Integrated insert side wall, vehicle body and manufacturing method of integrated insert side wall

Abstract

The invention discloses an integrated insert side wall, a vehicle body and a manufacturing method of the integrated insert side wall. The integrated insert side wall comprises an aluminum alloy die-cast side wall body and a plurality of steel inserts pre-embedded in the aluminum alloy die-cast side wall body, and the connecting edges of the steel inserts and the side wall body are filled with molten aluminum to form interlocking. The steel insert comprises a Shotgun connecting plate, a cross beam connecting piece, a side wall outer plate, a rear wheel cover connecting piece and the like. During manufacturing, the steel insert is placed in a die for high-pressure die-casting of aluminum alloy. The vehicle body comprises a left side wall, a right side wall and a lower vehicle body assembly, and the steel insert parts of the side walls are connected with a lower vehicle body or other steel parts through spot welding. By embedding the steel insert, the connection problem of the die-casting side wall and the steel vehicle body is solved, the requirement of the A face is met, steel-aluminum connection points are reduced, the influence on an existing production line is small, and the integration degree and rigidity are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile manufacturing, and in particular to an integrated insert side panel, a vehicle body and a manufacturing method thereof. Background Art

[0002] In recent years, with the automotive industry's increasing demands for lightweighting, cost control, and production efficiency, integrated die-casting technology, particularly for the manufacture of large vehicle body components, has become a significant technological trend. For example, the integrated die-cast side panel, through a single high-pressure die-casting process, combines a complex side panel structure previously comprised of dozens of welded stamped parts into a single component. This technology offers significant advantages: a significantly simplified manufacturing process, eliminating the need for complex stamping die development and lengthy welding lines; a significant reduction in the number of parts, fundamentally eliminating the cumulative errors associated with connecting multiple parts, thereby improving the dimensional accuracy and quality stability of the entire vehicle; and, the high degree of integration also significantly reduces manufacturing costs.

[0003] However, existing integrated die-cast side panel technology still faces significant challenges in practical application. The primary issue lies in the connection with surrounding body components. Integrated side panels are typically die-cast from aluminum alloys, while traditional body frames, such as the floor, roof crossmembers, and B-pillars, are primarily constructed from high-strength steel. Consequently, when the aluminum die-cast side panels need to be joined to the steel body, numerous dissimilar steel-aluminum joints are created.

[0004] Steel-aluminum connection itself is a technical challenge with the following major disadvantages:

[0005] High cost: Steel-aluminum connections cannot be made using traditional, low-cost resistance spot welding. Instead, they must rely on expensive special connection processes such as self-pierce riveting (SPR), flow drill screws (FDS), laser brazing, or structural adhesive bonding, which directly increases manufacturing costs.

[0006] Production line renovations require significant investment: Existing automotive welding production lines are mostly designed for all-steel bodies and primarily rely on spot welding equipment. Introducing steel-to-aluminum joining processes requires a major overhaul of existing production lines, including the introduction of new, expensive specialized equipment and the provision of additional workstations.

[0007] Space limitations and modification risks: Compact welding lines often lack the space to add additional steel-aluminum joining stations. Forced modifications could disrupt the entire production line's layout and cycle time, or even trigger a large-scale shutdown and modification. The implementation costs and risks are extremely high. In extreme cases, automakers may even have no choice but to build new production lines or factories to meet production requirements.

[0008] A-side quality issues: The surface roughness of die-cast parts often fails to meet the finish and paint requirements of the vehicle's exterior surface (i.e., the A-side). Therefore, a die-cast side panel alone cannot be directly used as the vehicle's final exterior panel; an additional stamped panel must be added and connected, which increases the number of steps and connection issues.

[0009] Therefore, how to retain the advantages of integrated die-casting technology in high integration, high precision and low cost, while completely solving its compatibility issues with the existing steel body production system, especially eliminating the expensive and complex steel-aluminum connection and meeting the A-side quality requirements, is a technical problem that needs to be solved urgently in this field. Summary of the Invention

[0010] The purpose of the present invention is to provide an integrated insert side panel, a vehicle body and a manufacturing method thereof, aiming to solve the technical problems in the prior art of excessive steel-aluminum connection points, high connection costs, great demand for modification of existing production lines and substandard A-side quality when the integrated die-cast side panel is connected to the steel environmental parts.

