Vehicle body structure and vehicle

Abstract

The utility model provides a vehicle body structure and a vehicle. The vehicle body structure is suitable for being connected with an auxiliary frame and comprises a tie rod, one end of the tie rod is suitable for being connected with a first longitudinal beam of the vehicle, and the second end of the tie rod is suitable for being connected with a second longitudinal beam of the vehicle. The two ends of the transverse pull rod are connected with the first longitudinal beam and the second longitudinal beam correspondingly, namely, the two ends of the transverse pull rod are connected with the mounting points on the two sides, and a stable supporting frame structure is formed. The tie rod can provide additional transverse acting force, effectively disperse and absorb the acting force caused by road impact and vibration, reduce the influence on the mounting point of the auxiliary frame, and improve the rigidity of the mounting point. The auxiliary frame can be protected, and the service life of the auxiliary frame can be prolonged.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, and particularly to a vehicle body structure and a vehicle. Background Art

[0002] As the carrier of a vehicle, the vehicle body provides mounting points for the subframe. The height difference between the subframe mounting points and the subframe will directly affect the stiffness of the subframe mounting points and the chassis handling and stability. In order to improve the chassis handling and stability, the height of the rear subframe mounting points is often reduced. However, the above method will cause a decrease in the stiffness of the subframe mounting points. Utility Model Content

[0003] This application provides a vehicle body structure and a vehicle that are beneficial to improving the stiffness of the mounting points.

[0004] In a first aspect, an embodiment of this application provides a vehicle body structure, which is suitable for connecting with a subframe; the vehicle body structure includes a cross tie rod, a first end of the cross tie rod is suitable for connecting with a first longitudinal beam of the vehicle, and a second end of the cross tie rod is suitable for connecting with a second longitudinal beam of the vehicle.

[0005] According to the first aspect, in a possible implementation, the cross tie rod includes a rod body and connecting portions provided at both ends of the rod body, and the two connecting portions are respectively connected to the first longitudinal beam and the second longitudinal beam.

[0006] According to the first aspect, in a possible implementation, the thickness of the connecting portion is less than the thickness of the rod body.

[0007] According to the first aspect, in a possible implementation, both ends of the rod body are bent to form transition sections, and the thickness of the transition sections decreases in a direction close to the connecting portion.

[0008] According to the first aspect, in a possible implementation, at least part of the rod body forms a cavity.

[0009] According to the first aspect, in a possible implementation, the cross tie rod overlaps with the lower cross beam in the height direction of the vehicle.

[0010] According to the first aspect, in a possible implementation, the vehicle body structure further includes a connecting structure, and the first end and the second end of the cross tie rod are connected to the first longitudinal beam and the second longitudinal beam through the connecting structure.

[0011] According to the first aspect, in a possible implementation, the connecting structure includes a first connecting plate, at least part of the first connecting plate is suitable for covering the lower cross beam of the vehicle, and the end of the first connecting plate is connected to the first longitudinal beam / the second longitudinal beam.

[0012] According to the first aspect, in a possible implementation, the first connecting plate includes a first plate body and a second plate body connected to each other, the first plate body is at least partially suitable for covering the surface of the lower cross beam, and the second plate body is suitable for connecting to the side of the first longitudinal beam / second longitudinal beam.

[0013] According to the first aspect, in a possible implementation manner, both side edges of the first plate body are provided with first flanges, and the first flanges are suitable for connecting to a center floor of a vehicle.

[0014] According to the first aspect, in a possible implementation, second flanges are provided on both side edges of the second plate body, the second flanges are suitable for connecting with the side edges of the first longitudinal beam / second longitudinal beam, and there is a gap between the first flange and the second flange located on the same side.

[0015] According to the first aspect, in a possible implementation manner, the connection structure further includes a second connection plate, the second connection plate at least partially covers the first connection plate, and the second connection plate is suitable for connecting to the first longitudinal beam / the second longitudinal beam.

[0016] According to the first aspect, in a possible implementation, the vehicle body structure includes a reinforcing plate provided on the side of the first longitudinal beam and the second longitudinal beam facing away from the second connecting plate, the reinforcing plate and the second connecting plate are respectively provided on opposite sides of the first longitudinal beam / the second longitudinal beam, and the reinforcing plate and the second connecting plate are suitable for allowing a connecting sleeve of a subframe to pass through so as to be installed on a chassis of the vehicle.

