Automobile body in white and automobile

Abstract

The invention relates to the technical field of automobile bodies, in particular to an automobile body in white and an automobile. The body-in-white comprises a top cover assembly, a front wall assembly, a rear wall assembly and a floor assembly, the front wall assembly comprises an air window upper cross beam with the cross section being a closed cross section, the rear wall assembly comprises a rear wall plate, a rear wall upper cross beam and two rear wall vertical beams, and the rear wall plate and the rear wall upper cross beam are fixedly connected and define the closed cross section; the rear wall plate and the rear wall vertical beam are fixedly connected and define a closed section. The top cover assembly comprises a beam frame assembly and a cover plate, the beam frame assembly comprises two top longitudinal beams, and the bottom face of the cover plate and the top longitudinal beams are fixedly connected and define a closed section. The front end of the top longitudinal beam is fixedly connected with the air window upper cross beam, and the rear end of the top longitudinal beam is fixedly connected with the rear wall upper cross beam and one corresponding rear wall vertical beam; the floor assembly comprises a floor mask and two bottom plate frameworks, the floor mask and the two bottom plate frameworks are partially overlapped and jointly define two floor closed sections, and the rear wall vertical beams correspond to the floor closed sections one to one and are fixedly connected with the floor closed sections.

Description

A car body-in-white and a car Technical Field

[0001] This application relates to the field of automotive body technology, and more specifically, to an automotive body-in-white and an automotive vehicle. Background Technology

[0002] The body-in-white is the core load-bearing component of a car. Specifically, it refers to the body structure that has been welded but not painted. It does not include movable covering parts such as doors, hood, and trunk lid.

[0003] Based on the body-in-white, the addition of interior and exterior trim systems, movable body panels, and electronic and electrical systems creates a complete body assembly. The interior and exterior trim systems encompass functional and decorative components such as the dashboard, steering column, seats, front and rear windshields, rearview mirrors, fenders, radiator, headlights, carpets, and interior trim panels. Furthermore, integrating this body assembly with the chassis system, which includes the engine, transmission, drivetrain, braking system, suspension system, and exhaust system, yields a complete automobile.

[0004] Based on the above vehicle composition logic, the body-in-white, as the core skeleton of the body assembly, accounts for a high proportion of the vehicle's curb weight and directly affects the vehicle's weight control effect.

[0005] For a long time, traditional body-in-white has generally been made of low-carbon steel sheets through stamping and welding processes. Although this type of structure has mature production technology and stable mechanical properties, it has the inherent drawback of being too heavy. With the increasingly stringent requirements for energy conservation and emission reduction in the global automotive industry, and the urgent need for new energy vehicles to improve driving range, automotive lightweighting has become one of the core trends in industry development. The weight disadvantage of traditional low-carbon steel body-in-white is becoming increasingly prominent, making it difficult to meet the current and future requirements for lightweight vehicle design. Summary of the Invention

[0006] In view of this, this application provides an automotive body-in-white and an automotive vehicle, which aims to improve the problem of low lightweighting in the prior art.

[0007] In a first aspect, this application provides an automobile body-in-white, including a front bulkhead assembly, a roof assembly, a rear bulkhead assembly, and a floor assembly;

[0008] The front bulkhead assembly includes a windshield upper crossbeam, the two ends of which are fixedly connected to the tops of the two A-pillars of the vehicle, and the cross-section of the windshield upper crossbeam is a closed section.

[0009] The rear bulkhead assembly includes a rear bulkhead panel, a rear upper crossbeam, and two rear vertical beams symmetrically arranged about the longitudinal center plane of the vehicle. The two ends of the rear upper crossbeam are fixedly connected to the tops of the two C-pillars of the vehicle, and the tops of the two rear vertical beams are fixedly connected to the rear upper crossbeam. The rear bulkhead panel is fixedly connected to the rear upper crossbeam, and the two together form a closed section. The rear bulkhead panel is also fixedly connected to the rear vertical beams, and the two together form a closed section.

[0010] The roof assembly includes a beam frame assembly and a cover plate. The beam frame assembly includes two top longitudinal beams. The bottom surface of the cover plate is fixedly connected to the top longitudinal beams, and the two together form a closed section. The front end of the top longitudinal beam is fixedly connected to the upper crossbeam of the windshield to form a force transmission path from the top longitudinal beam to the upper crossbeam of the windshield. The rear end of the top longitudinal beam is fixedly connected to the upper crossbeam of the rear enclosure and the top end of a corresponding vertical beam of the rear enclosure to form a force transmission path from the top longitudinal beam to the vertical beam of the rear enclosure and the upper crossbeam of the rear enclosure.

[0011] The floor assembly includes a floor cover and two floor frame frames. The two floor frame frames are symmetrically arranged about the longitudinal center plane of the vehicle. The floor cover is fixedly connected between the two floor frame frames. The two sides of the floor cover partially overlap with the two floor frame frames, forming two closed floor sections. The bottom ends of the two rear vertical beams correspond one-to-one with the two closed floor sections and are fixedly connected to the floor cover and the floor frame frames, respectively, to form a force transmission path from the rear vertical beams to the closed floor sections.

[0012] The rear panel, the cover plate, and the floor cover are all made of lightweight metal, while the windshield upper crossbeam, the rear upper crossbeam, the rear vertical beam, the bottom plate frame, and the beam frame assembly are all made of steel.

[0013] Preferably, the vehicle body-in-white also includes two side assemblies arranged symmetrically about the longitudinal center plane of the vehicle;

[0014] Each of the side panel assemblies includes multiple components, which form the A-pillar, B-pillar, C-pillar, upper crossbeam of the door opening, and lower crossbeam of the door opening of the vehicle. The upper crossbeam of the door opening is fixedly connected to the top of the A-pillar, B-pillar, and C-pillar, and the lower crossbeam of the door opening is fixedly connected to the bottom of the A-pillar, B-pillar, and C-pillar. The cross-sections of the A-pillar, B-pillar, C-pillar, upper crossbeam of the door opening, and lower crossbeam of the door opening are all closed sections.

