Side wall connecting structure of non-bearing vehicle type and vehicle

Abstract

The utility model discloses a non-bearing vehicle type side wall connecting structure and a vehicle, which comprises a wheel cover edge beam, a hinge mounting plate and a side wall plate, and further comprises a connecting bracket, one end of the connecting bracket is fixedly connected with the side wall plate, and the connecting bracket comprises an L-shaped bending structure and is buckled and mounted on the side wall of the vehicle body to form a first cavity with a peripheral structure; the first cavity is of a cavity structure which is closed in the circumferential direction and opened in the length direction of the vehicle. According to the side wall connecting structure, the connecting support is arranged to reinforce the connecting structure of the junction area of the wheel cover edge beam, the hinge mounting plate and the side wall plate, specifically, a cavity structure with the effect similar to that of a tubular beam is formed through buckling installation of the L-shaped bent structure, on one hand, the peripheral structure is reinforced, and on the other hand, the connecting structure is more compact; on the other hand, the first cavity with the opening in the length direction of the vehicle body transmits part of acting force to the A column when the whole vehicle is collided, and the risk to a cockpit and a passenger compartment due to the fact that the vehicle forecabin structure is bent and deformed in advance is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a side enclosure connection structure of a non-load-bearing vehicle and a vehicle. Background Art

[0002] A car with a non-load-bearing body has a rigid frame, namely a chassis frame, and is not equipped with a welded front longitudinal beam of the body and a welded front fender cross beam. The wheel arch side beam on the side of the vehicle's front cabin has weak integration with the vehicle's A-pillar. Therefore, when the vehicle has a head-on collision or a small overlap offset collision, the vehicle's front cabin structure is very easy to absorb energy and collapse. The power system components located in the vehicle's front cabin will squeeze the A-pillar and the position in front of the driver, thereby causing damage to the space of the cockpit and the passenger compartment, and causing harm to the driver and passengers.

[0003] Therefore, how to reduce the risk of collision deformation of the vehicle cockpit and improve the safety collision performance of the whole vehicle of non-load-bearing vehicles is a technical problem that needs to be urgently solved by technical personnel in this field. Utility Model Content

[0004] The utility model provides a side enclosure connection structure of a non-load-bearing vehicle and a vehicle, so as to reduce the collision deformation risk of a vehicle cockpit and improve the whole vehicle safety collision performance of the non-load-bearing vehicle.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] In the first aspect, the utility model provides a side panel connection structure of a non-load-bearing vehicle, including a wheel arch side beam, a hinge mounting plate and a side panel, and also includes a connecting bracket, one end of which is fixedly connected to the side panel, and the connecting bracket includes an L-shaped bending structure and is buckled and installed on the side panel of the vehicle body to form a first cavity with the surrounding structure, and the first cavity is a cavity structure that is circumferentially closed and open along the length direction of the vehicle.

[0007] Optionally, in the side panel connection structure of the above-mentioned non-load-bearing vehicle model, a hinge mounting plate is fixedly arranged on the top of the front panel to install the hood hinge, and the circumference of the first cavity is sequentially enclosed by the connecting bracket, the wheel arch side beam, the front panel and the hinge mounting plate.

[0008] Optionally, in the side panel connection structure of the above-mentioned non-load-bearing vehicle model, the front end of the connecting bracket in the length direction of the vehicle body is fixed to the wheel arch side beam by a plurality of connecting bolts and assisted by welding points, and the rear end of the connecting bracket is welded to the side panel.

[0009] Optionally, in the side panel connection structure of the above-mentioned non-load-bearing vehicle model, the top end of the connecting bracket in the height direction of the vehicle body is fixedly connected to the hinge mounting plate by a first weld, and the bottom end of the connecting bracket is fixedly connected to the wheel arch side beam by a second weld, and the first weld and the second weld are both welds extending along the length direction of the vehicle body.

[0010] Optionally, in the side panel connection structure of the above-mentioned non-load-bearing vehicle model, at least one side of the rear end, top end and bottom end of the connecting bracket is a stepped structure with concave and convex arrangements, the raised portion of the stepped structure is spaced apart from the peripheral connecting structure, and the recessed portion is adhered to and welded to the peripheral connecting structure.