[0017] According to the first aspect, in one possible implementation, the second connecting plate is at least partially suitable for forming a first chamber with the first longitudinal beam / second longitudinal beam, and the reinforcing plate is at least partially suitable for forming a second chamber between the first longitudinal beam / second longitudinal beam, and the first chamber and the second chamber are aligned along the passing direction of the connecting sleeve.

[0018] According to the first aspect, in a possible implementation, the second connecting plate includes a third plate body and a fourth plate body connected to each other, the third plate body at least partially covers the first connecting plate, and the fourth plate body is suitable for connecting to the top surface of the first longitudinal beam / the second longitudinal beam.

[0019] According to the first aspect, in a possible implementation, a third flange is provided at an edge of one end of the fourth plate body away from the third plate body, and the third flange is suitable for connecting with the first longitudinal beam / the second longitudinal beam, and the third flange forms a reinforcing rib extending along the first direction.

[0020] According to a first aspect, in a possible implementation, fourth flanges are provided on both side edges of the fourth plate body, and the fourth flanges are adapted to be connected to the first longitudinal beam / the second longitudinal beam; at least one of the fourth flanges is provided with a reinforcing rib extending in a second direction, and the first direction and the second direction are not the same.

[0021] According to a first aspect, in a possible implementation, the second connecting plate is provided with a concave mounting portion facing the inside of the first connecting plate, and an end of the cross tie rod is connected to the mounting portion.

[0022] According to a first aspect, in a possible implementation, the vehicle body structure further includes a fastener, and the fastener sequentially passes through and fastens the cross tie rod, the second connecting plate, and the first connecting plate.

[0023] In a second aspect, an embodiment of the present application further provides a vehicle, and the vehicle includes the vehicle body structure described in the first aspect.

[0024] The vehicle body structure and the vehicle provided by the present application. In the vehicle body structure, two ends of the cross tie rod are respectively connected to the first longitudinal beam and the second longitudinal beam, that is, the subframe mounting points on both sides are connected to form a stable support frame structure. The cross tie rod can provide an additional lateral force, effectively disperse and absorb the forces brought by road surface impacts and vibrations, reduce the influence on the subframe mounting points, and improve the stiffness of the mounting points. It helps to protect the subframe and extend the service life of the subframe. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 is a schematic structural diagram of a vehicle body structure in an embodiment of the present application;

[0027] Figure 2 is Figure 1 a schematic structural diagram of another perspective of the vehicle body structure in;

[0028] Figure 3 is a schematic assembly relationship diagram of a cross tie rod, a lower cross beam, and a longitudinal beam in an embodiment of the present application;

[0029] Figure 4 is a schematic structural diagram of a cross tie rod in an embodiment of the present application;

[0030] Figure 5It is a schematic structural diagram of the first connecting plate of the subframe in an embodiment of the present application;

[0031] Figure 6 It is a schematic structural diagram of the second connecting plate of the subframe in an embodiment of the present application;

[0032] Figure 7 is Figure 3 the schematic cross-sectional view in the A-A direction in;

[0033] Figure 8 It is a schematic cross-sectional structure diagram of the subframe mounting point on the vehicle body structure in an embodiment of the present application.

[0034] Reference numerals:

[0035] 100 - vehicle body structure; 11 - first longitudinal beam; 12 - second longitudinal beam; 20 - middle floor; 30 - cross tie rod; 31 - rod body; 33 - connecting part; 331 - mounting hole; 37 - transition section; 40 - lower cross beam; 41 - beam body; 42 - connecting edge; 50 - connecting structure; 51 - first connecting plate; 511 - first plate body; 512 - second plate body; 513 - first flanging; 514 - second flanging; 52 - second connecting plate; 521 - third plate body; 522 - fourth plate body; 523 - third flanging; 524 - reinforcing rib; 525 - fourth flanging; 526 - mounting part; 527 - weight reduction hole; 61 - fastener; 63 - reinforcing plate; 64 - first chamber; 65 - second chamber; 67 - connecting sleeve. Detailed implementation manners

[0036] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0037] It should be noted that when a component is referred to as being "fixed to" another component, it can be directly on the other component or there may also be an intermediate component. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be an intermediate component at the same time.

[0038] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used in the present application in the specification are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The term "and / or" used in the present application includes any and all combinations of one or more of the related listed items.

[0039] The following will describe in detail some embodiments of the present application with reference to the accompanying drawings. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0040] The present application provides a vehicle, which includes a body structure. The body structure is the basic support of the vehicle and bears all components such as the engine, transmission system, suspension system, cab, and passengers. The body structure is provided with subframe connection points for installing the subframe.