[0015] Each of the base plate frames is fixedly connected to a corresponding lower crossbeam of the doorway;

[0016] The beam frame assembly also includes a first top crossbeam, and the two top longitudinal beams are fixedly connected to the first top crossbeam. The two ends of the first top crossbeam are fixedly connected to the top ends of the two doorway upper crossbeams and the two B-columns, respectively, to form a force transmission path from the first top crossbeam to the doorway upper crossbeams and the B-columns.

[0017] Preferably, the beam frame assembly has a cross-shaped frame structure. The beam frame assembly also includes a second top crossbeam, which is parallel to the first top crossbeam and located on the side of the first top crossbeam close to the upper crossbeam of the windshield. The second top crossbeam is fixedly connected to the two top longitudinal beams, and the two ends of the second top crossbeam are fixedly connected to the upper crossbeams of the two door openings, respectively.

[0018] Preferably, the rear assembly further includes a rear central crossbeam, which includes a first central crossbeam and two second central crossbeams, the centerlines of the first central crossbeam and the second central crossbeams being located on the same horizontal plane;

[0019] The first middle crossbeam is fixedly connected between the two rear longitudinal beams, and the second middle crossbeam is fixedly connected between the rear longitudinal beams and the C-column.

[0020] Preferably, the base plate frame is a die-cast part, and the top surface of the base plate frame is provided with a first die-casting groove, and the first die-casting groove is provided with a first reinforcing rib;

[0021] The floor covering plate abuts against the opening of the first die-casting groove to form the closed section of the floor.

[0022] The base plate assembly also includes a support frame, which is made of steel and is fixedly connected to the bottom of the floor cover. The cross-section of the support frame is a closed section.

[0023] The first die-casting tank has a connecting part on the tank wall near the other base plate frame, and the connecting part of the two base plate frames is fixedly connected to the two ends of the support frame respectively.

[0024] Preferably, the top and bottom sides of the lower beam of the doorway are respectively provided with a first connecting edge and a second connecting edge;

[0025] The base plate frame is provided with an assembly groove, a first mounting extension plate and a second mounting extension plate on the side opposite to the other base plate frame. The first mounting extension plate is fixedly connected to the first connecting edge, and the second mounting extension plate is fixedly connected to the second connecting edge, so as to form a closed section with the assembly groove.

[0026] Preferably, the side panel assembly includes an inner panel assembly, a reinforcing plate assembly, and an outer panel assembly arranged sequentially from the inside to the outside. The inner panel assembly includes multiple inner panel components, the reinforcing plate assembly includes multiple reinforcing plate components, and the outer panel assembly includes multiple outer panel components. At the A-pillar, the B-pillar, the C-pillar, the upper beam of the doorway, and the lower beam of the doorway, the inner panel assembly, the reinforcing plate assembly, and the outer panel assembly are interconnected by components at corresponding positions to form a closed section.

[0027] In the outer panel assembly, except for the outer panel component at the A-pillar, all other outer panel components are lightweight metal structural components; in the inner panel assembly, except for the inner panel components at the A-pillar, the upper beam of the door opening, and the lower beam of the door opening, all other inner panel components are lightweight metal structural components.

[0028] Preferably, the front bulkhead assembly includes a lower front bulkhead crossbeam and a lower body, the lower body being fixedly connected to the lower part of the lower front bulkhead crossbeam, and the two sides of the lower front bulkhead crossbeam and the lower body being fixedly connected to the lower middle parts of the two A-pillars respectively.

[0029] The cross sections of the lower front beams are all closed sections;

[0030] The lower crossbeam of the front bulkhead is made of steel, and the lower body is made of lightweight metal.

[0031] Preferably, the lightweight metal material is an aluminum alloy.

[0032] Secondly, this application provides an automobile, including the automobile body-in-white provided in the first aspect of this application.

[0033] Compared with the prior art, the automobile body-in-white and automobile provided in this application achieve at least the following beneficial effects:

[0034] The automotive body-in-white and the automotive components provided in this application employ targeted closed-section structural designs for key components of each assembly, enhancing the local structural strength and torsional and bending resistance of the body, and ensuring the overall structural reliability and stability. Specifically, the windshield upper crossbeam of the front bulkhead assembly has a closed section, strengthening the supporting rigidity of the A-pillar top connection; in the rear bulkhead assembly, the rear bulkhead panel, together with the rear bulkhead upper crossbeam and the rear bulkhead vertical beam, forms a closed section, making the connection between the rear bulkhead upper crossbeam and the C-pillar top, and the connection between the rear bulkhead vertical beam and the rear bulkhead upper crossbeam, a rigid load-bearing unit; the roof panel of the roof assembly forms a closed section with the top longitudinal beam, improving the load-bearing and deformation resistance of the top longitudinal beam; the floor panel of the floor assembly overlaps with the floor frame to form a closed section, strengthening the structural strength of the middle of the floor. Compared to open sections, each closed-section structure can effectively distribute local forces, avoid overloading of a single component, significantly improve the structural reliability of each assembly, and make each assembly an independently load-bearing and collaboratively force-transmitting structural unit.

[0035] Furthermore, in this application, the front end of the top longitudinal beam of the roof assembly is fixed to the upper crossbeam of the windshield (the core load-bearing component of the front bulkhead assembly), establishing a force transmission channel from front to rear on the upper part of the vehicle body; the rear end of the top longitudinal beam is simultaneously fixed to the upper crossbeam of the rear bulkhead and the top of the rear vertical beam (the core load-bearing component of the rear bulkhead assembly), allowing the force on the upper part of the vehicle body to be simultaneously transmitted to the lateral and vertical load-bearing structures of the rear bulkhead; the bottom end of the rear vertical beam is fixed one-to-one with the closed section of the floor assembly, transmitting the force of the rear bulkhead assembly downwards to the floor assembly, forming a full-dimensional closed-loop force transmission path of "front bulkhead assembly → roof assembly → rear bulkhead assembly → floor assembly," that is, establishing a continuous and complete force transmission path that runs through the front and rear of the vehicle body, connects the top and bottom, and covers the left and right sides, achieving uniform distribution of impact loads across the entire area. This structural design allows the vehicle body to quickly distribute the impact load to various load-bearing parts of the vehicle body through a continuous force transmission path when encountering frontal, side, or top collisions, rather than concentrating it at a single node or component, effectively reducing local stress concentration and improving the overall collision protection capability of the vehicle body.

