to the X direction. The vehicle body structure 100 generally has an A-pillar 118, which is a pillar on both sides of the vehicle's front windshield, connecting the two front doors and the engine compartment of the vehicle.

[0065] In the embodiment of the present application, an upper side beam assembly 120 is adopted to replace the original cabin side beam structure. The upper side beam assembly 120 includes at least two connecting parts, wherein the two connecting parts are respectively connected to the front longitudinal beam 110, that is, the upper side beam assembly 120 is respectively connected to the front longitudinal beam 110 through the two connecting parts, thereby increasing the distance between the upper side beam assembly 120 and the front longitudinal beam 110 along the width direction of the vehicle, thereby increasing the force transmission area in the width direction of the vehicle body structure; and the two connecting parts connected to the front longitudinal beam 110 are spaced apart along the height direction of the vehicle, thereby increasing the force transmission area in the height direction of the vehicle, thereby improving the vehicle's resistance to collision, reducing the collision intrusion into the passenger compartment, and improving the safety of passengers in the vehicle.

[0066] The upper side beam assembly 120 is connected to the front longitudinal beam 110 and the A-pillar 118 respectively. The frontal collision force and the side collision force of the vehicle are transmitted to the A-pillar 118 through the upper side beam assembly 120 and the front longitudinal beam 110, thereby improving the vehicle's resistance to small offset collisions, reducing the collision intrusion into the passenger compartment, and ensuring the safety of passengers.

[0067] The body structure provided in the embodiment of the present application has been successfully applied in the first body structure design that is about to be mass-produced. By utilizing two connecting parts connecting the front of the vehicle and the front longitudinal beam 110, and the two connecting parts being spaced apart in the height direction, the force transmission area of ​​the body structure in the height direction and the width direction is increased, and the body structure can be improved in coping with the frontal and front side collision forces, and the collision intrusion amount of the passenger compartment is reduced. It is suitable for vehicles with low styling and large tire handling performance requirements, such as ultra-low styling sports cars, and meets the stiffness performance requirements of ultra-low styling sports cars.

[0068] In some embodiments, Figures 1 to 6 As shown, the two connection parts connected to the front longitudinal beam 110 are respectively a second connection part 123 and a third connection part 124 , and the second connection part 123 and the third connection part 124 are arranged at intervals along the front-rear direction of the vehicle.

[0069] Specifically, the second connection portion 123 and the third connection portion 124 are arranged at intervals along the front-rear direction of the vehicle, thereby increasing the force transmission area of ​​the vehicle body structure in the front-rear direction and improving the rigidity performance of the vehicle body structure.

[0070] In some embodiments, Figure 4 As shown, in the height direction of the vehicle, the second connection portion 123 , the third connection portion 124 and the front longitudinal beam 110 are sequentially spaced from high to low.

[0071] Specifically, the second connection portion 123 and the third connection portion 124 are both connected to the front longitudinal beam 110, and the second connection portion 123 and the third connection portion 124 are both higher than the front longitudinal beam 110, so that the body structure 100 can not only transmit the force of the front longitudinal beam 110, but also transmit the force higher than the front longitudinal beam 110, further increasing the force transmission area in the vehicle height direction.

[0072] In some embodiments, Figure 4 As shown, the upper side beam assembly 120 further includes a main body portion 121 , and the main body portion 121 is connected to the A-pillar 118 , and the main body portion 121 is connected to the front longitudinal beam 110 via the second connection portion 123 and the third connection portion 124 .

[0073] Specifically, a main body 121 is provided above the front wheel of the vehicle body structure 100. The main body 121 is an arc-shaped connecting rod extending in the front-rear direction of the vehicle. The curvature of the main body 121 is determined according to the installation space above the front wheel of the vehicle body structure 100. The rear end of the main body 121 is directly connected to the A-pillar 118, and the front end of the main body 121 is respectively connected to a second connection part 123 and a third connection part 124 provided in the vehicle width direction. The second connection part 123 and the third connection part 124 are both connected to the front longitudinal beam 110.