[0041] The subframe is a part of the vehicle suspension system and plays a role in supporting and connecting. The subframe can support the front and rear axles and the suspension, so that the front and rear axles and the suspension are connected to the vehicle body structure through the subframe. The subframe can disperse and absorb the impact and vibration generated by the uneven road surface, thereby improving the stability of the vehicle and the comfort of riding. The subframe can also block vibration and noise, reducing these adverse factors from directly entering the carriage and providing a quieter and more comfortable riding environment for passengers.

[0042] The body structure 100 generally includes body panels and a body frame. For example, please refer to Figure 1 and Figure 2 , the body structure 100 includes a first longitudinal beam 11, a second longitudinal beam 12, and a middle floor 20. The first longitudinal beam 11 and the second longitudinal beam 12 are provided on both sides in the vehicle width direction and extend along the vehicle length direction. The first longitudinal beam 11 and the second longitudinal beam 12 can be the rear longitudinal beams of the vehicle, and connection points for the subframe can be provided on the first longitudinal beam 11 and the second longitudinal beam 12. The subframe can be connected to the two longitudinal beams (the first longitudinal beam 11 and the second longitudinal beam 12) to enhance the rigidity and stability of the overall structure. The longitudinal beams can also provide support points for the installation of the rear suspension and the powertrain of the vehicle. The middle floor 20 is located in the middle of the body and is a key area connecting the front and rear bodies. It not only bears components such as seats and interior trims, but also undertakes the role of dispersing and transmitting the forces on various parts of the body.

[0043] In other embodiments, the first longitudinal beam 11 and the second longitudinal beam 12 can also be the front longitudinal beams of the vehicle, and the present application does not limit this.

[0044] In an embodiment of the present application, please refer to Figures 1 to 3 , the body structure 100 includes a tie rod 30. The first end of the tie rod 30 is connected to the first longitudinal beam 11, and the other end is connected to the second longitudinal beam 12. That is, it connects the installation points on both sides to form a stable support frame structure. The tie rod 30 can provide additional lateral force, effectively dispersing and absorbing the force brought by road surface impact and vibration, reducing the influence on the subframe installation points, thereby improving the stiffness of the installation points. It helps to protect the subframe and extend the service life of the subframe.

[0045] Among them, the transverse tie rod 30 can be a roll-formed integral structure. The roll-forming integral process uses roll-forming equipment to continuously and uniformly press and form materials, eliminating the need for complex molds and cumbersome assembly steps, thus simplifying the production process, improving production efficiency, and shortening the production cycle. At the same time, the roll-formed integral structure can optimize the material distribution according to design requirements, better meeting the vehicle lightweighting needs.

[0046] In other embodiments, the transverse tie rod 30 can also be processed by stamping, bending, etc., and the present application does not limit this.

[0047] The following takes the roll-forming of the transverse tie rod 30 as an example for illustration:

[0048] In the first example of this embodiment, please refer to Figures 2 to 4 , the transverse tie rod 30 includes a rod body 31 and connecting portions 33. The connecting portions 33 are located at both ends of the rod body 31. One of the connecting portions 33 is directly or indirectly connected to the first longitudinal beam 11, and the other connecting portion 33 is directly or indirectly connected to the second longitudinal beam 12. The connecting portion 33 is the interface for connecting the transverse tie rod 30 to other structures. These connecting portions 33 are usually designed with threads, holes, pins, or other forms of interfaces for firm connection with other structures.

[0049] At least part of the rod body 31 forms a cavity. The design of the cavity can also be used to optimize the structural performance of the rod body 31, such as improving torsional resistance and increasing stiffness. By reasonably designing the shape and position of the cavity, better structural performance can be achieved.

[0050] The cross-section of the cavity can be square. Correspondingly, the rod body 31 can be a square tube structure. The larger the cross-sectional size of the cavity, the better the structural performance that the transverse tie rod 30 can achieve. Therefore, on the premise of meeting the layout space, the cross-sectional size of the cavity can be adjusted to meet the required stiffness target value. The cross-section of the cavity can also be triangular, hexagonal, or other regular or irregular shapes, and the present application does not limit this.

[0051] The thickness of the connecting portion 33 is less than that of the rod body 31. It can be understood that based on the principle of roll-forming, the same-specification sheet of the entire transverse tie rod 30 is formed into the above structure through multiple roll-bending. The thickness of the connecting portion 33 being less than that of the rod body 31 requires reducing or even eliminating the cavity to make the upper and lower layers of the sheet fit together to achieve higher local strength. Especially near the installation point, the thinner connecting portion 33 helps prevent the transverse tie rod 30 from failing due to the fracture of the connecting portion 33 when bearing loads.

