Automobile body structure integrated with empennage mounting interface and automobile

Abstract

The invention relates to an automobile body structure integrated with a tail wing mounting interface and an automobile, and belongs to the technical field of automobiles, the automobile body structure comprises a top cover outer plate, and a tail wing mounting hole is formed in the top cover outer plate; the top cover rear cross beam is fixedly connected with the top cover outer plate, and a cavity is formed between the top cover rear cross beam and the top cover outer plate; the top cover pipe beam is located in the cavity, the top cover pipe beam is sleeved with a connecting sleeve, the top cover rear cross beam is connected with the connecting sleeve through a fastener, and the connecting sleeve is provided with a fastening hole used for being in butt joint with an empennage mounting hole. Therefore, the rear strength and anti-rolling capacity of the whole vehicle can be remarkably improved, the vehicle safety is greatly improved, meanwhile, the requirement for installation of an automobile spoiler is met, loads borne by the spoiler act on the top cover tubular beam, the wind pressure bearing capacity of the spoiler is guaranteed, the strength and rigidity are guaranteed, and meanwhile light weight and cost optimization are achieved. And the comprehensive requirements of modern automobiles on high performance, low cost and efficient production are met.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a vehicle body structure and a vehicle with an integrated tail wing mounting interface. Background Art

[0002] With the increasing demand for lightweight and safety performance in automobiles, optimized body structure design has become a key focus of industry technological development. As a key load-bearing component of the vehicle body, the rear cross member of the roof directly impacts vehicle performance and market competitiveness through its structural strength, lightweighting, and manufacturing cost.

[0003] In the relevant technology, the rear cross beam of the roof of the traditional vehicle body structure mainly adopts two structural forms: one is a single-layer stamped inverted "J"-shaped structure, which is formed by a single stamping process. The process is simple but the cross-sectional moment of inertia is small, resulting in insufficient stiffness and strength; the other is a double-stamped welded closed cavity structure, in which the two stamped parts of the rear cross beam outer plate and the rear cross beam inner plate are welded to each other to form a closed cross-section. Although the stiffness is improved, the welding process needs to be increased. The welding edges and welding points lead to increased weight and higher costs.

[0004] However, all of the above structures have significant drawbacks: single-layer structures offer insufficient performance, while double-layer structures are complex and uneconomical to manufacture. Furthermore, existing designs often require the addition of a rear wing mounting bracket, further increasing the number of parts and assembly complexity. Therefore, it is necessary to research and improve these structures to provide a vehicle body structure and vehicle with an integrated rear wing mounting interface that maintains strength and rigidity while achieving lightweight and cost-optimized performance, thus meeting the combined demands of modern automobiles for high performance, low cost, and efficient production. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle body structure and a vehicle with an integrated rear wing mounting interface, which achieve lightweighting and cost optimization while ensuring strength and rigidity, so as to meet the comprehensive requirements of modern vehicles for high performance, low cost and efficient production.

[0006] In a first aspect, an embodiment of the present application provides a vehicle body structure with an integrated tail wing mounting interface, comprising:

[0007] A top cover outer plate, wherein the top cover outer plate is provided with a tail wing mounting hole;

[0008] a roof rear crossbeam, the roof rear crossbeam being fixedly connected to the roof outer panel, and a cavity being formed between the roof rear crossbeam and the roof outer panel;

[0009] The top cover tube beam is located in the cavity, a connecting sleeve is provided on the top cover tube beam, the top cover rear cross beam is connected to the connecting sleeve through a fastener, and a fastening hole for docking the tail wing mounting hole is provided on the connecting sleeve.

[0010] In the first aspect, some embodiments further include a connecting plate for connecting the rear cross beam of the top cover to the side panel assembly, wherein the connecting plate partially overlaps with the rear cross beam of the top cover to form an overlapping area, and the end of the top cover tube beam is provided with an end cap sleeve fixedly connected to the overlapping area.

[0011] On the first aspect, in some embodiments, the rear cross beam of the top cover includes a side panel and a bottom panel that are integrally connected, the side panel is fixedly connected to the connecting sleeve by fasteners, and the end of the side panel away from the bottom panel is provided with a first flange that is partially in contact with the connecting plate, and a pressure plate is formed by extending on one side of the end sleeve, and the pressure plate, the first flange and the connecting plate are fixed together by a self-piercing riveting process.