[0011] To achieve the above-mentioned objectives, the first aspect of the present invention provides an integrated insert side panel, comprising: a die-cast main body portion formed by integrated die-casting; and a plurality of steel inserts pre-placed and embedded in the interior of the die-cast main body portion; wherein the steel insert includes a side panel outer panel serving as the A-side of the integrated insert side panel; the connection between the die-cast main body portion and the steel insert is filled with molten aluminum to form an interlocking connection structure.

[0012] In a preferred embodiment, the interlocking connection structure includes the die-cast body partially wrapping around the connecting edge of the steel insert.

[0013] In a preferred embodiment, an opening is provided at the connection of the steel insert, and the die-cast main body forms a solid columnar structure at the opening, and the solid columnar structure is embedded in the opening to form an interlocking with the steel insert.

[0014] In a preferred embodiment, the connection between the die-cast main body and the steel insert is a linear connection.

[0015] In a preferred embodiment, the steel insert further includes at least one selected from the following: a Shortgun connecting plate, a front crossbeam connecting piece, a rear crossbeam connecting piece, and a rear wheel cover connecting piece.

[0016] In a preferred embodiment, the die-cast main body is formed from an aluminum alloy material by high-pressure die-casting.

[0017] A second aspect of the present invention provides a vehicle body, comprising at least one integrated insert side panel as described in any of the aforementioned schemes; the vehicle body also includes: a lower body assembly; and a plurality of vehicle body components spot-welded to the lower body assembly to form a body-in-white; wherein the integrated insert side panel is spot-welded to the lower body assembly or the steel components of the plurality of vehicle body components via the steel insert thereon.

[0018] The third aspect of the present invention provides a method for manufacturing an integrated insert side panel, comprising the following steps: placing a plurality of steel inserts in a casting mold in advance, the steel inserts including a side panel outer panel serving as the A-side of the integrated insert side panel; clamping and fixing the steel inserts in the casting mold by means of claws; casting a die-casting main body part by high-pressure die casting, thereby embedding the steel inserts into the interior of the die-casting main body part, and allowing the aluminum liquid of the die-casting main body part to fill the connection between the steel inserts, thereby forming an interlocking connection structure between the die-casting main body part and the plurality of steel inserts.

[0019] In a preferred embodiment, the step of forming the interlocking connection structure includes: allowing the molten aluminum to wrap around the connection edges of the steel inserts.

[0020] In a preferred embodiment, the step of forming the interlocking connection structure further comprises: filling the openings opened at the connection of the steel inserts with molten aluminum, and forming a solid columnar structure at the openings to achieve interlocking.

[0021] In a preferred embodiment, the steel insert further includes at least one selected from the following: a Shortgun connecting plate, a front crossbeam connecting piece, a rear crossbeam connecting piece, and a rear wheel cover connecting piece.

[0022] A fourth aspect of the present invention provides a method for manufacturing a vehicle body, comprising: providing at least one integrated insert side panel as described in any of the aforementioned schemes; providing a lower body assembly; connecting the steel insert portion on the integrated insert side panel with the steel component on the lower body assembly by spot welding; and connecting other vehicle body components with the lower body assembly and the integrated insert side panel by spot welding to form a body-in-white.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] 1. High Integration and A-surface Compatibility: By integrating multiple steel parts, such as the side panels, into the aluminum alloy body during a single die-cast process, the previously 88 components are integrated into a single, integrally formed part, significantly simplifying the structure. Furthermore, the direct use of high-quality steel side panels as inserts eliminates the problem of traditional die-cast parts, which suffer from rough surfaces and are unsuitable for exterior coverings.