[0036] Furthermore, in this application, the core load-bearing structures (windshield upper crossbeam, rear upper crossbeam, rear vertical beam, and beam frame assembly) are all designed as key nodes in the vehicle's force transmission path and are made of steel. The high strength of steel ensures the load-bearing capacity of the force transmission path and matches the stress requirements of the closed cross-section structure. The non-core load-bearing covering / connecting structures (rear panel, cover plate, and floor panel) are set as mating parts of the closed cross-section or basic body covering parts, which do not bear the main load transmission task. They are made of lightweight metal materials. Without affecting the overall structural strength and force transmission efficiency, the precise matching of materials is achieved through the functional differentiation of structural components, which maximizes the reduction of the vehicle's weight. Moreover, the lightweight components are all non-load-bearing cores in the structural design, and the overall structural performance of the vehicle will not be reduced due to the lightweight materials. This achieves the dual technical effect of strong structural load-bearing capacity and lightweight material reduction.

[0037] Of course, any product implementing this application need not specifically need to achieve all of the technical effects described above at the same time.

[0038] Other features and advantages of this application will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the present application and, together with their description, serve to explain the principles of the present application.

[0040] Figure 1 shows a three-dimensional structural diagram (I) of the automobile body-in-white provided in the embodiment of this application.

[0041] Figure 2 shows an exploded view of the structure of the automobile body-in-white provided in the embodiment of this application;

[0042] Figure 3 shows a three-dimensional structural diagram (II) of the automobile body-in-white provided in the embodiment of this application;

[0043] Figure 4 shows an exploded view of the structure of the automobile body-in-white provided in the embodiment of this application;

[0044] Figure 5 shows a schematic diagram of the connection structure of the side panel assembly, rear panel assembly and floor assembly in an embodiment of this application.

[0045] Figure 6 shows a schematic diagram of the assembly structure of some components of the beam frame assembly, front enclosure assembly, side enclosure assembly, floor assembly and rear enclosure assembly in the embodiment of this application;

[0046] Figure 7 shows a three-dimensional structural diagram of the floor assembly in an embodiment of this application;

[0047] Figure 8 shows a schematic diagram of the connection structure between the ground cover plate and the base plate frame in an embodiment of this application.

[0048] Figure 9 shows a three-dimensional structural diagram of the base plate frame in an embodiment of this application;

[0049] Figure 10 shows a schematic cross-sectional structure at point AA in Figure 6;

[0050] Figure 11 shows a three-dimensional structural diagram of the side enclosure assembly in an embodiment of this application;

[0051] Figure 12 shows an exploded view of the side enclosure assembly in an embodiment of this application.

[0052] Figure 13 shows an exploded view of the front assembly in an embodiment of this application.

[0053] Description of Figure Labels:

[0054] 100-Side panel assembly, 110-Upper crossbeam of doorway, 120-Lower crossbeam of doorway, 121-First connecting edge, 122-Second connecting edge, 130-A-pillar, 140-B-pillar, 150-C-pillar, 161-Inner panel assembly, 162-Reinforcing plate assembly, 163-Outer panel assembly, 200-Front panel assembly, 210-Upper crossbeam of windshield, 220-Lower crossbeam of front panel, 230-Lower body, 231-Outer panel assembly, 232-Inner panel assembly, 300-Rear panel assembly, 310-Rear panel, 320-Rear vertical beam, 33 0-Rear upper crossbeam, 340-Rear middle crossbeam, 341-First middle crossbeam, 342-Second middle crossbeam, 400-Top cover assembly, 410-Cover plate, 420-Beam frame assembly, 421-Top longitudinal beam, 422-First top crossbeam, 423-Second top crossbeam, 500-Floor assembly, 510-Floor cover plate, 520-Base plate frame, 521-First die-casting groove, 5211-First reinforcing rib, 522-Connecting part, 523-First mounting part, 524-Second mounting part, 525-Assembly groove, 530-Support frame. Detailed Implementation

[0055] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present application.

[0056] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the scope of this application and its application or use.

[0057] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0058] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0059] Various modifications and variations can be made to this application without departing from its spirit or scope, which will be apparent to those skilled in the art. Therefore, this application is intended to cover modifications and variations falling within the scope of the corresponding claims (the claimed technical solutions) and their equivalents. It should be noted that the implementation methods provided in the embodiments of this application can be combined with each other without contradiction.

[0060] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0061] Figure 1 shows a three-dimensional structural schematic diagram of the automobile body-in-white provided in the embodiment of this application (I). Figure 2 shows an exploded structural schematic diagram of the automobile body-in-white provided in the embodiment of this application. Figure 3 shows a three-dimensional structural schematic diagram of the automobile body-in-white provided in the embodiment of this application (II). Figure 4 shows an exploded structural schematic diagram of the automobile body-in-white provided in the embodiment of this application. Figure 5 shows a schematic diagram of the connection structure of the side panel assembly, rear panel assembly, and floor assembly in the embodiment of this application. Figure 6 shows a schematic diagram of the assembly structure of some components of the beam frame assembly, front panel assembly, side panel assembly, floor assembly, and rear panel assembly in the embodiment of this application.

[0062] Please refer to Figures 1 to 6. This application provides an automotive body-in-white, including a front bulkhead assembly 200, a rear bulkhead assembly 300, a roof assembly 400, and a floor assembly 500.

[0063] The front assembly 200 includes a windshield upper crossbeam 210, the two ends of which are fixedly connected to the tops of the two A-pillars 130 of the car, and the cross section of the windshield upper crossbeam 210 is a closed section.