[0012] On the first aspect, in some embodiments, the side panel extends away from one end of the bottom panel to form a raised portion fixedly connected to the top cover outer panel, and the bottom panel is provided with a second flange fixedly connected to the top cover outer panel at one end away from the side panel.

[0013] On the first aspect, in some embodiments, the connecting sleeve and the end sleeve are connected to the top cover tube beam into a whole by using a semi-solid aluminum casting process, and a groove adapted to the connecting sleeve is provided on the top cover tube beam.

[0014] On the first aspect, in some embodiments, the connecting sleeves are respectively connected to both sides of the top cover outer plate and the side plate, and are embedded with wire screw sleeves, and are integrally provided with a first reinforcing rib, and a second reinforcing rib is connected between the end sleeve and the pressure plate.

[0015] On the first aspect, in some embodiments, the top cover tube beam is made of high-strength steel plate and formed into a straight tube beam with a polygonal cross-section through a high-frequency welding process, and the Y-direction curvature of the top cover tube beam is consistent with the Y-direction curvature of the top cover outer plate.

[0016] In a first aspect, in some embodiments, a reserved gap is formed between each side wall of the roof outer panel and the roof rear cross beam and the roof tube beam.

[0017] In the first aspect, in some embodiments, the connecting sleeve and the end sleeve are integrally connected to the top cover tube beam using a semi-solid aluminum casting process, including the following steps:

[0018] Heat the mold and place the formed top cover pipe beam into the mold cavity;

[0019] The aluminum alloy is heated to a semi-solid temperature range of 570 to 590°C and injected into the mold cavity at a speed of 3 to 4 m / s and a pressure of 70 to 80 MPa;

[0020] Hold the pressure and heat to 630-650℃, and apply 160-180MPa pressure for 3 seconds;

[0021] The parts are removed after cooling through the water channels in the mold.

[0022] In a second aspect, an embodiment of the present application provides a car, comprising:

[0023] A vehicle body structure with an integrated tail wing mounting interface as described in any of the above.

[0024] The beneficial effects of the technical solution provided by this application include:

[0025] An embodiment of the present application provides a body structure and a car with an integrated tail wing mounting interface, wherein a tail wing mounting hole is provided on the top cover outer panel; the rear cross beam of the top cover is fixedly connected to the top cover outer panel, and a cavity is formed between the rear cross beam of the top cover and the top cover outer panel; the top cover tube beam is located in the cavity, a connecting sleeve is provided on the top cover tube beam, the rear cross beam of the top cover is connected to the connecting sleeve by a fastener, and the connecting sleeve is provided with a fastening hole for docking with the tail wing mounting hole.

[0026] Therefore, the coordinated structure of the roof rear cross beam and the roof tubular beam of the present application can significantly improve the rear strength and rollover resistance of the entire vehicle. Compared with the traditional single-layer stamping "J"-shaped roof rear cross beam body structure, it greatly increases the safety of the vehicle and can also meet the installation requirements of the car's rear wing, reducing the weight of the vehicle body. The load on the rear wing acts on the roof tubular beam, ensuring the rear wing's wind pressure bearing capacity. At the same time, the stamped rear wing mounting bracket in the traditional structure can be eliminated, reducing the number of parts.

[0027] In addition, compared with the traditional double-stamped welded closed cavity structure, the roof tube beam is installed between the cavity of the roof rear crossbeam and the roof outer panel, eliminating the need to design the roof rear crossbeam outer panel and weld it with the roof rear crossbeam inner panel. This reduces the number of parts and welding processes while ensuring structural rigidity, achieving dual optimization of lightweight and high strength.

[0028] It solves the problems of insufficient strength of traditional stamping structures or heavy weight and high cost of welded structures, provides a better solution for vehicle safety and economy, and achieves lightweight and cost optimization while ensuring strength and rigidity, which can meet the comprehensive needs of modern automobiles for high performance, low cost and efficient production. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0030] Figure 1 A schematic cross-sectional view of a connecting sleeve according to an embodiment of the present application;

[0031] Figure 2 A schematic cross-sectional view of an end cap according to an embodiment of the present application;

[0032] Figure 3 This is a schematic diagram of the connection between the roof tube beam and the roof rear cross beam in an embodiment of the present application;

[0033] Figure 4 This is a schematic structural diagram of a connecting sleeve according to an embodiment of the present application;

[0034] Figure 5 This is a schematic structural diagram of the end cap of an embodiment of the present application;

[0035] Figure 6 This is a schematic structural diagram of the roof pipe beam according to an embodiment of the present application;

[0036] Figure 7 This is a schematic structural diagram of a connecting plate according to an embodiment of the present application;

[0037] Figure 8 This is a schematic diagram of the connection between the connecting plate and the rear crossbeam of the top cover according to an embodiment of the present application.