[0025] 2. Eliminating Steel-Aluminum Joints, Significantly Reducing Weight: This invention fundamentally eliminates the steel-aluminum joint problem between the side panels and the surrounding components. During the side panel manufacturing stage, the steel-aluminum bond is already achieved through insert casting. During body assembly, the side panels are connected to the rest of the body using steel-to-steel connections, employing standard spot welding. This eliminates the 300-400 expensive steel-aluminum joints found in the original design, reducing costs while also achieving a weight reduction of approximately 6 kg due to optimized joint overlaps.

[0026] 3. High Precision and Rigidity: Because the side panel body and its connection to the insert are cast in a single step, eliminating multiple intermediate assembly steps, the dimensional accuracy is far superior to that of solutions that require casting followed by assembly. Furthermore, the connection between the insert and the die-cast body has been changed from a point connection to a continuous line, effectively enhancing the rigidity and strength of the connection area and increasing the torsional rigidity of the entire body-in-white by approximately 10%.

[0027] 4. Minimal impact on existing production lines: The greatest advantage of this invention lies in its perfect compatibility with existing all-steel body welding lines. Because all external connections are converted to steel-to-steel spot welds, no additional expensive steel-to-aluminum joining equipment or workstations are required on the main assembly line during final assembly. This avoids large-scale modification and significant investment in existing production lines, greatly facilitating the rapid introduction of this technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments disclosed in the present invention, the drawings of the embodiments will be briefly introduced below. These drawings are only used for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0029] Figure 1 Schematic diagram of the structure of the integrated insert side panel in an embodiment of the present invention, showing the steel insert included.

[0030] Figure 2 Schematic diagram of the feed port and slag bag positions during the casting process of the integrated insert side panel in an embodiment of the present invention.

[0031] Figure 3 Schematic diagram of the interlocking connection structure between the integrated insert side panel and the steel insert in an embodiment of the present invention.

[0032] Figure 4 It is a schematic diagram of the first stage (formation of the lower body assembly) of the vehicle body assembly process provided by the present invention.

[0033] Figure 5 Schematic diagram of the second stage (body-in-white formation) of the body assembly process provided by the present invention. DETAILED DESCRIPTION

[0034] The following further describes the technical solutions (including preferred technical solutions) of the present invention through accompanying drawings and by enumerating some optional embodiments of the present invention. It should be understood that the embodiments described are merely some, and not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0035] Example 1

[0036] This embodiment provides an integrated insert side panel, which is designed to achieve high integration, lightweight and high compatibility with existing production lines.

[0037] Reference Figure 1 and Figure 2 The integrated insert side panel of this embodiment is a highly integrated composite structural component, mainly composed of two types of materials: an aluminum alloy die-cast main body 106, and a plurality of steel inserts 100 pre-embedded therein.

[0038] The selection, shape, and arrangement of the steel inserts are all designed to achieve specific connections and functions. Two primary purposes are: 1. Serving as an interface for final connection with other steel components on the vehicle body; 2. Implementing functions (such as the A-side) that are impossible with traditional die-cast parts. In this embodiment, the steel inserts specifically include:

[0039] The side panel 101 is typically a large, thin-walled stamped steel plate with a pre-defined three-dimensional curved surface. Its exterior surface undergoes precision processing to achieve Class A surface quality, allowing it to be directly painted as the vehicle's final exposed side surface. This overcomes the technical challenges of conventional aluminum die-castings, which suffer from rough surfaces, porosity, and flow marks, and fail to meet the required A-surface quality. Its edges are designed with flanges or lippings for interlocking with the die-cast main body 106, as well as pre-punched holes in the flanges or lippings.

[0040] Shortgun connector plate 102: Located at the front end of the side panel, it connects to the lower A-pillar or dash panel area of ​​the vehicle. This component is typically L-shaped, or can be designed with a different shape depending on the application. It is cast into the front end of the integrated side panel, below or in the middle of the A-pillar. It is designed to provide a reliable steel interface for spot welding to the steel lower A-pillar reinforcement plate or dash panel assembly at the front of the vehicle during assembly.

[0041] Front cross member connector 103: Used to strengthen the connection between the side panels and the front cross member of the roof. This component is typically a small reinforcement plate cast into the front portion of the upper frame of the side panels. It serves as a connection point for spot welding to the steel front cross member of the roof, forming a solid roof frame.