[0052] In the actual production process, a straight rod structure with the same cross-section can be first roll-formed, and then the two ends of the transverse tie rod 30 are flattened to form the connecting portions 33.

[0053] An installation hole 331 is formed on the connecting portion 33. A fastening structure such as a bolt can pass through the installation hole 331 and be fastened to a nut on the longitudinal beam or other structures, thereby fixing the cross tie rod 30 to the longitudinal beam or other structures. The installation hole 331 on one of the connecting portions 33 can be set as a round hole, and the installation hole 331 on the other connecting portion 33 can be set as an oblong hole. For example, one of the installation holes 331 is a round hole with a diameter of 9 mm, and the other installation hole 331 is an oblong hole of 9 mm * 15 mm. By adopting the cooperation mode of the round hole and the oblong hole, the negative influence brought by dimensional errors can be reduced.

[0054] The difference between the second example and the first example of this embodiment is that both ends of the rod body 31 are bent to form a transition section 37, and the thickness of the transition section 37 is set to decrease along the direction close to the connecting portion 33. This smooth transition design can form a continuous and stable transition area between the rod body 31 and the connecting portion 33. Due to the gradual decrease in thickness, this area can better disperse stress when bearing loads, avoiding stress concentration caused by sudden changes in dimensions, thereby improving the overall strength and reliability of the cross tie rod 30.

[0055] It can also be understood that a lower cross beam 40 can be provided between the first longitudinal beam 11 and the second longitudinal beam 12. The lower cross beam 40 can enhance the overall strength of the vehicle body structure 100, enabling the vehicle to carry a greater weight and impact. And during the driving process of the vehicle, especially when passing through uneven roads or making turning operations, the lower cross beam 40 can provide additional support to prevent the vehicle body from undergoing excessive twisting or deformation, thereby improving the driving stability of the vehicle.

[0056] The height difference between the mounting point of the subframe and the subframe will directly affect the stiffness of the subframe mounting point and the handling and stability of the chassis. And due to the change in the height difference, these two very important performances will show a situation where one increases while the other decreases. In this application, the lower cross beam 40, the first longitudinal beam 11, the second longitudinal beam 12, and the cross tie rod 30 are connected to form a whole, providing a stable and reliable connection method for the subframe. When reducing the position of the subframe mounting point to improve the handling and stability of the subframe, the cross tie rod 30 provides an additional lateral force, effectively dispersing and absorbing the acting forces brought by road surface impacts and vibrations, reducing the influence on the subframe mounting point, thereby being able to take into account the stiffness of the mounting point, helping to protect the subframe, and extending the service life of the subframe.

[0057] Please refer to Figure 3, the lower crossbeam 40 includes a beam body 41 and connecting edges 42 provided on both sides of the beam body 41 along the first direction. The beam body 41 serves as the main part of the lower crossbeam 40. The third chamber formed inside the beam body 41 can reduce the use of materials without sacrificing structural strength, thereby reducing the weight of the whole vehicle. The connecting edges 42 on both sides are used to connect with the middle floor 20 of the vehicle. The connecting edges 42 can closely cooperate with the corresponding parts of the middle floor 20 to form a stable connection, reducing the possibility of the lower crossbeam 40 loosening or deforming during long-term use.

[0058] The lower crossbeam 40 can also be a roll-formed one-piece part, which can achieve lightweight through reasonable material distribution while providing sufficient strength, reduce the overall weight of the vehicle, and improve production efficiency.

[0059] The transverse tie rod 30 overlaps with the lower crossbeam 40 in the height direction, that is, both ends of the transverse tie rod 30 are directly or indirectly connected to the lower crossbeam 40, and there is at least a partial interval between the transverse tie rod 30 and the lower crossbeam 40 in the height direction. The overlapping connection between the transverse tie rod 30 and the lower crossbeam 40 forms a stable triangular or similar geometric support structure, which can effectively resist deformation caused by external loads. There is an interval between the transverse tie rod 30 and the lower crossbeam 40 in the height direction. This design can reduce the direct collision and friction between the transverse tie rod 30 and the lower crossbeam 40, and is also beneficial to the airflow passing through during vehicle driving.