[0038] In the accompanying drawings, the components represented by the reference numerals are as follows:

[0039] 1. Top cover outer panel; 11. Tail wing mounting hole; 2. Top cover rear cross beam; 21. Side panel; 211. First flange; 212. Raised portion; 22. Bottom plate; 221. Second flange; 3. Top cover pipe beam; 31. Groove; 4. Connecting sleeve; 41. Fastening hole; 42. Wire screw sleeve; 43. First reinforcing rib; 5. Connecting plate; 6. End sleeve; 61. Pressure plate; 62. Second reinforcing rib. DETAILED DESCRIPTION

[0040] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0041] The embodiments of the present application provide a vehicle body structure and a vehicle with an integrated rear wing mounting interface, which achieve lightweighting and cost optimization while ensuring strength and rigidity, so as to meet the comprehensive requirements of modern vehicles for high performance, low cost and efficient production.

[0042] See also Figures 1 to 8 As shown, a first aspect of an embodiment of the present application provides a vehicle body structure with an integrated tail wing mounting interface, comprising:

[0043] A top cover outer panel 1 is provided with a tail wing mounting hole 11;

[0044] The roof rear cross beam 2 is fixedly connected to the roof outer panel 1, and a cavity is formed between the roof rear cross beam 2 and the roof outer panel 1;

[0045] The top cover tube beam 3 is located in the cavity, a connecting sleeve 4 is provided on the top cover tube beam 3, the top cover rear cross beam 2 is connected to the connecting sleeve 4 through fasteners, and a fastening hole 41 is provided on the connecting sleeve 4 for docking with the tail mounting hole 11.

[0046] The roof rear cross beam 2 and the roof outer panel 1 of the vehicle body structure with an integrated rear wing mounting interface of the embodiment of the present application are welded and fixed, and a roof tube beam 3 is pre-installed on the roof rear cross beam 2. The roof rear cross beam 2 is connected to the connecting sleeve 4 fixedly connected to the roof tube beam 3 through fasteners, and the connecting sleeve 4 is provided with a fastening hole 41 for docking with the rear wing mounting hole 11 on the top cover outer panel 1.

[0047] The coordinated structure of the roof rear cross beam 2, the roof tubular beam 3, and the roof outer panel 1 can significantly improve the rear strength and rollover resistance of the entire vehicle. Compared with the traditional single-layer stamping "J"-shaped roof rear cross beam body structure, it greatly increases the safety of the vehicle and can also meet the installation requirements of the car's rear wing. The load on the rear wing acts on the roof tubular beam 3, ensuring the rear wing's wind pressure bearing capacity.

[0048] In addition, compared with the traditional double-stamping welded closed cavity structure, the top cover tube beam 3 is installed between the cavity of the top cover rear cross beam 2 and the top cover outer panel 1. There is no need to design the outer panel of the top cover rear cross beam 2 to cooperate with the inner panel of the top cover rear cross beam 2 for welding. While ensuring the structural rigidity, the number of parts and welding procedures are reduced, achieving dual optimization of lightweight and high strength.

[0049] It solves the problems of insufficient strength of traditional stamping structures or heavy weight and high cost of welded structures, provides a better solution for vehicle safety and economy, and achieves lightweight and cost optimization while ensuring strength and rigidity, which can meet the comprehensive needs of modern automobiles for high performance, low cost and efficient production.

[0050] Specifically, this embodiment significantly improves the rear vehicle body's bending and torsional strength by designing the roof rear crossbeam 2 into a rectangular, closed-section structure. The cross-sectional moment of inertia of a conventional single-layer stamped "J"-shaped structure is only 40% of that of the closed section in this embodiment. In side impact conditions, the closed section in this embodiment can withstand a 2.3-fold increase in ultimate load, while reducing rear vehicle intrusion by 35%, effectively enhancing rollover resistance.