[0042] Rear cross member connector 104: Used to strengthen the connection between the side panels and the rear cross member of the roof. Similar to the front cross member connector 103, it is also a steel reinforcement plate, embedded in the rear portion of the upper frame of the side panels, typically in the C-pillar or D-pillar area. It is spot welded to the steel roof rear cross member or rear upper rail at the rear of the roof.

[0043] Rear wheelhouse connector 105: Located at the rear of the side panel, it connects to the rear wheelhouse or rear floor area. This component typically has a curved shape that matches the contours of the rear wheelhouse and is cast into the rear wheel area of ​​the side panel. It provides a steel interface for spot welding to the steel rear wheelhouse inner panel or rear floor of the lower body, ensuring structural continuity and strength between the side and rear sections of the vehicle.

[0044] The die-cast main body 106 is the "skeleton" of the side panel. Cast from an aluminum alloy under high pressure, it fills and forms the entire structural framework within the side panel, including the complete B-pillar structure, the internal reinforcements of the C / D-pillars, the upper rocker frame, and the window frame. More importantly, during the casting process, it securely encases and interlocks all of these individual steel inserts, ultimately forming a single, solid, integral part.

[0045] In other words, during the die-casting process, these pre-designed steel inserts are precisely positioned within the die. As the molten aluminum alloy fills the die cavity under high pressure, it flows around these steel inserts and solidifies. At the junction of the steel insert and the aluminum alloy side panel, the molten aluminum fills and wraps around the edge of the steel insert, forming a mechanically interlocking connection.

[0046] To enhance the interlocking effect, the connecting edge of the steel insert can be specially designed. The connection between the die-cast main body 106 and the steel insert is as follows: Figure 3 As shown in the figure, this connection is not a later welding or riveting, but an integral molding through "insertion casting interlocking" during the die casting process. The specific implementation method is as follows:

[0047] Edge wrapping: During the die-casting process, hot, molten aluminum alloy flows to the connecting edge of the steel insert (such as the side panel 101), completely wrapping around the flange or flanging. After cooling, the aluminum alloy forms a tight "sleeve" around the edge of the steel plate, providing strong shear strength.

[0048] Solid post locking: To further enhance connection reliability and prevent separation in any direction, equally spaced circular holes are pre-punched at the connecting edges of the steel insert (such as the side panel 101). During die-casting, liquid aluminum alloy flows through these holes and solidifies within them, forming solid aluminum alloy columns (also known as rivets). These aluminum columns act like pins, firmly locking the die-cast body and steel insert together, creating a highly robust mechanical interlocking structure that can withstand separation forces from any direction.

[0049] In other words, during die-casting, the molten aluminum not only wraps around the edges of the steel component but also flows into these circular holes and solidifies, forming solid aluminum columns. These columns act like rivets, firmly "locking" the steel insert into the aluminum alloy matrix. In addition to opening holes, other structures such as flanging, grooves, and protrusions can be used to increase the contact area between the molten aluminum and the steel component and the mechanical engagement force, thereby ensuring the strength and durability of the aluminum-steel bond.

[0050] Compared with traditional point connections, this line connection composed of edge wrapping and solid column locking has a larger contact area and more uniform stress distribution, which greatly improves the connection strength and the overall rigidity of the structure.

[0051] Through the design of this embodiment, the integrated side panel inserts already incorporate the interfaces required for steel-to-steel connections during final assembly. For example, the exposed steel portions of the inserts, such as the Shortgun connector plate 102 and the crossbar connector, can be directly spot-welded or laser-welded to other steel components of the vehicle body.

[0052] Example 2

[0053] This embodiment describes a method for manufacturing the integrated insert side panel described in Example 1, which mainly includes the following steps:

[0054] Step 1: Insert Preparation and Placement. First, all prefabricated steel inserts (such as the shortgun connector 102, front / rear crossmember connectors 104, side panel outers 101, and rear wheel arch connectors 105) are surface treated to enhance their bonding with the molten aluminum. These inserts are then precisely placed into the designated locations within the casting mold of a large die-casting machine, either robotically or manually.