[0064] The rear assembly 300 includes a rear panel 310, a rear upper crossbeam 330, and two rear vertical beams 320 arranged symmetrically about the longitudinal center plane of the vehicle. The two ends of the rear upper crossbeam 330 are fixedly connected to the tops of the two C-pillars 150 of the vehicle, and the tops of the two rear vertical beams 320 are fixedly connected to the rear upper crossbeam 330. The rear panel 310 is fixedly connected to the rear upper crossbeam 330, and the two together form a closed section. The rear panel 310 is fixedly connected to the rear vertical beams 320, and the two together form a closed section.

[0065] The roof assembly 400 includes a beam frame assembly 420 and a cover plate 410. The beam frame assembly 420 includes two top longitudinal beams 421. The bottom surface of the cover plate 410 is fixedly connected to the top longitudinal beams 421, and the two enclose a closed section. The front end of the top longitudinal beams 421 is fixedly connected to the upper crossbeam 210 of the windshield to form a force transmission path from the top longitudinal beams 421 to the upper crossbeam 210 of the windshield. The rear end of the top longitudinal beams 421 is fixedly connected to the upper crossbeam 330 of the rear enclosure and the top end of a corresponding vertical beam 320 of the rear enclosure to form a force transmission path from the top longitudinal beams 421 to the vertical beam 320 of the rear enclosure and the upper crossbeam 330 of the rear enclosure.

[0066] The floor assembly 500 includes a floor cover 510 and two floor frame 520s. The two floor frame 520s are symmetrically arranged about the longitudinal center plane of the vehicle. The floor cover 510 is fixedly connected between the two floor frame 520s. The two sides of the floor cover 510 partially overlap with the two floor frame 520s, forming two closed floor sections together. The bottom ends of the two rear vertical beams 320 are correspondingly set to the two closed floor sections, and are fixedly connected to the floor cover 510 and the floor frame 520 respectively, so as to form a force transmission path from the rear vertical beams 320 to the closed floor sections.

[0067] The rear panel 310, cover plate 410 and floor cover 510 are all made of lightweight metal, while the windshield upper crossbeam 210, rear upper crossbeam 330, rear vertical beam 320 and beam frame assembly 420 are all made of steel.

[0068] In the automotive body-in-white provided in this application embodiment, key components of each assembly adopt a closed-section structure to improve the local structural strength and torsional and bending resistance of the body, ensuring the overall structure has reliable stability. Specifically, the windshield upper crossbeam 210 of the front assembly 200 has a closed section, strengthening the supporting rigidity of the connection part at the top of the A-pillar 130; in the rear assembly 300, the rear panel 310, together with the rear upper crossbeam 330 and the rear vertical beam 320, forms a closed section, making the connection part between the rear upper crossbeam 330 and the top of the C-pillar 150, and the connection part between the rear vertical beam 320 and the rear upper crossbeam 330, form a rigid load-bearing unit; the cover plate 410 of the roof assembly 400, together with the top longitudinal beam 421, forms a closed section, improving the load-bearing and deformation resistance of the top longitudinal beam 421; the floor cover 510 of the floor assembly 500, partially overlapping with the floor frame 520, forms a closed section of the floor, strengthening the structural strength of the middle part of the floor. Compared to open sections, closed section structures can effectively distribute local forces, avoid overload of a single component, significantly improve the structural reliability of each assembly, and make each assembly a structural unit that can independently bear loads and collaboratively transmit forces.

[0069] Furthermore, in this embodiment, the front end of the top longitudinal beam 421 of the roof assembly 400 is fixed to the windshield upper crossbeam 210 (the core load-bearing component of the front assembly 200), establishing a force transmission channel from front to rear on the upper part of the vehicle body; the rear end of the top longitudinal beam 421 is simultaneously fixed to the upper crossbeam 330 of the rear body and the top of the rear vertical beam 320 (the core load-bearing component of the rear assembly 300), allowing the force on the upper part of the vehicle body to be synchronously transmitted to the lateral and vertical load-bearing structures of the rear body; the bottom end of the rear vertical beam 320 is fixed one-to-one with the closed section of the floor assembly 500, transmitting the force of the rear assembly 300 downward to the floor assembly 500, forming a full-dimensional closed-loop force transmission path of "front assembly 200 → roof assembly 400 → rear assembly 300 → floor assembly 500", that is, establishing a continuous and complete force transmission path that runs through the front and rear of the vehicle body, connects the top and bottom, and covers the left and right sides, achieving uniform distribution of impact loads across the entire area. This structural design allows the impact load to be quickly distributed to various load-bearing parts of the vehicle body through a continuous force transmission path when the vehicle body encounters a frontal, side or top collision, rather than being concentrated in a single node or component. This effectively reduces local stress concentration and improves the overall collision protection capability of the vehicle body.

[0070] Furthermore, in this embodiment, the core load-bearing structures (windshield upper crossbeam 210, rear upper crossbeam 330, rear vertical beam 320, and beam frame assembly 420) are all designed as key nodes in the vehicle body's force transmission path and are made of steel. The high strength of steel ensures the load-bearing capacity of the force transmission path and matches the stress requirements of the closed cross-section structure. The non-core load-bearing covering / connecting structures (rear panel 310, cover plate 410, and floor cover 510) are set as mating parts of the closed cross-section or basic body covering parts, and do not bear the main load transmission task. They are made of lightweight metal materials. Without affecting the overall structural strength and force transmission efficiency, the precise matching of materials is achieved through the functional differentiation of structural components, maximizing the reduction of the vehicle body weight. Moreover, the lightweight components are all non-load-bearing cores in the structural design, and the overall structural performance of the vehicle body will not be reduced due to the lightweight materials. This achieves the dual technical effect of strong structural load-bearing capacity and lightweight material reduction.