[0074] The distance between the main body 121 and the front longitudinal beam 110 along the vehicle width direction can be increased by the second connection part 123 and the third connection part 124, thereby increasing the force-bearing area in the width direction of the vehicle body structure. The second connection part 123, the third connection part 124 and the front longitudinal beam 110 are arranged in sequence from high to low, thereby increasing the force transmission area of ​​the front part of the vehicle body structure along the height direction, thereby increasing the overall rigidity of the vehicle body structure.

[0075] In some embodiments, Figure 4 As shown, the vehicle body structure further includes a pillar 116 extending in the vehicle height direction, and the pillar 116 is connected to the front longitudinal beam 110;

[0076] One end of the second connection portion 123 away from the main body 121 is connected to the column 116 .

[0077] Specifically, the front portion of the vehicle body structure 100 has a column 116 extending in the vehicle height direction (i.e., Z direction), and the column 116 is connected to the front longitudinal beam 110. The column 116 and the front longitudinal beam 110 are mutually reinforcing force transmission structures, thereby increasing the force transmission area in the vehicle width direction. The second connecting portion 123 is a transverse connecting rod arranged in the vehicle width direction, and the two ends of the second connecting portion 123 are respectively connected to the column 116 and the main body 121.

[0078] It should be noted that a through hole extending in the front-rear direction of the vehicle is provided on the column 116, and part of the energy absorption box 111 and part of the front longitudinal beam 110 are connected to the column 116 through the through hole, that is, the energy absorption box 111 and the front longitudinal beam 110 are both connected to the column 116, and the energy absorption box 111 is also connected to the front longitudinal beam 110. Among them, the energy absorption box 111 is an important energy absorption device in the vehicle bumper system, installed between the cross beam and the frame longitudinal beam, and is easy to fold and deform during a collision, which can effectively absorb the low-speed collision energy of the vehicle and minimize the damage to the vehicle body longitudinal beam caused by the impact force.

[0079] The second connection part 123 is a transverse connecting rod arranged along the width direction of the vehicle, and the two ends of the second connection part 123 are respectively connected to the main body 121 and the pillar 116. The third connection part 124 is a transverse connecting rod arranged along the width direction of the vehicle, and the two ends of the third connection part 124 are respectively connected to the energy absorption box 111 and the main body 121. The third connection part 124 and the second connection part 123 are arranged at intervals along the height direction of the vehicle, so that the vehicle body structure 100 can transmit not only the force of the front longitudinal beam 110, but also the force higher than the front longitudinal beam 110, further increasing the force transmission area in the height direction of the vehicle.

[0080] In some embodiments, Figure 2 and Figure 5 As shown, the two upright posts 116 are spaced apart in the width direction of the vehicle, and a first cross beam 1161 is connected between the two upright posts 116 .

[0081] Specifically, two pillars 116 are arranged at intervals along the width direction at the front of the vehicle, and a first cross beam 1161 is detachably connected between the two pillars 116, that is, both ends of the first cross beam 1161 are respectively connected to the two pillars 116, and the connection can be made by screwing, riveting, etc., and the first cross beam 1161 increases the force transmission area of ​​the body structure 100 in the width direction of the vehicle, thereby improving the rigidity of the body structure 100.

[0082] In some embodiments, Figures 1 to 6 As shown, the roof rail assembly 120 is connected to the front wheel housing 113 .

[0083] Specifically, the vehicle body structure 100 has a shock absorber 112 at the left wheel position, and the shock absorber 112 has a front wheel cover 113 above the Z direction. The upper side beam assembly 120 is connected to the front wheel cover 113. The frontal collision force of the vehicle can be transmitted to the upper side beam assembly 120 through the front longitudinal beam 110, and then transmitted to the front wheel cover 113 and the A-pillar through the upper side beam assembly 120; the side collision force of the vehicle can be transmitted to the front wheel cover 113 and the A-pillar through the upper side beam assembly 120; the top collision force of the vehicle is transmitted to the upper side beam assembly 120 and the A-pillar through the front wheel cover 113.