[0055] Step 2: Clamping and Fixing. The mold is equipped with specialized claws, locating pins, or magnetic devices. After the mold is closed, these claws firmly hold all steel inserts, ensuring they do not move or deform under the impact of the subsequent high-pressure aluminum injection. This ensures product dimensional accuracy.

[0056] Step 3: High-Pressure Die Casting. Molten aluminum alloy is injected into the closed mold cavity at high speed and pressure through an injection system. Under pressure, the molten aluminum rapidly fills all cavities except the space occupied by the steel insert. As previously mentioned, it flows to the edges and holes of the insert, forming an interlocking structure. Die-casting parameters (such as molten aluminum temperature, mold temperature, injection speed, and holding time) must be precisely controlled based on the specific alloy grade, insert type, and the complexity of the side panel structure to ensure casting quality and insert-to-insert bonding reliability.

[0057] Step 4: Mold Opening and Removal. After the molten aluminum has completely solidified and cooled, the mold is opened and a robot removes the completed, integrated insert side panels. At this point, all steel inserts have become an integral part of the aluminum alloy frame.

[0058] Step 5: Post-processing: The removed castings require some post-processing, such as removing gates and overflows, heat treatment to optimize mechanical properties, and final dimensional inspection.

[0059] Through the above method, the complex side panel that originally required multiple processes (stamping, splicing, and welding) can now be manufactured through a single die-casting process, realizing "parts in one" and "process in one".

[0060] Example 3

[0061] This embodiment describes how to assemble the integrated insert side panels 13 and 14 in embodiment 1 into a complete body-in-white 17. This embodiment fully demonstrates the advantages of the present invention.

[0062] A typical body-in-white (BIW) consists of, in addition to the side panels, a lower body assembly 12, a roof assembly (including a roof cross member 15), and a rear panel assembly 16. In this embodiment, these non-side panel components are constructed using conventional steel stamping and welding. Specifically, the body consists of the following major components:

[0063] Left and right integrated insert side panels (such as Figure 5 13 and 14): manufactured using the structure and method described in Example 1 and Example 2.

[0064] Lower body assembly (such as Figure 4 、 Figure 512): This is a pre-welded steel underbody structure module. It includes the right longitudinal member assembly 1, the right front fender inner panel reinforcement assembly 2, the right front wheelhouse assembly 3, the front dash assembly 4, the left front wheelhouse assembly 5, the left front fender inner panel reinforcement assembly 6, the left longitudinal member assembly 7, the front floor assembly 8, the rear floor frame assembly 9, and, in some embodiments of the present invention, the additional rear floor assembly 11 and rear luggage compartment 10 (if structural components, these are assembled together). These components are primarily assembled using traditional steel spot welding or bolting.

[0065] Other body parts: such as Figure 5 As shown, it also includes a rear panel assembly 16 (steel part) and a roof crossbeam assembly 15 (steel part), etc.

[0066] Reference Figure 4 and Figure 5 The assembly process of the entire body in white is as follows:

[0067] Step 1: Lower body assembly. First, on the floor assembly line of the welding line, various steel components, including the right longitudinal beam assembly 1, left longitudinal beam assembly 7, front floor assembly 8, rear floor frame assembly 9, rear floor assembly 11, right wheelhouse assembly 3, left wheelhouse assembly 5, right front fender inner panel reinforcement assembly 2, left front fender inner panel reinforcement assembly 6, front dash assembly 4, and rear trunk 10, are welded together using traditional resistance spot welding to form a complete lower body assembly 12. This step fully utilizes existing processes. In some embodiments of the present invention, the rear trunk 10 can be made of plastic.

[0068] Step 2: Body-in-white primary assembly. The assembled lower body assembly 12 is transported to the primary assembly line. Then, a robot grasps and positions large components, including the left integrated insert side panel 13 and 14, as well as the steel roof cross member assembly 15 and rear panel assembly 16, onto the primary assembly fixture.