[0071] Referring to Figures 1, 2, and 6, in some embodiments, the vehicle body-in-white further includes two side assemblies 100 arranged symmetrically about the longitudinal center plane of the vehicle; each side assembly 100 includes a plurality of components forming an A-pillar 130, a B-pillar 140, a C-pillar 150, an upper crossbeam 110 for a door opening, and a lower crossbeam 120 for a door opening. The upper crossbeam 110 is fixedly connected to the top of the A-pillar 130, B-pillar 140, and C-pillar 150, and the lower crossbeam 120 is fixedly connected to the bottom of the A-pillar 130, B-pillar 140, and C-pillar 150; A-pillar 130... 30. The cross sections of B-pillar 140, C-pillar 150, upper beam 110 of the doorway, and lower beam 120 of the doorway are all closed sections; each base plate frame 520 is fixedly connected to a corresponding lower beam 120 of the doorway; the beam frame assembly 420 also includes a first top beam 422, and two top longitudinal beams 421 are fixedly connected to the first top beam 422. The two ends of the first top beam 422 are fixedly connected to the top ends of the two upper beams 110 of the doorway and the two B-pillars 140, respectively, to form a force transmission path from the first top beam 422 to the upper beam 110 of the doorway and the B-pillar 140.

[0072] In this embodiment, the side panel assembly 100 adopts a fully enclosed cross-section frame structure design to improve the structural strength and impact resistance of the vehicle body side. The cross-sections of the A-pillar 130, B-pillar 140, C-pillar 150, upper crossbeam 110 of the door opening, and lower crossbeam 120 of the side panel assembly 100 are all designed as closed cross-sections, and the components are fixed to each other to form an integrated side panel frame. The full coverage of the closed cross-section gives the side panel assembly 100 strong resistance to bending, compression, and torsion. In the event of a side collision, the frame-type closed cross-section structure can directly bear and disperse the impact load, effectively preventing the collision force from intruding into the passenger compartment, improving the side collision protection level of the vehicle body, and ensuring the integrity of the door frame structure.

[0073] Furthermore, in this embodiment, the first top crossbeam 422 added to the beam frame assembly 420 is fixedly connected to the two top longitudinal beams 421, and both ends are simultaneously fixed to the top of the upper crossbeams 110 of the side door openings and the top of the B-pillar 140. This not only allows the beam frame assembly 420 of the roof assembly 400 to form a grid-like rigid structure with intersecting horizontal and vertical directions, improving the load-bearing capacity and deformation resistance of the roof part, but also constructs a force transmission path from the first top crossbeam 422 to the upper crossbeams 110 of the door openings and the B-pillar 140. This path synchronously transmits the force on the upper part of the middle of the vehicle body to the side assemblies 100, so that the upper parts of the front, middle and rear of the vehicle body are linked together. At the same time, it makes the B-pillar 140 the core node for lateral force transmission on the upper part of the vehicle body, strengthening the load-bearing function of the B-pillar 140.

[0074] A new force transmission path is added from the first top crossbeam 422 to the upper crossbeam 110 of the door opening and the B-pillar 140, and a force transmission path from the lower crossbeam 120 of the door opening to the bottom plate frame 520. The force transmission paths converge in the middle and sides of the vehicle body, so that the impact load (front, side and top) can be distributed to the load-bearing structures of the vehicle body through multiple paths, completely avoiding the situation of overload on a single path, reducing structural fatigue cracking, and extending the service life of the overall vehicle body structure.

[0075] Referring again to Figure 6, in some embodiments, the beam frame assembly 420 has an overall "+" frame structure. The beam frame assembly 420 also includes a second top crossbeam 423, which is parallel to the first top crossbeam 422 and located on the side of the first top crossbeam 422 near the windshield upper crossbeam 210. The second top crossbeam 423 is fixedly connected to two top longitudinal beams 421, and the two ends of the second top crossbeam 423 are fixedly connected to the two doorway upper crossbeams 110 respectively.

[0076] In this embodiment, the beam frame assembly 420 is equipped with a second top crossbeam 423. The second top crossbeam 423 serves as a transverse load-bearing component on the front side of the middle of the vehicle body and is rigidly connected to the crossbeam 110 above the door opening. Based on the force transmission of the first top crossbeam 422, a new transverse force transmission path is added from the front side of the middle of the upper part of the vehicle body to the side assembly 100, so that the transverse force transmission from front to back on the upper part of the vehicle body forms a segmented collaborative bearing, avoiding the concentration of force on the front side of the middle. The double top crossbeams disperse the transverse load-bearing nodes on the upper part of the vehicle body, preventing the first top crossbeam 422 from bearing all the transverse loads in the middle of the vehicle body alone, effectively reducing the load-bearing pressure of a single crossbeam, and reducing the risk of cracking and deformation of the crossbeam due to long-term fatigue stress.

[0077] The parallel second top crossbeam 423 and the first top crossbeam 422, together with the two side top longitudinal beams 421, form a cross frame, which, together with the door opening crossbeam 110 of the side assembly 100, forms a multi-point, segmented rigid connection, making the connection between the upper structure of the vehicle body and the side assembly 100 more reliable. When the vehicle body is subjected to torsional loads, the cross frame can form a cooperative anti-torsional system with the side frame, effectively dispersing torsional stress and reducing the overall torsional deformation of the vehicle body. At the same time, the multi-point connection design of the cross frame makes the connection between the roof and the side more uniform, improving the structural durability of each connection node and extending the service life of the overall vehicle body structure.

[0078] Figure 7 shows a three-dimensional structural diagram of the floor assembly in an embodiment of this application; Figure 8 shows a schematic diagram of the connection structure between the floor mat and the base plate frame in an embodiment of this application; Figure 9 shows a three-dimensional structural diagram of the base plate frame in an embodiment of this application; and Figure 10 shows a cross-sectional structural diagram at point AA in Figure 6.

[0079] Referring to Figures 3, 6 to 10, in some embodiments, the base plate frame 520 is a die-cast part, and the top surface of the base plate frame 520 is provided with a first die-casting groove 521, and the first die-casting groove 521 is provided with a first reinforcing rib 5211; the floor cover plate 510 abuts against the groove opening of the first die-casting groove 521 to form a closed cross section of the floor; the base plate assembly 500 also includes a support frame 530, which is made of steel and is fixedly connected to the bottom of the floor cover plate 510. The cross section of the support frame 530 is a closed cross section; the first die-casting groove 521 has a connecting part 522 on the groove wall near the other base plate frame 520, and the connecting parts 522 of the two base plate frames 520 are fixedly connected to the two ends of the support frame 530 respectively.