[0011] Optionally, in the side panel connection structure of the above-mentioned non-load-bearing vehicle type, a plurality of weight-reducing holes are provided on the connection bracket.

[0012] Optionally, in the above-mentioned side panel connection structure of the non-load-bearing vehicle model, the edge of the weight-reducing hole is a flange structure and its opening area covers the welding point position of the A-pillar.

[0013] Optionally, in the above-mentioned side enclosure connection structure of the non-load-bearing vehicle type, the cross-section of the first cavity is a closed quadrilateral structure.

[0014] Optionally, in the above-mentioned side panel connection structure of the non-load-bearing vehicle type, the connection bracket is a plate structure.

[0015] In a second aspect, the utility model provides a vehicle, which includes the side enclosure connection structure of the non-load-bearing vehicle type provided by any one of the above-mentioned embodiments.

[0016] It can be seen from the above technical scheme that the side enclosure connection structure provided by the utility model is a connecting bracket that is buckled and installed in the junction area of ​​the wheel house side beam, the hinge mounting plate and the side enclosure plate to structurally strengthen the wheel house side beam, the hinge mounting plate and the side enclosure plate. In particular, the connecting bracket includes an L-shaped bending structure so that the connecting bracket can be connected to the side enclosure structure in a buckled posture, and form a cavity structure that is closed in the circumference and open at both ends along the length direction of the vehicle body, that is, the first cavity. The circumferential wall surface combination of the first cavity forms a structure similar to a tube beam in the length direction of the vehicle body, so that the structure of the first cavity not only has the function of hinge The mounting plate has an effect of improving the rigidity and reducing the risk of damage in collision. At the same time, it can achieve a direct connection between the wheel arch side beam and the side panel, so that when the vehicle encounters a collision, part of the force on the wheel arch side beam can be directly transmitted to the A-pillar structure wrapped and fixed by the side panel, so that the A-pillar directly shares part of the collision force, thereby reducing the risk of direct damage and deformation of the wheel arch side beam and the front cabin of the vehicle. In addition, the structure of the first cavity is located in front of the A-pillar in the length direction of the vehicle body. It provides certain protection for the A-pillar in collision through its own energy absorption and collapse effect, thereby reducing the risk of collision deformation of the A-pillar and the cockpit and passenger compartment areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the utility model or the prior art, the drawings required for use in the embodiments or the prior art description are briefly introduced below. Obviously, the drawings described below are only some examples or embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without creative work, and the utility model can also be applied to other similar scenarios based on the provided drawings. Unless it is obvious from the language environment or otherwise explained, the same reference numerals in the figures represent the same structure or operation.

[0018] Figure 1 It is a schematic diagram of the side enclosure connection structure of a non-load-bearing vehicle provided by an embodiment of the utility model;

[0019] Figure 2 yes Figure 1 A front view of

[0020] Figure 3 is a schematic diagram of the cross-sectional structure of the connecting bracket;

[0021] Figure 4 yes Figure 2 A schematic diagram of a cross-sectional structure of a first cavity position;

[0022] Figure 5 It is an axonometric view of the connecting bracket;

[0023] Figure 6 yes Figure 5 Back view of

[0024] Among them, 10-wheel house side beam; 20-hinge mounting plate; 30-side panel; 40-connecting bracket; 410-step structure; 4110-raised portion; 4120-recessed portion; 420-weight reduction hole; 430-connecting bolt; 50-first cavity; 60-front panel; 70-A-pillar. DETAILED DESCRIPTION

[0025] For non-load-bearing models, the wheel arch side beam on the side of the vehicle's front cabin is less integrated with the vehicle's A-pillar. The force acting on the vehicle's front cabin during a collision cannot be effectively transmitted to the A-pillar, making the vehicle's front cabin extremely easy to absorb energy and collapse. In turn, the power system components in the front cabin will deform and squeeze the A-pillar and the front side of the driver, causing injuries to the driver and passengers. How to overcome the above problems is an important direction in the vehicle design and manufacturing process.