[0084] In this example, the upper side beam assembly 120 and the front wheel cover 113 are mutually reinforcing structures. Through the cooperation of the upper side beam assembly 120, the front wheel cover 113 and the A-pillar, the force transmission effect of the vehicle body structure 100 can be improved, the collision energy of the vehicle can be effectively absorbed, and the damage to the vehicle body structure 100 caused by the collision force can be minimized.

[0085] In the embodiment of the present application, part of the main body 121 and the front wheel cover 113 are spaced apart along the width direction of the vehicle (i.e., the Y direction), and the main body 121 and the front wheel cover 113 are force transmission reinforcement structures for each other. The two transmit force together to increase the force transmission area in the width direction of the vehicle.

[0086] It should be noted that one end of the main body 121 close to the front wheel housing 113 is connected to the front wheel housing 113 and the fender mounting member 115 .

[0087] In some embodiments, Figures 6 to 9 As shown, the fender mounting member 115 includes a protrusion with a cavity inside, and the protrusion has a flange. The fender mounting member 115 is buckled on the surface of the front wheel cover 113 through the flange, so that a sealed cavity 1151 is formed between the front wheel cover 113 and the fender mounting member 115;

[0088] The fender mounting member 115 is screwed to the front wheel housing 113 and the main body 121 at the flange.

[0089] Specifically, Figure 6 As shown, the specific connection method of the main body 121, the front wheel cover 113 and the fender mounting member 115 is: the fender mounting member 115 is a protrusion with a cavity inside, and the protrusion has a flange at the edge position. The fender mounting member 115 is buckled on the surface of the front wheel cover 113 along the Z direction through the flange, so that a sealed cavity 1151 is formed between the front wheel cover 113 and the fender mounting member 115, and along the Z direction, the front wheel cover 113, the flange of the fender mounting member 115 and the main body 121 are screwed in sequence.

[0090] Among them, Figure 7 As shown, the cross section of the fender mounting member 115 along the X direction is a "F" shape, the flanges on both sides are glued to the surface of the front wheel cover 113, and a connecting surface of the main body 121 is provided above the outer flange, and the main body 121 is screwed to the fender mounting member 115 and the front wheel cover 113 through a rivet nut. Figure 8 As shown, the cross section of the fender mounting member 115 along the Y direction is a "triangle", and the fender mounting member 115 is buckled on the surface of the front wheel cover 113 to form a cavity located in front of the side outer panel 117. Fig. 9As shown, the cross section of the fender mounting member 115 along the Z direction is a "trapezoidal" shape, and the rear of the fender is integrally connected to the front end of the side wall cavity 161 formed by the side wall outer panel 117 and the side wall inner panel 160. And on the rear side (close to the interior of the vehicle), the front wall cavity 151 formed by the front wall panel 134201 and the front wall reinforcement plate 150 is connected.

[0091] When the front door (or roof) of the vehicle is subjected to load (collision), the load force of the side cavity 161 can be evenly dispersed to the front wheel cover 113 through the sealed cavity 1151 between the fender mounting member 115 and the front wheel cover 113, and the load force on the front wheel cover 113 can be transmitted and dispersed to the A-pillar 118. At the same time, the load force of the side cavity 161 can also be dispersed and transmitted to the upper side beam assembly 120 through the fender mounting member 115, thereby reducing the intrusion amount of the passenger compartment during the collision, thereby ensuring the safety of the passengers.

[0092] When the front part of the vehicle is subjected to load, the energy absorption box 111 plays a partial buffering role. The load force borne by the vehicle is transmitted to the front wheel cover 113 through the upper side beam assembly 120, and then transmitted to the side wall cavity 161 and the front wall cavity 151 and the A-pillar 118 behind the front wheel cover 113 through the front wheel cover 113, thereby reducing the intrusion into the passenger compartment during a collision and ensuring the safety of passengers.

[0093] In some embodiments, Figure 3 and Figure 4 As shown, the roof rail assembly 120 further includes a first connecting portion 122 , and two ends of the first connecting portion 122 are respectively connected to the front wheel housing 113 and the main body 121 .