[0080] In one specific embodiment of this example, referring to Figure 3, the support frame 530 can be H-shaped as a whole. In this case, each base plate frame 520 is provided with two connecting parts 522 that are connected to the ends of the support frame 530.

[0081] In this embodiment, the base plate frame 520 is a die-cast part and is provided with a first die-casting groove 521 with a first reinforcing rib 5211. This allows the base plate frame 520 to combine the structural integration and local rigidity of a die-cast part, thereby improving the structural strength and deformation resistance of the base plate frame 520 itself. The forming structure and groove wall of the first die-casting groove 521 constitute the main part of the closed section of the floor. The floor cover 510 abuts against the groove opening of the first die-casting groove 521 to complete the forming of the closed section. The first die-casting groove 521 relies on the load-bearing performance of the base plate frame 520 to improve the overall load-bearing and torsional performance of the floor assembly 500.

[0082] The steel support frame 530 is fixed to the base plate frame 520 at the connection point and has a closed section itself, forming a composite load-bearing structure. This optimizes the force transmission path of the floor assembly 500 and improves the load transmission efficiency in both the longitudinal and lateral directions. The connection point 522 of the support frame 530 connects the two base plate frames 520, realizing the structural linkage of the left and right base plate frames 520. This effectively disperses local stress, avoids load concentration, and improves the structural stability and durability of the floor assembly 500.

[0083] Referring to Figure 10, in some embodiments, the top and bottom sides of the lower beam 120 of the door opening are respectively provided with a first connecting edge 121 and a second connecting edge 122; the bottom plate frame 520 is provided with an assembly groove 525, a first mounting extension plate 523 and a second mounting extension plate 524 on the side opposite to the other bottom plate frame 520. The first mounting extension plate 523 and the first connecting edge 121 are fixedly connected, and the second mounting extension plate 524 and the second connecting edge 122 are fixedly connected to form a closed section with the assembly groove 525.

[0084] In this embodiment, the top first connecting edge 121 and the bottom second connecting edge 122 of the lower crossbeam 120 are fixed one-to-one with the first mounting extension plate 523 and the second mounting extension plate 524 of the base plate frame 520, forming a double-fit connection structure. This increases the contact area and reliability of the connection, preventing loosening or displacement and ensuring the structural integrity of the area connecting the side and bottom of the vehicle body. The mounting groove 525 of the base plate frame 520, together with the first connecting edge 121 and the second connecting edge 122 of the lower crossbeam 120 and the first mounting extension plate 523 and the second mounting extension plate 524 of the base plate frame 520, forms a closed section. This closed section structure effectively resists bending and torsional loads, not only enhancing the local stiffness of the connection between the lower crossbeam 120 and the base plate frame 520, but also compensating for structural weaknesses in the transition area between the side and bottom of the vehicle body, thus improving the overall torsional resistance of the vehicle body.

[0085] Figure 11 shows a three-dimensional structural schematic diagram of the side panel assembly in an embodiment of this application, and Figure 12 shows an exploded structural schematic diagram of the side panel assembly in an embodiment of this application.

[0086] Referring to Figures 1, 4, 6, 11, and 12, in some embodiments, the side panel assembly 100 includes an inner panel assembly 161, a reinforcing plate assembly 162, and an outer panel assembly 163 arranged sequentially from the inside to the outside. The inner panel assembly 161 includes multiple inner panel components, the reinforcing plate assembly 162 includes multiple reinforcing plate components, and the outer panel assembly 163 includes multiple outer panel components. At the A-column 130, B-column 140, C-column 150, the upper beam 110 of the door opening, and the lower beam 120 of the door opening, the inner panel assembly 161, the reinforcing plate assembly 162, and the outer panel assembly 163 are interconnected by components at corresponding positions to form a closed section.

[0087] In the outer panel assembly 300, except for the outer panel component at A-pillar 011, the other outer panel components are all lightweight metal structural components. That is, except for the outer panel component at A-pillar 011, the outer panel components at B-pillar 012, C-pillar 013, roof longitudinal beam 02 and sill beam 03 are all lightweight metal structural components. Lightweight metal has low density and low weight, which can further improve the lightweighting of the body side panel assembly 10.

[0088] In the inner panel assembly 100, except for the inner panel components at A-pillar 011, upper crossbeam 021 of the door opening and lower crossbeam 031 of the door opening, the remaining inner panel components are all lightweight metal structural parts. By designing differentiated materials for the inner panel assembly 100, multiple effects such as lightweighting and cost optimization are achieved while ensuring the strength of the core structure of the vehicle body.

[0089] In this embodiment, the three-layer panels are interconnected and enclosed in the core load-bearing areas of the side walls of the A-pillar 130, B-pillar 140, C-pillar 150 and the upper and lower crossbeams of the door opening to form a closed section. Compared with a single panel or a double-layer structure, the enclosure design of the three-layer panels increases the structural thickness and rigidity of the closed section, which can effectively disperse the compressive load brought by the side collision, prevent the collision force from intruding into the passenger compartment, strengthen the structural integrity of the door frame, improve the overall bending and torsional resistance of the side wall, and build a solid core barrier for the protection of the vehicle body side.

[0090] The inner panel assembly 161 serves as the basic load-bearing and connecting base of the side panel, the reinforcing panel assembly 162 specifically strengthens the load-bearing performance of the core parts, and the outer panel assembly 163 takes into account both structural protection and appearance adaptation. The three panels each perform their respective functions and work together to bear the load. When subjected to impact loads, the load can be transferred from the outer panel assembly 163 to the reinforcing panel assembly 162, and then distributed to other load-bearing structures of the vehicle body through the inner panel assembly 161. This achieves layered buffering and orderly transfer of loads, avoids overload deformation of a single panel, and improves the overall load-bearing reliability of the side panel structure.