[0051] At the same time, the connecting sleeve 4 is integrally formed on the roof tube beam 3 using a semi-solid aluminum casting process, eliminating residual stress caused by the welding process, increasing the material's yield strength by 15%, and extending its fatigue life by 50%. In terms of lightweighting, the equivalent thickness of the closed section is 0.8mm less than that of a traditional double-layer welded structure, reducing weight by 18%. Without the need for welded edges, material utilization is increased by 22%. The tail mounting interface is directly integrated into the connecting sleeve 4, eliminating the 12 bolt connection points of a traditional bracket, shortening assembly time by 40% and reducing overall costs by 25%.

[0052] In some optional embodiments, see Figures 1 to 8 As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, and the vehicle body structure with an integrated rear wing mounting interface also includes a connecting plate 5 for connecting the rear cross beam 2 of the top cover to the side panel assembly. The connecting plate 5 partially overlaps with the rear cross beam 2 of the top cover to form an overlapping area, and the end of the top cover tube beam 3 is provided with an end cap 6 fixedly connected to the overlapping area.

[0053] The rear cross beam 2 and the connecting plate 5 of the roof cover embodiment of the present application are both L-shaped. The rear cross beam 2 of the roof cover and one end of the connecting plate 5 are partially overlapped and then welded and fixed to form an overlapping area of connection. The end of the connecting plate 5 away from the rear cross beam 2 of the roof cover is welded and fixed to the side panel assembly. The end of the roof tube beam 3 is fixedly sleeved with an end cover 6 with one end fixedly connected to the overlapping area, which can effectively improve the shear strength of the overlapping area and further improve the torsional stiffness and the rear strength of the vehicle body.

[0054] Specifically, the end sleeve 6 and the connecting sleeve 4 are integrated with the top cover tube beam 3 using a semi-solid aluminum casting process. Two end sleeves 6 are provided and are located at both ends of the top cover rear cross beam 2 respectively. Two connecting sleeves 4 are also provided and are located between the end sleeves 6 on both sides and arranged close to the end sleeves 6. Through the metallurgical bonding of aluminum alloy and steel tube beam, the shear strength of the overlapping area where the top cover rear cross beam 2 and the connecting plate 5 are connected can be increased to 1.8 times that of the traditional stamping and welding structure.

[0055] The material thickness of the connecting sleeve 4 has been increased to 4.5mm, and radial reinforcement ribs have been designed on both connecting surfaces. This increases the stiffness of the connection point between the roof rear cross member 2 and the roof outer panel 1 by 60%, reducing deformation at the connection by 42% in a 25% small overlap crash test. The semi-solid casting process enables the casting's porosity to be controlled below 0.5%, achieving a tensile strength of 350 MPa. Topological optimization has also enabled a 30% weight reduction in the end sleeve 6 and connecting sleeve 4. The integrated design of the roof tubular beam 3, integrating the rear wing mounting bracket, eliminates three separate stampings and eight welds, reducing the number of body assembly steps by five and increasing production line cycle time by 12%.

[0056] In some optional embodiments, see Figures 1 to 8As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, wherein the rear cross beam 2 of the top cover of the vehicle body structure with an integrated rear wing mounting interface includes an integrally connected side panel 21 and a bottom panel 22, the side panel 21 being fixedly connected to the connecting sleeve 4 by fasteners, and a first flange 211 partially fitted with the connecting plate 5 is provided at one end of the side panel 21 away from the bottom panel 22, and a pressure plate 61 is formed extending from one side of the end sleeve 6, and the pressure plate 61, the first flange 211 and the connecting plate 5 are fixed together by a self-piercing riveting process.

[0057] The roof rear cross member 2 of the embodiment of the present application includes an integrally connected side panel 21 and a bottom panel 22. The angle formed by the side panel 21 and the bottom panel 22 is between 90 and 120 degrees. The side panel 21 is fixedly connected to the connecting sleeve 4 via fasteners. A first flange 211 is integrally formed on the end of the side panel 21 away from the bottom panel 22, and is bent toward the front of the vehicle. A pressure plate 61 is integrally formed on one side of the end sleeve 6, extending toward the front of the vehicle. The pressure plate 61, the first flange 211, and the flange of the connecting plate 5 are fixed together using a self-piercing riveting process, which effectively improves the shear force and overall torsional resistance of the connection.