[0094] Specifically, the first connecting portion 122 is a transverse connecting rod arranged along the width direction of the vehicle. The two ends of the first connecting portion 122 are respectively connected to the front wheel cover 113 and the main body 121. The main body 121, the first connecting portion 122 and the front wheel cover 113 are mutually force transmission reinforcement structures, thereby increasing the force transmission area in the width direction of the vehicle.

[0095] In some embodiments, Figure 4 As shown, the first connection portion 122, the second connection portion 123 and the third connection portion 124 are arranged at intervals along the height direction of the vehicle.

[0096] Specifically, the first connection portion 122 , the second connection portion 123 and the third connection portion 124 are sequentially spaced from high to low, thereby increasing the force transmission area in the height direction of the vehicle body structure and improving the seismic performance of the vehicle body structure.

[0097] In some embodiments, Figure 3 and Figure 4As shown, the first connection portion 122, the second connection portion 123 and the third connection portion 124 are arranged at intervals along the front-rear direction of the vehicle.

[0098] Specifically, the first connection part 122, the second connection part 123 and the third connection part 124 are all fixedly connected to the main body 121, such as by welding, screwing, riveting, etc., preferably by screwing. The first connection part 122, the second connection part 123 and the third connection part 124 are all located on the same side of the main body 121, and the first connection part 122, the second connection part 123 and the third connection part 124 are arranged in sequence from back to front, and the first connection part 122, the second connection part 123 and the third connection part 124 are arranged in sequence from high to low. The main body 121 and the first connection part 122, the second connection part 123 and the third connection part 124 form a category-shaped structure as a whole, which improves the rigidity of the upper side beam assembly 120, increases the force transmission area in the height direction, width direction and front-to-back direction of the vehicle, and thus improves the vehicle's resistance to small offset collisions and reduces the collision intrusion of the passenger compartment.

[0099] Among them, Figure 4 As shown, the second connection part 123 is connected to the column 116 through a first connection plate 1231 arranged along the Z direction, and the first connection plate 1231 is fixedly connected to the column 116. The connection strength between the second connection part 123 and the column 116 is increased by the first connection plate 1231, thereby improving the body structure 100 from resisting external impact forces. The third connection part 124 is connected to the energy absorption box 111 through a second connection plate 1241 arranged along the Z direction, and the second connection plate 1241 is fixedly connected to the energy absorption box 111, thereby further enhancing the body structure 100 from resisting external impact forces. The fixed connection can be fixedly connected by welding, screwing, riveting, etc., preferably screwing, which is convenient for disassembly and installation.

[0100] In some embodiments, Figure 4 As shown, the upper side beam assembly 120 also includes: at least one fender mounting frame 1211, the fender mounting frame 1211 is connected to at least one of the main body 121, the first connecting portion 122, and the second connecting portion 123; a mounting portion 1212 is provided on the fender mounting frame 1211, and the mounting portion 1212 is used to install the fender.

[0101] Specifically, the fender mounting frame 1211 on the upper side beam assembly 120 is directly used to complete the installation of the fender, so that the structure of the fender mounting frame 1211 can be reused, the weight can be reduced, and the purpose of lightweighting the vehicle body structure can be achieved.

[0102] Exemplarily, a plurality of fender mounting brackets 1211 are respectively arranged on one side of the main body 121 opposite to the first connecting portion 122. The plurality of fender mounting brackets 1211 are distributed on one side of the main body 121 along the front-rear direction of the vehicle. A mounting portion 1212 is arranged on each fender mounting bracket 1211. The mounting portion 1212 may be a mounting hole (with a latch installed in the mounting hole) or a screw hole (with a bolt installed in the screw hole). The fender mounting bracket 1211 is mounted with a fender through the mounting portion 1212. The fender and the fender mounting bracket 1211 are detachably connected through the mounting portion 1212, thereby satisfying pedestrian protection and providing a decorative function for the appearance of the vehicle. Exemplarily, as Figure 4 As shown, two fender mounting frames 1211 are arranged on the side of the main body 121 opposite to the first connecting portion 122 , wherein one fender mounting frame 1211 is located between the second connecting portion 123 and the third connecting portion 124 , and the other fender mounting frame 1211 is located between the first connecting portion 121 and the A-pillar 118 .