[0091] The components of the inner panel assembly 161, the reinforcing plate assembly 162, and the outer panel assembly 163 are matched and connected in their corresponding positions. The molding process and assembly positioning are more precise, and each panel assembly can be pre-assembled independently and then spliced ​​as a whole, which improves the assembly efficiency of the side panel assembly 100. At the same time, the layered structure design allows the performance optimization of each part of the side panel to be carried out independently without modifying the overall structure, which improves the subsequent expandability and adaptability of the side panel structure.

[0092] Figure 13 shows an exploded view of the front assembly in an embodiment of this application.

[0093] Referring to Figures 1, 4, 6 and 13, in some embodiments, the front bulkhead assembly 200 includes a lower front bulkhead crossbeam 220 and a lower body 230. The lower body 230 is fixedly connected to the lower part of the lower front bulkhead crossbeam 220. The two sides of the lower front bulkhead crossbeam 220 and the lower body 230 are respectively fixedly connected to the lower middle part of the two A-pillars 130. The cross-section of the lower front bulkhead crossbeam 220 is a closed section. The lower front bulkhead crossbeam 220 is made of steel, and the lower body 230 is made of lightweight metal.

[0094] In this embodiment, a steel closed-section lower crossbeam 220 is added to the front bulkhead assembly 200. The lower crossbeam 220 has a closed cross section and is made of steel. It cooperates with the original steel closed-section windshield upper crossbeam 210 to form a rigid load-bearing frame with "upper and lower closed sections" in the front bulkhead assembly 200. With the fixed connection to the lower part of the A-pillar 130, the connection rigidity between the front bulkhead assembly 200 and the side bulkhead assembly 100 is strengthened. When the vehicle encounters a frontal collision, the lower crossbeam 220 can directly bear and initially disperse the frontal impact load, reduce the transmission of the collision force to the passenger compartment, and improve the front collision protection capability of the vehicle body.

[0095] The lower crossbeam 220 of the front bulkhead is made of steel as a core load-bearing component to ensure the load bearing and transmission requirements of the front. The lower body 230 is a non-core load-bearing component and is made of lightweight metal. Without affecting the overall structural strength of the front bulkhead assembly 200, the weight of the front bulkhead assembly 200 is effectively reduced. This avoids the increase in weight of the front of the vehicle caused by a single steel structure and ensures that the lightweight components do not participate in the core load bearing, thus ensuring that the structural performance is not compromised.

[0096] Both sides of the lower crossbeam 220 and the lower body 230 are fixedly connected to the lower part of the A-pillar 130, allowing the load-bearing structure of the front assembly 200 to extend to the lower part of the side A-pillar 130, thus creating a continuous force transmission path from bottom to top at the front of the vehicle. Frontal impact loads can be transmitted to the A-pillar 130 via the lower crossbeam 220, and then distributed from the A-pillar 130 to the side assembly 100 and the entire vehicle body. This avoids localized stress concentration caused by the front load being transmitted only through the top of the A-pillar 130, and improves the structural reliability of the connection between the front and side assemblies.

[0097] It should be noted that the fixing connection methods used in the above embodiments can include welding, SPR self-piercing riveting, or a combination of SPR self-piercing riveting and high-strength structural adhesive. The above embodiments do not limit the specific fixing connection method; in practical applications, the appropriate connection method can be flexibly selected according to the usage requirements. Specifically, when using SPR self-piercing riveting, the riveting process does not require pre-drilling holes in the sheet metal, effectively avoiding problems such as edge cracks and deformation that are easily caused by drilling, reducing the weakening of the sheet metal's mechanical properties, and better maintaining the structural integrity and original strength of the sheet metal. At the same time, the SPR self-piercing riveting connection structure has excellent sealing performance, improving the waterproofness and corrosion resistance of the connection parts, thereby enhancing the connection reliability between structural components and effectively extending the overall service life of the automotive body-in-white.

[0098] In some embodiments, the lightweight metal material is an aluminum alloy.

[0099] In this embodiment, aluminum alloy is explicitly chosen as the lightweight metal material, making the lightweight solution more feasible and economical, while ensuring the overall performance of the lightweight components. Aluminum alloy, as a mature automotive lightweight material, has advantages such as low density (only about 1 / 3 that of steel), moderate strength, good processing performance, corrosion resistance, and recyclability. Compared to other lightweight metals (such as magnesium alloys), aluminum alloy has lower costs, a more mature supply chain, and is more suitable for mass production. Explicitly using aluminum alloy as the lightweight metal material allows for the precise implementation of the lightweight design scheme, ensuring that lightweight components effectively reduce weight while meeting the strength and corrosion resistance requirements of vehicle body components. This also improves the industrial feasibility of the solution, reduces manufacturing costs, and promotes the large-scale application of the technology.

[0100] Based on the same inventive concept, this application also provides an automobile. This automobile includes the automobile body-in-white provided in any of the above embodiments.

[0101] The automobile provided in this application embodiment has the beneficial effects of the automobile body-in-white provided in this application embodiment. For details, please refer to the specific descriptions of the automobile body-in-white in the above embodiments. This embodiment will not repeat them here.

[0102] While specific embodiments of this application have been described in detail by way of examples, those skilled in the art should understand that the above examples are for illustrative purposes only and are not intended to limit the scope of this application. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of this application. The scope of this application is defined by the appended claims.