[0058] Specifically, the side panels 21 and bottom panels 22 of the roof rear crossbeam 2 are integrally stamped, eliminating the stress concentration in the welds of traditional split-welded structures and increasing the overall crossbeam yield strength to 550 MPa. The self-piercing riveting process between the first flange 211 of the side panel 21 and the connecting plate 5 achieves a shear strength of 8 kN at the riveted joint, a 40% improvement over resistance welding, and reduces the heat-affected zone by 80%.

[0059] In some optional embodiments, see Figures 1 to 8 As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, wherein the side panel 21 of the vehicle body structure with an integrated rear wing mounting interface extends from one end of the bottom panel 22 to form a protrusion 212 fixedly connected to the top cover outer panel 1, and the end of the bottom panel 22 away from the side panel 21 is provided with a second flange 221 fixedly connected to the top cover outer panel 1.

[0060] The side panel 21 of the embodiment of the present application extends from one end away from the bottom panel 22 to form a raised portion 212, and the flange at the raised portion 212 is fixedly connected to the top cover outer panel 1 by gluing. The bottom panel 22 is provided with a second flange 221 at one end away from the side panel 21, and the second flange 221 is fixedly connected to the top cover outer panel 1 by welding.

[0061] Specifically, the side panels 21 and bottom panel 22 of the roof rear cross member 2 are integrally stamped. The flanged edge of the bottom panel 22, oriented toward the vehicle's Z-axis, increases the peel strength at the connection to the roof outer panel 1 to 4.5 kN / mm, reducing deformation by 28% in roof static pressure testing. The raised portion 212 is secured to the roof outer panel 1 using a coating of structural adhesive. The adhesive provides isolation and shock absorption, increasing installation efficiency by 30% compared to welding and eliminating the need for subsequent polishing.

[0062] In some optional embodiments, see Figures 1 to 8 As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, wherein the connecting sleeve 4 and the end sleeve 6 of the vehicle body structure with an integrated rear wing mounting interface are connected to the top cover tube beam 3 into a whole by a semi-solid aluminum casting process, and a groove 31 for adapting the connecting sleeve 4 is provided on the top cover tube beam 3.

[0063] The embodiment of the present application achieves multiple technological improvements by integrating the connecting sleeve 4, end sleeve 6, and top cover tube beam 3 through a semi-solid aluminum casting process. This process, combined with the grooves 31 provided on the surface of the top cover tube beam 3, allows the aluminum alloy to be filled into the mold at a semi-solid temperature of 570 to 590°C at an injection speed of 3 to 4 m / s. The melt viscosity is reduced to 1 / 5 of that of conventional casting, enabling precise filling of the microstructure of the 310.1 mm groove in the tube beam. This results in an interface strength of 210 MPa between the connecting sleeve 4 and the tube beam, a 2.8-fold improvement over conventional bolt connections.

[0064] The groove 31 of the top cover tube beam 3 adopts a trapezoidal cross-section design with a depth of about 2 mm the thickness of the tube wall and a radius of about R1.5 mm at the bottom of the groove. This enables the cast aluminum to form a mechanical interlocking structure during the solidification process, and the interface shear strength is increased to 150 MPa, far exceeding the strength of 90 MPa of traditional welded joints.

[0065] The fit tolerance between the inner wall of the connecting sleeve 4 and the groove 31 is controlled within ±0.05mm, achieving a zero-clearance fit after assembly without secondary machining. During vibration testing, the vibration amplitude at the connection was reduced by 62%. This integrated design reduces the weight of the connection structure by 45% compared to traditional steel flange connections. Furthermore, the stress dispersion design of the groove 31 reduces the local maximum stress from 380MPa to 220MPa, extending the fatigue life to 150,000 cycles.

[0066] In addition, the semi-solid casting process makes the casting porosity less than 0.3% and the surface roughness Ra≤6.3μm, which can be directly electrophoretically coated, reducing three surface treatment steps and reducing the manufacturing cost of each piece by 30%.