[0069] Step 3: Spot welding of the entire vehicle. At this point, the advantages of the present invention can be fully demonstrated. In the main assembly station, all connection points are steel-steel connections. The specific connection relationship is as follows:

[0070] The steel Shortgun connecting plate 102 at the front end of the integrated insert side panel is spot welded to the lower end of the steel A-pillar of the lower body assembly.

[0071] The steel front and rear crossbeam connectors 104 of the upper frame of the integrated insert side panel are spot welded to the steel roof crossbeam assembly 15 respectively.

[0072] The steel rear wheel housing connector 105 at the rear of the integrated insert side panel is spot welded to the steel rear wheel housing inner panel of the lower body assembly.

[0073] The lower edge of the steel side panel outer panel 101 at the lower portion of the integrated insert side panel is spot welded to the steel door sill outer panel of the lower vehicle body assembly.

[0074] All of these connections can be made by existing, mature, low-cost spot welding robots on the production line.

[0075] Step 4: Forming the body-in-white. After the spot welding at the main assembly station is completed, a structurally complete body-in-white 17 is formed. Subsequent processes include installation of covering parts such as doors, hood, and trunk lid, as well as painting.

[0076] In this way, this invention cleverly shifts the complex problem of dissimilar steel-aluminum bonding from the final assembly stage, which requires extremely high equipment and investment, to the manufacturing of individual parts. In the body-in-white assembly stage, which has the greatest impact on the entire production system, the traditional, efficient, and low-cost all-steel body welding method is fully restored, thus seamlessly integrating advanced technology into existing production systems.

[0077] The integrated insert side panel technology of the present invention brings about many significant beneficial effects:

[0078] ① High Integration: The entire side panel has been integrated from, for example, 88 stamped parts (as in traditional steel side panels) into a single, integrated insert. This high level of integration not only simplifies supply chain and inventory management but also lays the foundation for subsequent automated assembly.

[0079] ② Lightweight: Despite the use of steel inserts, the side panel's main frame is constructed from a lightweight aluminum alloy die-cast, and optimized design reduces unnecessary overlaps and reinforcements, resulting in a weight reduction of approximately 6kg compared to all-steel side panels. Furthermore, by eliminating the need for extensive steel-aluminum transition connections (such as rivets, bolts, and structural adhesives, which themselves consume a considerable amount of weight and space), the lightweighting effect is even more substantial.

[0080] ③ High Precision: Die-cast parts inherently possess high dimensional accuracy. By precisely positioning the steel insert within the mold and integrating it with the aluminum alloy body in one step, the accumulated dimensional errors associated with traditional multi-part welding are avoided. This approach is also superior to the solution of first die-casting the aluminum skeleton and then joining it to the steel sheet in a secondary process. This helps improve the control level of the vehicle's dimensional chain and assembly quality.

[0081] ④ Minimal impact on existing production lines: This is one of the core advantages of this solution. Because the interfaces between the integrated side panels and other key steel environmental components (such as the lower body and roof) are designed as steel-to-steel joints (implemented via pre-buried steel inserts), established welding processes and equipment such as spot welding and laser welding can be directly utilized on existing steel body production lines. This eliminates the need for large-scale, costly line modifications or the addition of dedicated workstations for dissimilar steel-aluminum connections. For the existing welding assembly line, there's no need to add additional steel-aluminum connecting lines to the main assembly line.

[0082] ⑤ High Rigidity: By optimizing the side panel structure design and material distribution (using an aluminum alloy skeleton for load-bearing, and steel inserts at key nodes for reinforcement or connection interfaces), and achieving a more continuous and robust connection between the side panel and the surrounding components (for example, by strengthening the previously dispersed point connections to more concentrated linear or planar connection areas), the overall body-in-white rigidity, particularly torsional rigidity, can be effectively improved. For example, torsional rigidity can be increased by approximately 10%, which has positive implications for improving vehicle handling, NVH performance, and durability.

[0083] ⑥ Compatibility with A-side Design Requirements: Steel side panels with excellent surface quality and easy painting are used as inserts to directly form the vehicle's A-side. This avoids the surface roughness of aluminum alloy die-castings, which may not directly meet A-side requirements and require extensive subsequent surface treatment. It also avoids potential compatibility issues with aluminum panels on the painting line. This solution fully meets the A-side requirements of the side panel assembly.