[0026] In order to make the technical personnel in this field better understand the present invention, the embodiments of the present invention are described below with reference to the accompanying drawings. In addition, the embodiments shown below do not limit the contents of the utility model described in the claims. In addition, the entire contents of the structures represented by the following embodiments are not limited to those necessary for the solutions of the utility model described in the claims.

[0027] See also Figure 1-6 The side panel connection structure of the non-load-bearing vehicle provided by the embodiment of the utility model specifically includes a wheel arch side beam 10, a hinge mounting plate 20 and a side panel 30, wherein the wheel arch side beam 10 is arranged along the length direction of the vehicle body, the hinge mounting plate 20 is used to install the hood hinge, which is arranged on the top of the front panel 60 of the vehicle body, and the hinge mounting plate 20 is arranged along the width direction of the vehicle body together with the front panel 60, and the side panel 30 is a plate structure fixedly connected to the A-pillar 70 and reinforced to the A-pillar 70, and the wheel arch side beam 10, the hinge mounting plate 20 and the side panel 30 are arranged on the vehicle body. The rear sides of the front wheels intersect. At the same time, the side enclosure connection structure provided by the embodiment of the utility model also includes a connecting bracket 40. The connecting bracket 40 is provided with at least an L-shaped bending structure. The connecting bracket 40 can be buckled and set on the side enclosure structure of the vehicle body through its L-shaped bending structure and form a first cavity 50 with the surrounding structure. It should be noted here that the area where the connecting bracket 40 is buckled and set, namely the connection area of ​​the wheel arch side beam 10, the hinge mounting plate 20 and the side enclosure plate 30, after the connecting bracket 40 is buckled and installed on the vehicle body, its bending area and the connection area are combined to form a cavity structure.

[0028] It should also be noted that the first cavity 50 is a cavity structure that is circumferentially closed and open at both ends along the length direction of the vehicle, so that the circumferential wall of the cavity forms a structure similar to a tubular beam. The functions of the first cavity 50 mainly include two aspects. On the one hand, the first cavity 50 fixes the position of the hinge mounting plate 20, thereby improving the rigidity of the hinge mounting plate 20 and reducing its risk of collision damage. At the same time, the first cavity 50 is fixedly connected to the wheel arch side beam 10 and the side panel 30 in the length direction of the vehicle body through its tubular beam structure, so that when the vehicle encounters a collision, part of the force on the wheel arch side beam 10 can be directly transmitted to the side panel 30 wrapped and fixed through the effect of the tubular beam on the outer wall of the first cavity 50. On the structure of the A-pillar 70, the A-pillar 70 directly shares part of the collision force, thereby reducing the risk of direct damage and deformation of the wheel arch side beam 10 and the front cabin of the vehicle; on the other hand, the structure of the first cavity 50 is located in the front side of the A-pillar 70 in the length direction of the vehicle body. After the wheel arch side beam 10 and the front cabin of the vehicle are damaged and deformed by collision, the A-pillar 70 and the cockpit and passenger cabin areas will still be protected by the first cavity 50, and the structure of the first cavity 50 enables it to have a certain energy absorption and collapse effect, that is, it also requires a certain collision force to destroy the structure of the first cavity 50, which improves the collision bearing effect of the front side structure of the A-pillar 70 to a certain extent, and improves the safety collision performance of the entire vehicle.