[0067] In some optional embodiments, see Figures 1 to 8As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, wherein the connecting sleeve 4 of the vehicle body structure with an integrated rear wing mounting interface is respectively connected to the top cover outer panel 1 and the side panel 21, and is embedded with a wire screw sleeve 42 on both sides, and is integrally provided with a first reinforcing rib 43, and a second reinforcing rib 62 is connected between the end sleeve 6 and the pressure plate 61.

[0068] In this embodiment, the connecting sleeve 4 is embedded with a wire screw 42 to enhance thread strength. The top wire screw 42 is embedded in the fastening hole 41. A first reinforcing rib 43 integrally formed on the surface of the connecting sleeve 4 further disperses stress and avoids stress concentration. The roof tube beam 3 is made of high-strength steel plate with a hexagonal cross-section. Its closed cavity structure increases the moment of inertia by over 60% compared to traditional single-layer stamping parts, significantly enhancing bending strength.

[0069] For example, the semi-solid aluminum casting process for the connecting sleeve 4 and the end sleeve 6 employs gradient pressure control, forming a mating surface with a precision of 0.05 mm within the mold, and maintaining an assembly clearance within ±0.1 mm with the top cover pipe beam 3. The wire thread insert 42 embedded within the connecting sleeve 4 utilizes shrink-fit assembly technology, achieving a thread tensile strength of 1200 MPa, three times greater than direct tapping.

[0070] The first reinforcement ribs 43 are staggered at 45° and form a 'V' grid, increasing the torsional rigidity of the mounting surface of the connector sleeve 4 by 65%, making plastic deformation less likely. The second reinforcement ribs 62 between the end sleeve 6 and the pressure plate 61 are designed with a variable cross-section, consisting of transverse reinforcement ribs in a 'V' shape. This reduces the stress concentration factor from 2.1 to 1.3, extending the fatigue life to 2.5 times that of conventional structures.

[0071] In some optional embodiments, see Figures 1 to 8 As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface. The top cover tube beam 3 of the vehicle body structure with an integrated rear wing mounting interface is made of high-strength steel plate and is formed into a straight tube beam with a polygonal cross-section through a high-frequency welding process. The Y-direction curvature of the top cover tube beam 3 is consistent with the Y-direction curvature of the top cover outer panel 1.

[0072] The top cover tube beam 3 of the embodiment of the present application is formed into a polygonal straight tube beam by a high-frequency welding process, and its Y-direction curvature is completely matched with the top cover outer panel 1 to ensure the fit of the cavity structure, and the reserved gap design on the outer wall can avoid stress concentration caused by thermal expansion or vibration.

[0073] In this embodiment, the upper surface of the roof tube beam 3 is kept 5mm away from the inner surface of the roof outer plate 1. Two positioning holes are designed on the roof tube beam 3 to facilitate the positioning of the parts on the tooling during casting and welding. The roof tube beam 3 is also designed with electrophoresis holes and exhaust holes for coating to ensure the thickness of the electrophoresis paint film inside the roof tube beam 3 to ensure anti-corrosion performance.

[0074] For example, the roof tubular beam 3 is formed into a straight, quadrilateral cross-section using a high-frequency welding process. From the edges to the rounded corners, the beam's section moment of inertia is 40% higher than that of a traditional circular tube, resulting in a bending modal frequency of 220Hz, effectively suppressing resonance. Made of high-strength steel, the beam's wall thickness can be reduced from 1.2mm to 0.8mm while maintaining compressive strength, resulting in a 32% weight reduction.

[0075] The curvature of the roof beam 3 along the vehicle's Y-axis is matched to the roof outer panel 1 with an error of less than 0.5mm. This maximizes the utilization of the cavity formed by the outer panel 1 and the rear crossbeam 2, while also facilitating the integration of the rear wing mounting bracket into the roof beam 3. The polygonal cross-section and rounded corner design increase the contact area between the roof beam 3 and the connecting sleeve 4 by 50%, improving the uniformity of bolt preload force distribution by 45%.

[0076] In some optional embodiments, see Figures 1 to 8 As shown, an embodiment of the present application provides a vehicle body structure with an integrated rear wing mounting interface, wherein a reserved gap is formed between the top cover outer panel 1 and each side wall of the top cover rear cross beam 2 of the vehicle body structure with an integrated rear wing mounting interface and the top cover tube beam 3.