[0084] To sum up, the integrated insert side panel technology of the present invention cleverly combines the high integration and lightweight advantages of aluminum alloy die-casting with the traditional advantages of steel in connection and A-side quality. Through the "insert" as a bridge, it effectively solves the core pain points faced by the current one-piece die-casting technology in practical applications, such as poor compatibility with the existing production system, high cost of connecting dissimilar materials, and complex A-side processing. It provides a practical solution for achieving a new generation of body structures with high performance, low cost, and easy industrialization.

[0085] Those skilled in the art will understand that the specific structures and methods described in the above embodiments of the present invention are merely illustrative and that various modifications and variations are possible without departing from the spirit and scope of the present invention. For example, the specific type, quantity, shape, size, and distribution of the steel inserts within the side panel body; the specific structural form of the interlocking connection between the molten aluminum and the steel inserts (e.g., hole shape, flange type, etc.); and the specific process flow of vehicle body assembly can all be flexibly adjusted and optimized based on the actual vehicle model requirements and manufacturing conditions. Such modifications and variations are intended to fall within the scope of protection of the present invention.

Claims

1. An integrated insert side panel, characterized in that: include: The die-casting main body is formed by integrated die-casting; as well as a plurality of steel inserts pre-placed and embedded within the die-cast body portion; Wherein, the steel insert includes a side panel serving as the side panel A of the integrated insert; The connection between the die-cast main body and the steel insert is filled with molten aluminum to form an interlocking connection structure.

2. The integrated insert side panel according to claim 1, characterized in that: The interlocking connection structure includes the die-cast body partially enveloping the connecting edge of the steel insert.

3. The integrated insert side panel according to claim 1 or 2, characterized in that: An opening is provided at the connection of the steel insert, and the die-cast main body forms a solid columnar structure at the opening. The solid columnar structure is embedded in the opening to form an interlocking with the steel insert.

4. The integrated insert side panel according to claim 1, characterized in that: The connection between the die-cast main body and the steel insert is a linear connection.

5. The integrated insert side panel according to claim 1, characterized in that: The steel insert further includes at least one selected from the following: a Shortgun connecting plate, a front crossbeam connecting piece, a rear crossbeam connecting piece, and a rear wheel cover connecting piece.

6. A vehicle body, characterized in that: The vehicle body comprises at least one integrated insert side panel according to any one of claims 1 to 5; the vehicle body further comprising: Lower body assembly; a plurality of vehicle body components spot-welded to the lower vehicle body assembly to form a body-in-white; The integrated insert side panel is connected to the lower body assembly or the steel components of the plurality of body components by spot welding through the steel insert thereon.

7. A method for manufacturing an integrated insert side panel, characterized in that: The following steps are involved: Pre-placing a plurality of steel inserts in a casting mold, wherein the steel inserts include a side panel outer panel serving as a side panel A of the integrated insert; clamping and fixing the steel insert in the casting mold by means of claws; The die-cast main body is cast by high-pressure die casting, so that the steel inserts are embedded in the interior of the die-cast main body, and the aluminum liquid of the die-cast main body is filled into the connection between the steel inserts, forming an interlocking connection structure between the die-cast main body and the multiple steel inserts.

8. The method according to claim 7, characterized in that The step of forming the interlocking connection structure includes: wrapping the connection edge of the steel insert with molten aluminum; filling the opening opened at the connection of the steel insert with molten aluminum, and forming a solid columnar structure at the opening to achieve interlocking.

9. A method for manufacturing a vehicle body, characterized in that: include: Providing at least one integrated insert side panel according to any one of claims 1 to 5; Provide the vehicle body assembly; spot welding the steel insert portion on the side panel of the integrated insert to the steel component on the lower vehicle body assembly; Other vehicle body parts are connected to the lower vehicle body assembly and the integrated insert side panels by spot welding to form a body in white.

10. The method according to claim 9, characterized in that The other vehicle body parts include a roof crossbeam assembly and a rear panel assembly.

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