[0029] The side enclosure connection structure of the non-load-bearing vehicle provided by the embodiment of the utility model is a connection bracket 40 that is buckled and installed at the junction area of ​​the wheel arch side beam 10, the hinge mounting plate 20 and the side enclosure plate 30 to structurally strengthen the wheel arch side beam 10, the hinge mounting plate 20 and the side enclosure plate 30. In particular, the connection bracket 40 includes an L-shaped bending structure so that the connection bracket 40 can be connected to the side enclosure structure in a buckled posture, and form a cavity structure that is closed in the circumference and opened at both ends along the length direction of the vehicle body, that is, the first cavity 50. The circumferential wall surface combination of the first cavity 50 forms a structure similar to a pipe beam in the length direction of the vehicle body, so that the structure of the first cavity 50 not only has the function of hinge mounting, but also has the function of connecting the hinge mounting plate 20 and the side enclosure plate 30. The rigidity of the plate 20 is improved, and the risk of collision damage is reduced. At the same time, the wheel arch side beam 10 and the side panel 30 can be directly connected, so that when the vehicle encounters a collision, part of the force of the wheel arch side beam 10 can be directly transmitted to the A-pillar 70 structure wrapped and fixed by the side panel 30, so that the A-pillar 70 directly shares part of the collision force, thereby reducing the risk of direct damage and deformation of the wheel arch side beam 10 and the front cabin of the vehicle. In addition, the structure of the first cavity 50 is located in front of the A-pillar 70 in the length direction of the vehicle body. It provides a certain protection for the A-pillar 70 during a collision through its own energy absorption and collapse effect, thereby reducing the risk of collision deformation of the A-pillar 70 and the cockpit and passenger cabin areas.

[0030] Furthermore, in the side enclosure connection structure of the non-load-bearing vehicle provided in the embodiment of the utility model, the hinge mounting plate 20 is fixedly arranged on the top of the front enclosure 60 for installing the hood hinge. At the same time, after the connecting bracket 40 is buckled and installed, the first cavity 50 is enclosed and closed in its circumferential direction by the connecting bracket 40, the wheel house side beam 10, the front enclosure 60 and the hinge mounting plate 20 in sequence, so as to form a complete protective structure; fixing the hinge mounting plate 20 on the top of the front enclosure 60 can not only improve the stability of the hood, but also help to optimize the appearance design of the front of the vehicle, making the vehicle look neater and more coordinated. In addition, the above-mentioned design structure can also help to improve the rigidity of the front of the vehicle, enhance the stability of the vehicle when driving at high speed, and make the front enclosure 60 form a closed structure of the first cavity 50, so as to timely transmit the force applied to the front enclosure 60 during a collision to the A-pillar 70 structure on the rear side of the connecting bracket 40, thereby improving the collision safety of the entire vehicle.

[0031] In order to ensure good energy absorption and force transmission effects after the connection bracket 40 is set, in a specific embodiment of the utility model, the front end of the connection bracket 40 in the length direction of the vehicle body is fixed to the wheel house side beam 10 by a plurality of connection bolts 430 and supplemented by welding points. It should be noted that at least two connection bolts 430 are arranged at intervals to reduce the risk of rotation and stress concentration of the connection bracket 40. The two connection bolts 430 are close to the front end of the connection bracket 40 and are preferably arranged parallel to the front end edge of the connection bracket 40. The welding points are used to fit the front end of the connection bracket 40 to the wheel house side beam 10 to reduce the risk of warping and vibration of the connection bracket 40. Correspondingly, the rear end of the connection bracket 40 is It is welded to the side panel 30 to further enhance the firmness of the overall structure, and the front and rear ends of the connecting bracket 40 are respectively fixed to the wheel house side beam 10 and the side panel 30 so that part of the positive force of the wheel house side beam 10 can be directly transmitted to the side panel 30 and borne by the A-pillar 70 to reduce the risk of deformation of the wheel house side beam 10. The above structure, by using a combination of connecting bolts 430 and welding points, can not only ensure the connection strength between the connecting bracket 40 and the wheel house side beam 10, but also can be easily disassembled and repaired when necessary, and the rear end of the welded connection provides additional stability for the entire side panel connection structure, which helps to resist various dynamic loads during vehicle driving.

[0032] The above embodiment introduces the connection method of the front and rear ends of the connecting bracket 40, and on this basis, the top end of the connecting bracket 40 in the height direction of the vehicle body is fixedly connected to the hinge mounting plate 20 by a first weld, and the bottom end of the connecting bracket 40 is fixedly connected to the wheel arch side beam 10 by a second weld. In particular, the first weld and the second weld are both weld structures extending along the length direction of the vehicle body, which ensures the continuity of the connection and the integrity of the structure. Moreover, since the weld extends along the length direction of the vehicle body, it has a better force transmission effect in the front and rear directions, which can further optimize the safety performance of the cockpit during a vehicle collision and improve the durability and reliability of the overall structure of the vehicle body.