[0060] Based on the second example, the connecting part 33 can be directly connected to the lower crossbeam 40 or connected to the lower crossbeam 40 through other structures. There can be a certain inclination angle between the transition section 37 and the rod body 31, so that the whole transverse tie rod 30 forms a convex structure. This design enables the transverse tie rod 30 to better fit with the lower crossbeam 40, reducing the gap between the transverse tie rod 30 and the lower crossbeam 40. In practical applications, the improvement of this fit degree can not only enhance the connection stability between the transverse tie rod 30 and the lower crossbeam 40, but also make full use of space, making the whole structure more compact and efficient.

[0061] Please refer to Figures 2 to 4 , the transverse tie rod 30 can be indirectly connected to the first longitudinal beam 11 and the second longitudinal beam 12 through the connecting structure 50, that is, the vehicle body structure 100 further includes the connecting structure 50. The first end of the transverse tie rod 30 is connected to the first longitudinal beam 11 through a connecting structure 50, and the second end of the transverse tie rod 30 is connected to the second longitudinal beam 12 through another connecting structure 50. The connecting structure 50 plays a role of a bridge between the transverse tie rod 30 and the longitudinal beam. The connecting structure 50 is responsible for effectively transmitting the force of the transverse tie rod 30 to the longitudinal beam and ensuring the strength and durability of the connection part.

[0062] The two connecting structures 50 connected to both ends of the transverse tie rod 30 can be symmetrically arranged. In this application, the connecting structure 50 at one end is taken as an example for illustration:

[0063] In the third example of this embodiment, please refer to Figure 3 and Figure 5 , the connecting structure 50 includes a first connecting plate 51. The first connecting plate 51 at least partially covers the lower cross beam 40, increasing the contact area between the connecting structure 50 and the lower cross beam 40, thereby improving the connection stability and strength. And the end of the first connecting plate 51 is connected to the side of the first longitudinal beam 11, which can effectively transfer the force of the transverse tie rod 30 to the longitudinal beam, enhancing the integrity and stability of the entire structure.

[0064] Please refer to Figure 3 and Figure 5 , the first connecting plate 51 includes a first plate body 511 and a second plate body 512 connected to each other. The first plate body 511 at least partially covers the surface of the lower cross beam 40, that is, there is a large contact area between the first plate body 511 and the lower cross beam 40, which helps to disperse various forces during vehicle driving, such as lateral force, longitudinal force and torsional force, etc., reducing the stress concentration per unit area and improving the connection stability. The second plate body 512 is connected to the side of the longitudinal beam, that is, the first connecting plate 51 also establishes a direct connection with the longitudinal beam. It can effectively transfer the force from the vehicle chassis to the longitudinal beam, enhancing the stiffness and stability of the connection point between the entire vehicle body structure 100 and the subframe.

[0065] First flanges 513 are provided on both side edges of the first plate body 511. The first flanges 513 are used to connect to the middle floor 20. It can be understood that the first plate body 511, the second plate body 512, the side of the longitudinal beam and the lower cross beam 40 can enclose a cavity structure extending in the width direction of the vehicle body, thereby improving the lateral strength of the vehicle body structure 100. The first flanges 513 and the middle floor can be fixed by means of welding, bolt connection, etc. The first flanges 513 can increase the connection area between the first connecting plate 51 and the middle floor 20, enhancing the connection stability and strength between the first connecting plate 51 and the middle floor 20.

[0066] On both sides of the second plate body 512, there are second flanges 514. The second flanges 514 are connected to the side edges of the longitudinal beam. The second flanges 514 are directly connected to the longitudinal beam. The second flanges 514 can increase the connection area between the first connecting plate 51 and the longitudinal beam, enhancing the connection stability and strength between the first connecting plate 51 and the longitudinal beam. There is a gap between the first flange 513 and the second flange 514 on the same side. The existence of the gap can reduce the use of materials, thereby reducing the weight of the sub-frame structure 100 while maintaining sufficient strength. At the same time, during vehicle driving, various forces may act on the vehicle, causing slight deformation of components. The existence of the gap allows these slight deformations to occur without imposing excessive stress on the connection structure 50. Thus, the probability of fatigue durability failure and fracture due to long driving time of the vehicle is reduced.

[0067] This section of the gap can be formed by blanking after the second connecting plate 52 is stamped.

[0068] In the fourth example of this embodiment, the difference between the fourth example and the third example is as follows. Please refer to Figure 3 、 Figure 5 and Figure 6 . On the basis that the first connecting plate 51 has already connected the lower cross beam 40 and the first longitudinal beam 11, the connection structure further includes a second connecting plate 52.