Claims

1. A car body-in-white, characterized in that, The system includes a front bulkhead assembly, a roof assembly, a rear bulkhead assembly, and a floor assembly. The front bulkhead assembly includes a windshield upper crossbeam, both ends of which are fixedly connected to the tops of the two A-pillars of the vehicle. The cross-section of the windshield upper crossbeam is a closed section. The rear bulkhead assembly includes a rear panel, a rear bulkhead upper crossbeam, and two rear bulkhead vertical beams symmetrically arranged about the longitudinal center plane of the vehicle. Both ends of the rear bulkhead upper crossbeam are fixedly connected to the tops of the two C-pillars of the vehicle. The tops of the two rear bulkhead vertical beams are fixedly connected to the rear bulkhead upper crossbeam. The rear panel is fixedly connected to the rear bulkhead upper crossbeam, and the two together form a closed section. The rear panel is also fixedly connected to the rear bulkhead vertical beams, and the two together form a closed section. The roof assembly includes a beam frame assembly and a cover plate. The beam frame assembly includes two top longitudinal beams. The bottom surface of the cover plate is fixedly connected to the top longitudinal beams, and the two together form a closed section. The front end of the top longitudinal beam is fixedly connected to the windshield upper crossbeam to form a section extending from the top longitudinal beam to the roof assembly. The force transmission path of the windshield upper crossbeam; the rear end of the top longitudinal beam is fixedly connected to the top end of the rear upper crossbeam and a corresponding rear vertical beam to form a force transmission path from the top longitudinal beam to the rear vertical beam and the rear upper crossbeam; the floor assembly includes a floor cover and two floor frame frames, the two floor frame frames are symmetrically arranged about the longitudinal center plane of the vehicle, the floor cover is fixedly connected between the two floor frame frames, and the two sides of the floor cover partially overlap with the two floor frame frames respectively, together forming two closed floor sections; the bottom ends of the two rear vertical beams are correspondingly set to the two closed floor sections, and are fixedly connected to the floor cover and the floor frame respectively to form a force transmission path from the rear vertical beam to the closed floor section; the rear panel, the cover plate and the floor cover are all made of lightweight metal material, and the windshield upper crossbeam, the rear upper crossbeam, the rear vertical beam, the floor frame and the beam frame assembly are all made of steel.

2. The automotive body-in-white as described in claim 1, characterized in that, It also includes two side assemblies arranged symmetrically about the longitudinal center plane of the vehicle; each side assembly includes multiple components forming the A-pillar, B-pillar, C-pillar, upper crossbeam and lower crossbeam of the vehicle, the upper crossbeam being fixedly connected to the top of the A-pillar, B-pillar and C-pillar, and the lower crossbeam being fixedly connected to the bottom of the A-pillar, B-pillar and C-pillar; the cross sections of the A-pillar, B-pillar, C-pillar, upper crossbeam and lower crossbeam are all closed sections; each floor frame is fixedly connected to a corresponding lower crossbeam; the beam frame assembly also includes a first top crossbeam, two top longitudinal beams being fixedly connected to the first top crossbeam, and the two ends of the first top crossbeam being fixedly connected to the tops of the two upper crossbeams and the two B-pillars respectively, to form a force transmission path from the first top crossbeam to the upper crossbeams and the B-pillars.

3. The automotive body-in-white as described in claim 2, characterized in that, The beam frame assembly has a cross-shaped frame structure. The beam frame assembly also includes a second top crossbeam, which is parallel to the first top crossbeam and located on the side of the first top crossbeam close to the windshield upper crossbeam. The second top crossbeam is fixedly connected to the two top longitudinal beams, and the two ends of the second top crossbeam are fixedly connected to the two doorway upper crossbeams respectively.

4. The automotive body-in-white as described in claim 3, characterized in that, The rear assembly also includes a rear central crossbeam, which includes a first central crossbeam and two second central crossbeams. The center lines of the first central crossbeam and the second central crossbeams are located on the same horizontal plane. The first central crossbeam is fixedly connected between the two rear longitudinal beams, and the second central crossbeams are fixedly connected between the rear longitudinal beams and the C-pillar.

5. The automotive body-in-white as described in claim 2, characterized in that, The base plate frame is a die-cast part, and the top surface of the base plate frame is provided with a first die-casting groove, and the first die-casting groove is provided with a first reinforcing rib; the floor cover plate abuts against the groove opening of the first die-casting groove to form the closed cross section of the floor; the base plate assembly also includes a support frame, the support frame is made of steel, the support frame is fixedly connected to the bottom of the floor cover plate, and the cross section of the support frame is a closed cross section; the first die-casting groove has a connecting part on the groove wall near the other base plate frame, and the connecting parts of the two base plate frames are respectively fixedly connected to the two ends of the support frame.

6. The automotive body-in-white as described in claim 5, characterized in that, The top and bottom sides of the lower beam of the doorway are respectively provided with a first connecting edge and a second connecting edge; the side of the base plate frame away from the other base plate frame is provided with an assembly groove, a first mounting extension plate and a second mounting extension plate, the first mounting extension plate and the first connecting edge are fixedly connected, and the second mounting extension plate and the second connecting edge are fixedly connected to form a closed section with the assembly groove.

7. The automotive body-in-white as described in claim 2, characterized in that, The side panel assembly includes an inner panel assembly, a reinforcing plate assembly, and an outer panel assembly arranged sequentially from the inside out. The inner panel assembly includes multiple inner panel components, the reinforcing plate assembly includes multiple reinforcing plate components, and the outer panel assembly includes multiple outer panel components. At the A-pillar, B-pillar, C-pillar, upper beam of the doorway, and lower beam of the doorway, the inner panel assembly, reinforcing plate assembly, and outer panel assembly are interconnected by components at corresponding positions to form a closed section. In the outer panel assembly, except for the outer panel component at the A-pillar, the remaining outer panel components are all lightweight metal structural components. In the inner panel assembly, except for the inner panel components at the A-pillar, upper beam of the doorway, and lower beam of the doorway, the remaining inner panel components are all lightweight metal structural components.

8. The automotive body-in-white as described in claim 5, characterized in that, The front bulkhead assembly includes a lower front bulkhead crossbeam and a lower body. The lower body is fixedly connected to the lower part of the lower front bulkhead crossbeam. The two sides of the lower front bulkhead crossbeam and the lower body are respectively fixedly connected to the lower middle part of the two A-pillars. The cross-section of the lower front bulkhead crossbeam is a closed section. The lower front bulkhead crossbeam is made of steel, and the lower body is made of lightweight metal.

9. The automobile body-in-white as described in any one of claims 1 to 8, characterized in that, The lightweight metal material is aluminum alloy.

10. A car, characterized in that, Including the automotive body-in-white as described in any one of claims 1 to 9.

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