[0103] For example, Figure 4 As shown, a fender mounting bracket 1211 is provided on the second connecting portion 123 and / or the third connecting portion 124. For example, a mounting portion 1212 is provided in the middle of the second connecting portion 123 and / or the third connecting portion 124. The mounting portion 1212 is a screw hole or a mounting hole. The mounting portion 1212 is used to realize a detachable connection between the fender and the fender mounting bracket 1211. The fender meets the mud guarding requirements of the vehicle.

[0104] In some embodiments, Fig.10 As shown, the front wheel housing 113 and the front panel 134 are connected.

[0105] Specifically, the dash panel 134 of the vehicle refers to the partition between the engine compartment and the vehicle compartment, and the dash panel 134 is connected to the floor 133 and the A-pillar 118. The dash panel 134 and the side panel 117 of the vehicle are generally close to the A-pillar 118 or directly connected to the A-pillar 118. In this example, the front wheel cover 113 is directly connected to the dash panel 134, and the dash panel 134 is directly connected to the A-pillar 118. The three are mutually reinforcing force transmission structures, which enhance the dynamic stiffness of the front wheel cover 113 and further improve the anti-seismic performance of the vehicle body structure 100.

[0106] In some embodiments, Fig.10 and Fig.11 As shown, a cavity structure 130 is provided on the front panel 134 , and the projection of the front wheel cover 113 in the front-rear direction of the vehicle is at least partially overlapped and connected with the projection of the cavity structure 130 in the front-rear direction of the vehicle.

[0107] Specifically, compared with the existing method in which the front wheel cover 113 is connected to the rear front panel 134 through a connecting plate, in the present application, the cavity structure 130 formed by the front wheel cover 113 and the front panel 134 is directly connected, thereby improving the Z-direction dynamic stiffness and support stability of the shock absorber 112, and isolating the transmission path of the suspension road noise to the passenger compartment, preventing excessive intrusion into the passenger compartment during a collision, and ensuring the safety of passengers. Among them, the front panel lower plate 131, the rear support plate 132 of the front longitudinal beam, the floor 133 and the front panel 134 are enclosed to form the rear section cavity structure 130 of the cabin longitudinal beam, and the front wheel cover 113 is connected to the rear cavity structure 130 by gluing and screwing. Among them, the cover surface of the front wheel cover 113 is connected to the front panel 134, and the projection of the front wheel cover 113 in the front and rear directions of the vehicle overlaps at least partially with the projection of the cavity structure 130 in the front and rear directions of the vehicle, thereby improving the force transmission area of ​​the vehicle body structure 100 in the height direction and in the front and rear directions.

[0108] In some embodiments, Fig.10 and Fig.11 As shown, the front wheel cover 113 and the front lower plate 131 are connected by at least one bolt 135 .

[0109] Specifically, the front wheel cover 113 and the front lower panel 131 are connected by bolts 135 in the X direction, and the number of the bolts 135 is 2, 3, 4, etc. By adding the bolts 135 in the X direction at the connection position between the front wheel cover 113 and the front lower panel 131, the connection strength between the front wheel cover 113 and the front panel 134 is improved, and the dynamic stiffness performance and support stability of the shock absorber 112 in the X direction are increased, thereby reducing the intrusion amount of the passenger compartment during the collision process, and ensuring the life safety of the passengers.

[0110] It should be noted that the front wheel cover 113 is connected to the side outer panel 117, forming a connection between the front wheel cover 113 and the cavity of the A-pillar 118, further improving the dynamic stiffness of the front wheel cover 113. Through the above connection structure, the X-direction and Z-direction connection between the left front wheel cover 113 and the above cavity structure 130 is formed, the X-direction and Z-direction dynamic stiffness of the shock absorber 112 is improved, and the handling comfort of the whole vehicle is improved. Through the connection between the front wheel cover 113 and the cavity structure 130, a force transmission structure from the front wheel cover 113 to the rear of the front wheel cover 113 and from the front wheel cover 113 to the A-pillar 118 is formed. During a collision of the vehicle, the force caused by the collision is transmitted to the door sill and the A-pillar 118 through this cavity structure 130, reducing the intrusion amount of the passenger compartment during the collision, thereby ensuring the life safety of the passengers.