[0033] In order to further optimize the above technical solution, in some embodiments of the present invention, at least one side structure of the rear end, top end and bottom end of the connecting bracket 40 is designed as a stepped structure 410 with a concave-convex configuration. Preferably, the edges of the three positions of the rear end, top end and bottom end of the connecting bracket 40 are designed with corresponding structures. The raised portions 4110 in the stepped structure 410 can be spaced apart from the surrounding connecting structures, that is, the raised area does not contact the surrounding area, while the recessed portions 4120 can fit the surrounding connecting structures and be welded and fixed to the surrounding structures to achieve multi-point connection of the connecting bracket 40. At the same time, the design of the stepped structure 410 provides several technical advantages. First, it allows the connecting bracket 40 to have a more stable connection performance with the surrounding structure through multi-point connection, because the recessed portions 4120 can be tightly fitted and welded to the surrounding structure with a plane or arc structure design; secondly, the raised portions 4110 provide additional gaps, which help to reduce stress concentration at the connection and allow a certain amount of elastic deformation, thereby improving the impact resistance and durability of the corresponding structure.

[0034] In addition, it should be noted that the stepped structure 410 also helps to simplify the manufacturing and assembly process, which can reduce the need for precise matching and provide more welding contact area to improve welding quality.

[0035] Furthermore, in order to reduce the overall weight of the vehicle, thereby improving fuel efficiency and reducing emissions, in an embodiment of the utility model, a plurality of weight-reducing holes 420 are specially designed on the connecting bracket 40, and the weight-reducing holes 420 are evenly distributed on the surface of the connecting bracket 40 to reduce the weight of the connecting bracket 40 without affecting the overall structural strength of the connecting bracket 40; the setting of the weight-reducing holes 420 can reduce the use of materials and reduce manufacturing costs.

[0036] On the basis of the above-mentioned embodiment, the edge of the weight-reducing hole 420 is preferably designed as a flanged structure. This structural form not only enhances the edge strength of the weight-reducing hole 420, but also provides a smooth transition to reduce stress concentration and avoid the risk of injury to operators during assembly and transportation; in particular, the opening area of ​​the weight-reducing hole 420 covers the welding point position of the A-pillar 70, so that during the welding process, the weight-reducing hole 420 will not affect the integrity and strength of the welding point.

[0037] It should be further explained that the weight-reducing hole 420 of the flange structure not only maintains the strength of the connecting bracket 40, but also provides additional protection to prevent the heat during the welding process from causing damage and deformation to the connecting bracket 40, which helps to maintain the integrity of the welding area and ensure the stability and safety of the vehicle structure.

[0038] Furthermore, in the side enclosure connection structure provided by the embodiment of the utility model, the cross-sectional structure of the first cavity 50 in the vehicle length direction is a closed quadrilateral structure, so as to have a good rigidity effect and be able to smoothly transmit the force in the circumference of the quadrilateral structure. At the same time, the quadrilateral structure is preferably a nearly rectangular structure, so that the wall surface of the cavity has an effect closer to that of a pipe beam. The nearly rectangular cross-sectional design can provide uniform protection for the first cavity 50 on the side of the vehicle, which helps to disperse the impact force in a side collision. In addition, the regular cross-section also facilitates the use of the internal space, for example, other necessary components such as sensors and automotive wiring harnesses can be arranged.

[0039] In addition, in the side panel connection structure of the non-load-bearing vehicle provided in the embodiment of the utility model, the connecting bracket 40 preferably adopts a plate structure. The connecting bracket 40 can be made by a stamping process. The stamping method can ensure the accuracy and consistency of the connecting bracket 40, while improving the production efficiency. The connecting bracket 40 with a plate structure has a relatively simple single-layer structure, which makes it have lower production costs and higher manufacturing flexibility. The stamping process enables the connecting bracket 40 to be produced quickly and on a large scale while maintaining the required strength and durability.