[0069] The second connecting plate 52 connects the first connecting plate 51 and the longitudinal beam, which can further increase the overall strength and stability of the connection structure 50. At the same time, the second connecting plate 52 at least partially covers the first connecting plate 51, and the overlapping part is equivalent to increasing the thickness of the connection structure 50 at this place, thereby improving the overall strength. And the second connecting plate 52 is connected to the top surface of the longitudinal beam, enabling the entire connection structure 50 to more effectively bear the vertical force from the tie rod 30 and distribute these forces to the longitudinal beam.

[0070] Please refer to Figure 7 . The vehicle body structure 100 further includes a fastener 61. The fastener 61 sequentially passes through and fastens the tie rod 30, the second connecting plate 52, and the first connecting plate 51. The tight connection between the tie rod 30, the second connecting plate 52, and the first connecting plate 51 is achieved through the fastener 61, improving the structural stability of the entire vehicle body structure 100.

[0071] In other embodiments, the connection structure 50 can also be an integral structure. Understandably, the strength of the connection structure 50 can be improved by increasing the thickness of the connecting portion 33, thereby improving the connection stability between the lower cross beam 40 and the longitudinal beam.

[0072] Please refer to Figure 8, a reinforcing plate 63 is provided on the side of the longitudinal beam away from the second connecting plate 52, and the reinforcing plate 63 can provide additional support and strength for the longitudinal beam, and withstand forces and torques from different directions. The connection between the reinforcing plate 63 and the longitudinal beam is stable and reliable, so as to jointly withstand and disperse the loads from the chassis and the body. The subframe is connected to the body structure 100 through a connecting sleeve 67, and the connecting sleeve 67 is connected to the second connecting plate 52, the longitudinal beam and the reinforcing plate 63 in sequence, and the connecting sleeve 67 is fixed to the chassis of the vehicle through fasteners. The connecting sleeve 67 is the mounting point of the subframe, and the stability of the connection between the entire body structure 100 and the subframe is ensured by a three-layer connection (i.e., connected to the second connecting plate 52, the longitudinal beam and the reinforcing plate 63). This design enables the connecting sleeve 67 to withstand forces and torques from multiple directions and effectively disperse them to the entire body structure 100 structure.

[0073] Specifically, a first cavity 64 is formed between at least a portion of the second connecting plate 52 and the longitudinal beam, and a second cavity 65 is formed between at least a portion of the reinforcing plate 63 and the longitudinal beam. The formation of the first cavity 64 and the second cavity 65 can increase the rigidity and strength at the mounting point. When the mounting point is subjected to external forces, the structure enclosing the first cavity 64 and the second cavity 65 can play a role similar to that of the reinforcing rib 524, providing additional support for the longitudinal beam, thereby preventing deformation or fracture at the mounting point. This design enables the vehicle body structure 100 to maintain the stability of its shape and size when the subframe is subjected to various complex loads.

[0074] Since the connecting sleeve 67 is a key mounting point between the subframe and the vehicle chassis, its stability is crucial to the performance of the entire subframe. By aligning the first chamber 64 and the second chamber 65 along the passing direction of the connecting sleeve 67, the structure around the connecting sleeve 67 can be made more uniform, reducing stress concentration, thereby ensuring that the connecting sleeve 67 is not easily deformed or damaged when subjected to external loads, and improving the stability of the connecting sleeve 67.

[0075] The connecting sleeve 67 can be a bolt sleeve, which is convenient for threaded connection with bolts to fix the subframe and the chassis, simplifying the connection process of the subframe and the chassis. The connecting sleeve 67 can be connected to the second connecting plate 52, the longitudinal beam and the reinforcing plate 63 by two-way welding, and the welding points of the two-way welding are arranged in a three-point manner. Only three key positions need to be welded. Compared with full-circle welding, the three-point welding point arrangement can effectively reduce the welding time, thereby shortening the production cycle. In addition, the three-point welding point arrangement can ensure that the welded joint can be evenly distributed when subjected to force, avoiding stress concentration and local deformation, thereby improving the quality and reliability of the welded joint.

[0076] See also Figure 3 , Figure 5 and Figure 6, the second connecting plate 52 includes a connected third plate body 521 and a fourth plate body 522. The third plate body 521 at least partially covers the first connecting plate 51, which can increase the stability of the first connecting plate 51 and protect it from direct impact or damage. And through the covering structure, the third plate body 521 can also jointly bear various forces and loads from the vehicle with the first connecting plate 51, further dispersing stress and improving the strength and durability of the overall structure. The fourth plate body 522 is connected to the top surface of the longitudinal beam. The direct connection between the fourth plate body 522 and the longitudinal beam ensures a firm connection between the longitudinal beam and the subframe. Specifically, this connection method can enhance the lateral stability of the vehicle and improve the stiffness and torsional resistance of the overall structure. During vehicle driving, especially during sharp turns or when encountering lateral impacts, this connection can reduce vehicle roll and deformation and improve driving safety.