[0111] In some embodiments, a reinforcement portion is disposed in the cavity structure 130 .

[0112] Specifically, the reinforcement part can be a PMI (polymethacrylimide foam) reinforced plastic foam, which can play a role in sound insulation and noise reduction, blocking the transmission path of noise from the engine compartment to the passenger compartment, thereby ensuring the comfort of passengers in the vehicle. By filling the reinforcement part in the cavity structure 130, the cross-sectional strength of the cavity structure 130 is increased, the effectiveness of the rearward force transmission of the front wheel cover 113 is ensured, and the transmission path of the suspension road noise to the passenger compartment can be effectively blocked.

[0113] In some embodiments, Figure 1 and Fig.12 As shown, the two front wheel covers 113 are spaced apart in the width direction of the vehicle, and a second cross beam 140 is connected between the two front wheel covers 113 .

[0114] Specifically, the two front wheel covers 113 located at the left front and right front of the vehicle are connected by a second cross beam 140 supported in the Y direction. The second cross beam 140 is an aluminum profile and can also be a closed rolled part or a casting, such as an I-shaped aluminum profile. The two ends of the second cross beam 140 are respectively connected to the left and right front wheel covers 113 by screwing or welding, so as to improve the rigidity performance of the vehicle body structure.

[0115] In some embodiments, Fig.12 As shown, the second cross beam 140 and the front wheel cover 113 are connected via a third connecting plate 141 , and the third connecting plate 141 is fixedly connected to the second cross beam 140 and the front wheel cover 113 , respectively.

[0116] Specifically, the third connecting plate 141 can increase the connection area between the second cross beam 140 and the front wheel housing 113, thereby improving the connection stability and connection strength between the second cross beam 140 and the front wheel housing 113, so that the Y-direction dynamic stiffness of the shock absorber 112 and the torsional stiffness of the vehicle are further improved. The third connecting plate 141 is fixedly connected to the second cross beam 140 and the front wheel housing 113 by screwing, welding or riveting.

[0117] For example, if the third connecting plate 141 is a "J"-shaped connecting plate, the second cross beam 140 and the third connecting plate 141 are connected by glue coating and core-pulling riveting to form the second cross beam 140 assembly. The third connecting plate 141 is provided with three screw connection points, namely the first screw connection point 141a, the second screw connection point 141b and the third screw connection point 141c, and the second cross beam 140 assembly is connected to the front wheel cover 113 through the above three screw connection points.

[0118] In the embodiment of the present application, the front wheel cover 113 is made of aluminum alloy material, and the connection methods are welding, riveting, screwing and gluing, which have complex processes and high costs. Steel plate material can be used instead of aluminum alloy material, and the forming can be achieved through stamping process. The connection methods are welding, screwing and gluing, and riveting is not required.

[0119] like Fig.12 and Fig.13 As shown, the vehicle body structure 100 has a shock absorber 112 at the position of the left wheel, and the shock absorber 112 is connected to the front wheel cover 113 along the upper side of the Z direction. The function of the shock absorber 112 is mainly to suppress the vibration when the spring bounces after the shock absorption and the impact of the road surface, damp the vibration transmitted to the vehicle body due to uneven road surface or poor driving conditions, maintain the riding comfort of the vehicle, quickly eliminate the vibration of the axle and wheel caused by the road surface, ensure that the wheel can touch the ground at any time, thereby ensuring the steering and braking functions of the vehicle and improving the driving safety of the vehicle.

[0120] In some embodiments, Fig.13 As shown, a support member 114 is provided between the front wheel cover 113 and the shock absorber 112 ; the cover surface is detachably connected to the support member 114 , and the support member 114 is detachably connected to the shock absorber 112 .