[0077] In this embodiment, a reserved gap is formed between the roof outer panel 1 and each sidewall of the roof rear crossbeam 2 and the roof tubular beam 3. This reserved gap prevents abnormal noise caused by rigid contact, reduces the required surface difference of the mating surface, and improves assembly efficiency. The reserved gap design also prevents stress concentration caused by thermal expansion or vibration of the roof tubular beam 3.

[0078] For example, in some other embodiments, each side wall of the top cover outer panel 1 and the top cover rear cross beam 2 retains a uniform gap of 2 to 5 mm with the top cover tube beam 3, and is filled with elastic sealant to absorb vibration energy while avoiding abnormal noise caused by rigid contact.

[0079] Specifically, a gap greater than 2.5mm is designed between the roof outer panel 1, the side walls of the roof rear crossbeam 2, and the roof tubular beam 3. Combined with silicone-based elastic sealant, this improves vibration transmission loss by 15dB, reduces interior noise by 3dB, and prevents rainwater retention. The sealant, with a shear modulus of 0.8MPa, can absorb vibration displacements up to 1.2mm in amplitude and absorb energy through controlled tearing during a collision, improving energy absorption efficiency by 25%.

[0080] In some optional embodiments, see Figures 1 to 8 As shown, the embodiment of the present application provides a vehicle body structure with an integrated tail wing mounting interface. The connecting sleeve 4 and the end sleeve 6 of the vehicle body structure with an integrated tail wing mounting interface are integrally connected to the roof tube beam 3 using a semi-solid aluminum casting process, including the following steps:

[0081] S1, heating the mold and placing the formed top cover pipe beam 3 into the mold cavity;

[0082] S2, heating the aluminum alloy to a semi-solid temperature range of 570 to 590° C. and injecting it into the mold cavity at a speed of 3 to 4 m / s and a pressure of 70 to 80 MPa;

[0083] S3, maintain pressure and heat to 630 to 650 ° C, and apply 160 to 180 MPa pressure for 3 seconds;

[0084] S4. Remove the parts after cooling through the water channel in the mold.

[0085] The body structure with an integrated tail wing mounting interface in the embodiment of the present application adopts a semi-solid tubular beam process. Specifically, an oil channel is set in the die-casting mold, the mold is heated to about 220 degrees Celsius, the formed crossbeam is placed in the mold cavity, the aluminum alloy is heated to a semi-solid temperature range of 570 to 590°C, and then the semi-solid aluminum alloy is injected into the mold cavity at a speed of 3 to 4 m / s and a pressure of 70 to 80 MPa. After the aluminum alloy fills the cavity, the pressure is increased to 160 to 180 MPa, the temperature is controlled between 630 and 650°C, and the heat and pressure are maintained for about 3 seconds to make the aluminum alloy in the cavity tight and free of holes.

[0086] Next, the part is gradually cooled to the mold temperature through water channels within the mold, taking approximately 30 seconds. Finally, a robotic arm removes the part from the mold cavity and leaves it to cool. This securely connects the aluminum alloy and the tubular beam. This process creates a metallurgical bond between the aluminum and steel tubular beam, effectively ensuring joint strength. While maintaining structural rigidity, it reduces the number of parts and welding steps, achieving the dual optimization of lightweighting and high strength.

[0087] See also Figures 1 to 8 As shown, a second aspect of the embodiment of the present application provides a car, including:

[0088] The vehicle body structure with an integrated tail wing mounting interface according to any of the above embodiments.

[0089] The automobile in the embodiment of the present application adopts a body structure with an integrated rear wing mounting interface in the above-mentioned embodiment, which can significantly improve the rear strength and rollover resistance of the entire vehicle, greatly increase the safety of the vehicle, and at the same time meet the installation requirements of the automobile rear wing, ensure the wind pressure bearing capacity of the rear wing, achieve lightweight and cost optimization while ensuring strength and rigidity, and meet the comprehensive needs of modern automobiles for high performance, low cost and efficient production.

[0090] Specifically, the automobile of the embodiment of the present application adopts the above-mentioned body structure to integrate the rear wing mounting interface, the roof rear cross beam 2 and the tube beam function, which can reduce the number of parts, reduce the weight of the entire vehicle, and improve the anti-rollover performance by 40%. In the collision test, the deformation of the rear body is reduced by 25%, taking into account safety, lightweight and manufacturing cost advantages, and is suitable for vehicles with the dual needs of high endurance and high safety.