[0040] Furthermore, some other embodiments of the utility model also provide a vehicle, which is a non-load-bearing vehicle. At the same time, the front side of at least one side of the A-pillar 70 of the vehicle is provided with a side panel connection structure of the non-load-bearing vehicle provided by any of the above embodiments. Since the above side panel connection structure has the above technical effects, the vehicle also has the above technical effects, which will not be repeated herein.

[0041] It should be noted that, for the convenience of description, only the parts related to the utility model are shown in the drawings. In the absence of conflict, the embodiments and features in the embodiments of the utility model can be combined with each other.

[0042] As shown in the utility model and claims, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not specifically refer to the singular, but may also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of clearly identified steps and elements, and these steps and elements do not constitute an exclusive list, and the method or device may also include other steps or elements. The elements defined by the sentence "includes a..." do not exclude the existence of other identical elements in the process, method, commodity or device that includes the elements.

[0043] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0044] The above description is only a preferred embodiment of the utility model and an explanation of the technical principles used, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. The scope of the utility model involved in the utility model is not limited to the technical solution formed by a specific combination of the above-mentioned technical features, but also should cover other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the concept of the above-mentioned utility model. For example, the above-mentioned features are replaced with the technical features with similar functions disclosed in the utility model (but not limited to) to form a technical solution.

Claims

1. A side panel connection structure of a non-load-bearing vehicle, comprising a wheel arch side beam, a hinge mounting plate and a side panel, characterized in that: It also includes a connecting bracket, one end of which is fixedly connected to the side panel, and the connecting bracket includes an L-shaped bending structure and is snap-fitted and installed on the side panel of the vehicle body to form a first cavity with the surrounding structure, and the first cavity is a cavity structure that is circumferentially closed and open along the length direction of the vehicle.

2. The side wall connection structure of a non-load-bearing vehicle according to claim 1, characterized in that: The hinge mounting plate is fixedly arranged on the top of the front enclosure to install the hood hinge, and the circumference of the first cavity is sequentially enclosed and closed by the connecting bracket, the wheel arch side beam, the front enclosure and the hinge mounting plate.

3. The side wall connection structure of a non-load bearing vehicle according to claim 1, characterized in that: The front end of the connecting bracket in the length direction of the vehicle body is fixed to the wheel arch side beam by a plurality of connecting bolts and is assisted by welding points, and the rear end of the connecting bracket is welded to the side panel.

4. The side wall connection structure of a non-load-bearing vehicle as claimed in claim 3, characterized in that: The top end of the connecting bracket in the height direction of the vehicle body is fixedly connected to the hinge mounting plate through a first weld, and the bottom end of the connecting bracket is fixedly connected to the wheel arch side beam through a second weld. Both the first weld and the second weld are welds extending along the length direction of the vehicle body.

5. The side wall connection structure of a non-load-bearing vehicle according to claim 4, characterized in that: At least one side of the rear end, top end and bottom end of the connecting bracket is a stepped structure with concave and convex arrangements, the convex portion of the stepped structure is spaced apart from the peripheral connecting structure, and the concave portion is adhered to and welded to the peripheral connecting structure.

6. The side wall connection structure of a non-load-bearing vehicle according to claim 1, characterized in that: The connecting bracket is provided with a plurality of weight-reducing holes.

7. The side wall connection structure of a non-load-bearing vehicle according to claim 6, characterized in that: The edge of the weight-reducing hole is a flange structure and the opening area thereof covers the welding point position of the A-pillar.

8. The side wall connection structure of a non-load bearing vehicle as claimed in claim 1, characterized in that: The cross section of the first cavity is a closed quadrilateral structure.

9. The side wall connection structure of a non-load bearing vehicle as claimed in claim 1, characterized in that: The connecting bracket is a plate structure.

10. A vehicle, characterized in that: A side panel connection structure for a non-load-bearing vehicle comprising any one of claims 1 to 9.

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