[0121] Specifically, the shock absorber 112, the support member 114 and the cover are arranged in sequence from the bottom of the vehicle to the roof along the Z direction. The lower end of the shock absorber 112 is connected to the vehicle body structure 100, the upper end of the shock absorber 112 is screwed to the support member 114, and the support member 114 is screwed to the front wheel cover 113. The embodiment of the present application does not impose any special restrictions on the position and number of specific screw connections, and technicians in this field can set them according to actual needs.

[0122] For example, Fig.13 As shown, the upper surface of the shock absorber 112 is respectively provided with a first mounting point 112a, a second mounting point 112b and a third mounting point 112c, which can be respectively connected with bolts, and the support member 114 is respectively provided with corresponding first mounting holes 114a, second mounting holes 114b and third mounting holes 114c, and the support member 114 can cover the shock absorber 112, and through the cooperation between the first mounting point 112a and the first mounting hole 114a, the cooperation between the second mounting point 112b and the second mounting hole 114b, and the cooperation between the third mounting point 112c and the third mounting hole 114c, that is, the bolts can be inserted into the corresponding mounting holes and connected with nuts, so as to realize the detachable connection between the shock absorber 112 and the support member 114. Among them, the first mounting point 112a, the second mounting point 112b and the third mounting point 112c can be evenly distributed on the upper surface of the shock absorber 112 in the circumferential direction. The first mounting hole 114a, the second mounting hole 114b and the third mounting hole 114c are evenly distributed on the support member 114. It can be understood that in this example, the support member 114 and the shock absorber 112 are connected by three bolts, and those skilled in the art can also set the number of bolt connections according to actual needs, such as 4, 5, 6, etc.

[0123] The support member 114 is also provided with a fourth mounting hole 114d, a fifth mounting hole 114e, a sixth mounting hole 114f and a seventh mounting hole 114g distributed in the 4th direction, and the front wheel cover 113 is provided with a fourth mounting point 113a, a fifth mounting point 113b, a sixth mounting point 113c and a seventh mounting point 117d correspondingly. The various mounting points arranged on the cover surface of the front wheel cover 113 can be in the form of mounting holes. By the cooperation between the fourth mounting point 113a and the fourth mounting hole 114d, the fifth mounting point 113b and the fifth mounting hole 114e, the sixth mounting point 113c and the sixth mounting hole 114f, and the seventh mounting point 117d and the seventh mounting hole 114g, that is, the bolts pass through the corresponding mounting holes on the front wheel cover 113 and the support member 114 respectively and are connected with nuts, so as to realize the detachable connection between the support member 114 and the front wheel cover 113. It is understandable that in this example, four bolts are used to connect the support member 114 and the front wheel cover 113. Those skilled in the art can also set the number of bolt connections according to actual needs, such as 3, 5, 6, etc.

[0124] In this example, the connection between the shock absorber 112 and the vehicle body structure 100 is achieved through the above-mentioned mounting structure. Through the screw-fit connection between the shock absorber 112, the support member 114 and the cover surface of the front wheel cover 113, the front wheel cover 113 can be more closely connected to the vehicle body frame structure, thereby meeting the installation point stiffness and strength requirements of the shock absorber 112 and blocking the road noise from entering the passenger compartment.

[0125] It is understandable that a second cross beam 140 is connected between the two front wheel covers 113, thereby achieving connection between the left and right shock absorbers 112, improving the Y-direction dynamic stiffness of the shock absorbers 112, and improving the overall stiffness of the vehicle body structure.

[0126] A second aspect of the present invention provides a vehicle, wherein the vehicle comprises the vehicle body structure described in any embodiment of the present application.

[0127] The vehicle provided in the embodiment of the present application can be a pure electric vehicle or a hybrid electric vehicle. The vehicle includes the body structure described in any embodiment of the present application, and its specific technical features and technical effects are consistent with the body structure, and the embodiments of the present application will not be repeated.

[0128] In some embodiments, the roof rail assembly 120 includes at least one fender mounting frame 1211 , and a mounting portion 1212 is disposed on the fender mounting frame 1211 , and a fender is mounted on the mounting portion 1212 .