[0077] One end edge of the fourth plate body 522 away from the third plate body 521 is provided with a third flanging 523. The third flanging 523 is connected to the longitudinal beam, and the third flanging 523 forms a reinforcing rib 524 extending in the first direction (vehicle width direction). The reinforcing rib 524 formed by the third flanging 523 not only increases the strength near the installation point and the stiffness in the vehicle width direction, but also enhances the anti-deformation ability of the entire structure, helping to reduce vibrations and noises that may occur during vehicle driving.

[0078] The reinforcing rib 524 on the third flanging 523 can be formed by stamping. There can be 2, 3 or even more reinforcing ribs 524 on the third flanging 523, and these reinforcing ribs 524 are arranged at intervals in the second direction (vehicle length direction); if the vehicle requires higher lateral stability or torsional resistance, the number of reinforcing ribs 524 can be increased or their layout can be adjusted to provide additional support at key positions. This application does not limit this.

[0079] Both side edges of the fourth plate body 522 are provided with fourth flangings 525. The fourth flangings 525 are connected to the longitudinal beam; at least one of the fourth flangings 525 is provided with a reinforcing rib 524 extending in the second direction. The reinforcing rib 524 provided on the fourth flanging 525 can further increase the strength near the installation point, especially when the vehicle is subjected to lateral force or torque. The design of the reinforcing rib 524 can resist lateral force and reduce structural deformation. And the reinforcing rib 524 on the fourth flanging 525 can compensate for the stiffness decrease in the vehicle length direction caused by the reinforcing rib 524 on the third flanging 523, increasing the strength near the installation point and the stiffness in the vehicle length direction.

[0080] The second connecting plate 52 is provided with an installation portion 526 that is concave towards the first connecting plate 51, and the end of the transverse tie rod 30 is connected to the installation portion 526. Through the concave design, the position of the installation portion 526 is raised relative to the original plane, so that the installation point of the transverse tie rod 30 is also raised accordingly. This helps to optimize the layout of the vehicle chassis, especially when the chassis space is limited. The increase in the height of the installation point is often accompanied by an increase in the structural stiffness at this point. Because the concave design of the installation portion 526 helps to increase the height of the installation point of the transverse tie rod 30, it reduces the impact of vibrations and shocks generated during vehicle driving on the transverse tie rod 30 and its connecting parts, and improves the handling and stability of the vehicle.

[0081] The installation portion 526 may also be provided with weight-reducing holes 527, and the shape, size and position of the weight-reducing holes 527 can be determined according to the results of simulation analysis. In one example, the weight-reducing hole 527 is a circular hole with a diameter of 11 mm.

[0082] In the description of the embodiments of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0083] The above-disclosed is only a preferred embodiment of the present application. Of course, it cannot be used to limit the scope of rights of the present application. Those of ordinary skill in the art can understand all or part of the processes of implementing the above embodiments, and the equivalent changes made according to the claims of the present application still fall within the scope covered by the present application.

Claims

1. A vehicle body structure, characterized in that: The vehicle body structure (100) is suitable for being connected to a subframe; the vehicle body structure (100) comprises a tie rod (30), a first end of the tie rod (30) being suitable for being connected to a first longitudinal beam (11) of a vehicle, and a second end of the tie rod (30) being suitable for being connected to a second longitudinal beam (12) of the vehicle.

2. The vehicle body structure according to claim 1, characterized in that: The tie rod (30) comprises a rod body (31) and connecting parts (33) provided at two ends of the rod body (31), and the two connecting parts (33) are respectively connected to the first longitudinal beam (11) and the second longitudinal beam (12).

3. The vehicle body structure according to claim 2, characterized in that: The thickness of the connecting portion (33) is smaller than the thickness of the rod body (31).

4. The vehicle body structure according to claim 2, characterized in that: Both ends of the rod body (31) are bent to form a transition section (37), and the thickness of the transition section (37) is gradually reduced in a direction approaching the connecting portion (33).

5. The vehicle body structure according to claim 2, characterized in that: A cavity (35) is at least partially formed in the rod body (31).