[0091] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0092] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0093] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A vehicle body structure with an integrated tail wing mounting interface, characterized in that: include: A top cover outer plate (1), wherein the top cover outer plate (1) is provided with a tail wing mounting hole (11); A roof rear cross beam (2), the roof rear cross beam (2) being fixedly connected to the roof outer plate (1), and a cavity being formed between the roof rear cross beam (2) and the roof outer plate (1); A top cover tube beam (3), the top cover tube beam (3) is located in the cavity, a connecting sleeve (4) is sleeved on the top cover tube beam (3), the top cover rear cross beam (2) is connected to the connecting sleeve (4) via a fastener, and a fastening hole (41) is provided on the connecting sleeve (4) for docking with the tail wing mounting hole (11).

2. The vehicle body structure with integrated tail wing mounting interface according to claim 1, characterized in that: It also includes a connecting plate (5) for connecting the roof rear cross beam (2) to the side panel assembly, wherein the connecting plate (5) and the roof rear cross beam (2) partially overlap to form an overlapping area, and the end of the roof tube beam (3) is provided with an end cap (6) fixedly connected to the overlapping area.

3. The vehicle body structure with integrated tail wing mounting interface according to claim 2, characterized in that: The rear cross beam (2) of the top cover comprises a side panel (21) and a bottom panel (22) connected in one piece, the side panel (21) being fixedly connected to the connecting sleeve (4) via a fastener, and a first flange (211) which is partially fitted with the connecting plate (5) is provided at one end of the side panel (21) away from the bottom panel (22), and a pressure plate (61) is formed on one side of the end sleeve (6), and the pressure plate (61), the first flange (211) and the connecting plate (5) are fixed together by a self-piercing riveting process.

4. The vehicle body structure with integrated tail wing mounting interface according to claim 3, characterized in that: One end of the side plate (21) away from the bottom plate (22) extends to form a raised portion (212) fixedly connected to the top cover outer plate (1), and one end of the bottom plate (22) away from the side plate (21) is provided with a second flange (221) fixedly connected to the top cover outer plate (1).

5. The vehicle body structure with integrated tail wing mounting interface according to claim 3, characterized in that: The connecting sleeve (4) and the end sleeve (6) are both connected to the top cover tube beam (3) into a whole by using a semi-solid aluminum casting process, and the top cover tube beam (3) is provided with a groove (31) adapted to the connecting sleeve (4).

6. The vehicle body structure with integrated tail wing mounting interface according to claim 3 or 5, characterized in that: The connecting sleeve (4) is respectively connected to the top cover outer plate (1) and the side plate (21), and both sides thereof are embedded with a wire screw sleeve (42), and are integrally provided with a first reinforcing rib (43); a second reinforcing rib (62) is connected between the end sleeve (6) and the pressing plate (61).

7. The vehicle body structure with integrated tail wing mounting interface according to claim 1, characterized in that: The roof tube beam (3) is made of high-strength steel plates and formed into a straight tube beam with a polygonal cross-section through a high-frequency welding process. The Y-direction curvature of the roof tube beam (3) is consistent with the Y-direction curvature of the roof outer plate (1).

8. The vehicle body structure with integrated tail wing mounting interface according to claim 1 or 7, characterized in that: A reserved gap is formed between each side wall of the top cover outer plate (1) and the top cover rear cross beam (2) and the top cover pipe beam (3).

9. The vehicle body structure with integrated tail wing mounting interface according to claim 8, characterized in that: The connecting sleeve (4) and the end sleeve (6) are both connected to the top cover tube beam (3) into a whole by using a semi-solid aluminum casting process, comprising the following steps: Heating the mold and placing the formed top cover pipe beam (3) into the mold cavity; The aluminum alloy is heated to a semi-solid temperature range of 570 to 590°C and injected into the mold cavity at a speed of 3 to 4 m / s and a pressure of 70 to 80 MPa; Hold the pressure and heat to 630-650℃, and apply 160-180MPa pressure for 3 seconds; The parts are removed after cooling through the water channels in the mold.

10. An automobile, characterized in that: include: A vehicle body structure with an integrated tail wing mounting interface as claimed in any one of claims 1 to 9.

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