[0129] Specifically, the fender is directly mounted on the upper side rail assembly 120 through the mounting portion 1212 , and the upper side rail assembly 120 is reused with the fender, thereby reducing the number of parts of the vehicle body structure 100 , reducing the weight of the vehicle body structure, and saving costs.

[0130] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features are replaced with (but not limited to) technical features with similar functions disclosed in the present application.

Claims

1. A vehicle body structure, characterized in that: The vehicle body structure comprises: an upper side beam assembly (120), the upper side beam assembly (120) being connected to an A-pillar (118), the upper side beam assembly (120) comprising at least two connection parts, wherein the two connection parts are respectively connected to a front longitudinal beam (110), and the two connection parts connected to the front longitudinal beam (110) are arranged at intervals along a height direction of the vehicle.

2. The vehicle body structure according to claim 1, characterized in that: The two connection parts connected to the front longitudinal beam (110) are respectively a second connection part (123) and a third connection part (124), and the second connection part (123) and the third connection part (124) are arranged at intervals along the front-rear direction of the vehicle.

3. The vehicle body structure according to claim 2, characterized in that: The upper side beam assembly (120) further comprises a main body portion (121), wherein the main body portion (121) is connected to the A-pillar (118), and the main body portion (121) is connected to the front longitudinal beam (110) via the second connecting portion (123) and the third connecting portion (124).

4. The vehicle body structure according to claim 3, characterized in that: The vehicle body structure further includes a pillar (116) extending in the vehicle height direction, wherein the pillar (116) is connected to the front longitudinal beam (110); One end of the second connecting portion (123) away from the main body portion (121) is connected to the column (116).

5. The vehicle body structure according to claim 4, characterized in that: The two upright posts (116) are spaced apart in the width direction of the vehicle, and a first cross beam (1161) is connected between the two upright posts (116).

6. The vehicle body structure according to claim 3, characterized in that: The upper side beam assembly (120) is connected to the front wheel cover (113).

7. The vehicle body structure according to claim 6, characterized in that: The roof rail assembly (120) further comprises a first connecting portion (122), and two ends of the first connecting portion (122) are respectively connected to the front wheel cover (113) and the main body (121).

8. The vehicle body structure according to claim 7, characterized in that: The first connection portion (122), the second connection portion (123) and the third connection portion (124) are arranged at intervals along a height direction of the vehicle.

9. The vehicle body structure according to claim 7, characterized in that: The first connection portion (122), the second connection portion (123) and the third connection portion (124) are arranged at intervals along the front-rear direction of the vehicle.

10. The vehicle body structure according to claim 7, characterized in that: The upper side beam assembly (120) further comprises: at least one fender mounting frame (1211), the fender mounting frame (1211) being connected to at least one of the main body (121), the first connecting portion (122), and the second connecting portion (123); and a mounting portion (1212) being arranged on the fender mounting frame (1211), the mounting portion (1212) being used for mounting a fender.

11. The vehicle body structure according to any one of claims 6 to 10, characterized in that: The front wheel cover (113) and the front panel (134) are connected.

12. The vehicle body structure according to claim 11, characterized in that: A cavity structure (130) is provided on the front panel (134), and a projection of the front wheel cover (113) in the front-rear direction of the vehicle is at least partially overlapped and connected with a projection of the cavity structure (130) in the front-rear direction of the vehicle.

13. The vehicle body structure according to claim 12, characterized in that: A reinforcement portion is arranged in the cavity structure (130).

14. The vehicle body structure according to any one of claims 6 to 10, characterized in that: The two front wheel covers (113) are arranged at intervals along the width direction of the vehicle, and a second cross beam (140) is connected between the two front wheel covers (113).

15. A vehicle, characterized in that: The vehicle comprises the vehicle body structure according to any one of claims 1-14.

16. The vehicle according to claim 15, characterized in that The upper side beam assembly (120) comprises at least one fender mounting frame (1211), a mounting portion (1212) being arranged on the fender mounting frame (1211), and a fender being mounted on the mounting portion (1212).

Images