6. The vehicle body structure according to claim 1, characterized in that: The tie rod (30) overlaps with a lower cross beam (40) of the vehicle in a height direction of the vehicle.

7. The vehicle body structure according to claim 1, characterized in that: The vehicle body structure (100) further comprises a connection structure (50), and the first end and the second end of the tie rod (30) are connected to the first longitudinal beam (11) and the second longitudinal beam (12) via the connection structure (50).

8. The vehicle body structure according to claim 7, characterized in that: The connection structure (50) comprises a first connection plate (51), the first connection plate (51) being at least partially adapted to cover a lower cross beam (40) of the vehicle, and an end portion of the first connection plate (51) being connected to the first longitudinal beam (11) / the second longitudinal beam (12).

9. The vehicle body structure according to claim 8, characterized in that: The first connecting plate (51) comprises a first plate body (511) and a second plate body (512) connected to each other, wherein the first plate body (511) is at least partially suitable for covering the surface of the lower cross beam (40), and the second plate body (512) is suitable for connecting to the side of the first longitudinal beam (11) / the second longitudinal beam (12).

10. The vehicle body structure according to claim 9, characterized in that: The first plate body (511) is provided with first flanges (513) on both side edges, and the first flanges (513) are suitable for being connected to the center floor (20) of the vehicle.

11. The vehicle body structure according to claim 10, characterized in that: The second plate body (512) is provided with second flanges (514) on both side edges, and the second flanges (514) are suitable for connecting with the side edges of the first longitudinal beam (11) / the second longitudinal beam (12), and there is a gap (515) between the first flange (513) and the second flange (514) located on the same side.

12. The vehicle body structure according to claim 8, characterized in that: The connection structure (50) further comprises a second connection plate (52), wherein the second connection plate (52) at least partially covers the first connection plate (51), and the second connection plate (52) is suitable for connecting with the first longitudinal beam (11) / the second longitudinal beam (12).

13. The vehicle body structure according to claim 12, characterized in that: The vehicle body structure (100) comprises a reinforcing plate (53) arranged on the side of the first longitudinal beam (11) / the second longitudinal beam (12) away from the second connecting plate (52); the reinforcing plate (53) and the second connecting plate (52) are arranged on opposite sides of the first longitudinal beam (11) / the second longitudinal beam (12); the reinforcing plate (53) and the second connecting plate (52) are suitable for allowing a connecting sleeve (67) of a subframe to pass through so as to be installed on a chassis of a vehicle.

14. The vehicle body structure according to claim 13, characterized in that: The second connecting plate (52) is at least partially suitable for forming a first chamber (54) with the first longitudinal beam (11) / the second longitudinal beam (12), and the reinforcing plate (53) is at least partially suitable for forming a second chamber (55) between the first longitudinal beam / the second longitudinal beam, and the first chamber (54) and the second chamber (55) are aligned along the passing direction of the connecting sleeve (67).

15. The vehicle body structure according to claim 12, characterized in that: The second connecting plate (52) includes a third plate body (521) and a fourth plate body (522) connected to each other, wherein the third plate body (521) at least partially covers the first connecting plate (51), and the fourth plate body (522) is suitable for connecting to the top surface of the first longitudinal beam (11) / the second longitudinal beam (12).

16. The vehicle body structure according to claim 15, characterized in that: The fourth plate body (522) is provided with a third flange (523) at one end edge away from the third plate body (521), and the third flange (523) is suitable for connecting with the first longitudinal beam (11) / the second longitudinal beam (12), and the third flange (523) forms a reinforcing rib (524) extending along the first direction.

17. The vehicle body structure according to claim 16, characterized in that: The fourth plate body (522) is provided with fourth flanges (525) on both side edges, and the fourth flanges (525) are suitable for connecting with the first longitudinal beam (11) / the second longitudinal beam (12); at least one of the fourth flanges (525) is provided with a reinforcing rib (524) extending along a second direction, and the first direction and the second direction are inconsistent.

18. The vehicle body structure according to claim 12, characterized in that: The second connecting plate (52) is provided with a mounting portion (526) which is concave toward the first connecting plate (51), and the end of the tie rod (30) is connected to the mounting portion (526).

19. The vehicle body structure according to claim 12, characterized in that: The vehicle body structure (100) further comprises a fastener (61), wherein the fastener (61) passes through and fastens the tie rod (30), the second connecting plate (52) and the first connecting plate (51) in sequence.

20. A vehicle, characterized in that: The vehicle comprises a vehicle body structure (100) according to any one of claims 1 to 19.

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