Car body assembly and car

Abstract

The utility model belongs to the field of automobiles, and particularly relates to an automobile body assembly which comprises an automobile body, a sheet metal part and a safety belt assembly. The sheet metal part is mounted on the vehicle body; the safety belt assembly comprises a lock head and a support, the lock head is used for being connected with a safety belt, the support comprises a first connecting part, a second connecting part and a third connecting part, the first connecting part is connected with the lock head, the second connecting part is connected with the sheet metal part, and the third connecting part is connected with a vehicle body. At least two force transmission paths are formed between the safety belt and the vehicle body assembly. Therefore, when the lock head is pulled by the safety belt, the force can be dispersed and transmitted to different positions of the vehicle body assembly, the stress concentration of the vehicle body is effectively reduced, and the possibility that the vehicle body cracks when bearing the pulling force of the lock head is reduced.

Description

Technical Field

[0001] This application belongs to the field of automobiles, and particularly relates to a vehicle body component and an automobile. Background Art

[0002] In the context of the increasing requirements for lightweight design in automobile design, most mainstream automobile enterprises are deploying lightweight integrated die-casting technology to reduce the weight of the whole vehicle, thereby reducing the manufacturing cost of the whole vehicle. However, the use of lightweight materials for the vehicle body has disadvantages in strength compared to traditional sheet metal materials. When installing the seat belt structure on the vehicle body, it may be torn by the seat belt. In addition, with the tightening of automobile collision regulations, the requirements for occupant protection are getting higher and higher. In extreme driving scenarios, it is necessary to ensure that the seat belt can fully play its safety role. Summary of the Utility Model

[0003] The purpose of the embodiments of this application is to provide a vehicle body component and an automobile to reduce the possibility of the lightweight die-cast vehicle body being torn and damaged by the seat belt.

[0004] To achieve the above purpose, on the one hand, the embodiments of this application provide a vehicle body component, including:

[0005] A vehicle body, including longitudinal beams and cross beams, and the cross beam is connected between the two longitudinal beams;

[0006] A sheet metal part, installed on the longitudinal beams and the cross beam to at least partially cover the space between the two longitudinal beams;

[0007] A seat belt component, including a lock head and a bracket. The lock head is used to connect the seat belt. The bracket includes a first connection part, a second connection part, and a third connection part. The first connection part is connected to the lock head, the second connection part is connected to the sheet metal part, and the third connection part is connected to the top of the cross beam.

[0008] In some embodiments, the seat belt component further includes a reinforcing member. The reinforcing member includes a fourth connection part and a fifth connection part. The second connection part and the fourth connection part are respectively connected to the upper and lower sides of the sheet metal part, and the fifth connection part is connected to the bottom of the cross beam.

[0009] In some embodiments, the sheet metal part has hanging columns, and the reinforcing member further includes pre-hanging holes. The reinforcing member is pre-installed on the hanging columns through the pre-hanging holes.

[0010] In some embodiments, the seat belt component further includes a connecting bolt. The third connection part is connected to the cross beam through the connecting bolt;

[0011] The seat belt assembly further includes a connecting sleeve with internal threads. The connecting sleeve is fixed on the cross beam, and the third connecting part is connected to the internal threads of the connecting sleeve through the connecting bolt.

[0012] In some embodiments, the cross beam has a threaded hole, the connecting sleeve has external threads, and the connecting sleeve is connected to the threaded hole of the cross beam through the external threads.

[0013] In some embodiments, the top of the connecting sleeve has a flange end face, and the third connecting part is arranged on the flange end face.

[0014] In some embodiments, the connecting sleeve is a steel part.

[0015] In some embodiments, the longitudinal beam has a stepped section, the cross beam is located at the stepped section of the longitudinal beam, the top of the cross beam is higher than the position where the sheet metal part connects the second connecting part, and the bottom of the cross beam is lower than the position where the sheet metal part connects the second connecting part.

[0016] In some embodiments, the vehicle body is a lightweight die-casting.

[0017] In some embodiments, the lightweight die-casting is an aluminum alloy die-casting, a magnesium alloy die-casting, or a zinc alloy die-casting.

[0018] Another aspect of the embodiments of the present application provides a vehicle, including the vehicle body assembly described in any one of the above.

[0019] In the vehicle body assembly of the embodiments of the present application, by installing the safety assembly on the vehicle body and the sheet metal part, at least two force transmission paths are formed between the seat belt and the vehicle body, that is, one path of the seat belt force is transmitted to the cross beam of the vehicle body, and the other path is transmitted to the sheet metal part. In this way, when the lock receives the seat belt tension, the force can be effectively dispersed and transmitted to different positions of the vehicle body assembly, reducing the stress concentration of the vehicle body and reducing the possibility of the vehicle body cracking when bearing the tension of the lock. Description of the Drawings

[0020] Figure 1 It is a partial cross-sectional view of the vehicle body assembly of the embodiments of the present application;

[0021] Figure 2 It is a top view of the assembly of the vehicle body assembly in the embodiments of the present application;

[0022] Figure 3 It is a bottom view of the assembly of the vehicle body assembly in the embodiments of the present application;

[0023] Figure 4 It is a schematic diagram of the seat belt assembly of the embodiments of the present application;

[0024] Figure 5Schematic diagram of the reinforcement member in the embodiment of the present application;

[0025] Figure 6 Cross-sectional view of the connection sleeve and the vehicle body in the embodiment of the present application.

[0026] Explanation of reference numerals:

[0027] Vehicle body 1; First stress area 1a; Second stress area 1b; Third stress area 1c; Longitudinal beam 11; Cross beam 12; Hole 12a;

[0028] Sheet metal part 2; Hanging column 21;

[0029] Safety belt assembly 3; Lock head 31; Bracket 32; First connection part 321; Second connection part 322; First mounting hole 322a; Third connection part 323; Second mounting hole 323a; Reinforcement member 33; Pre-hanging hole 33a; Fourth connection part 331; Third mounting hole 331a; Fifth connection part 332; Fourth mounting hole 332a; Connection bolt 34; Connection sleeve 35; Flange end face 351. Detailed implementation manners

[0030] The technical solution of the present application will be further elaborated in detail below in conjunction with the accompanying drawings of the specification and specific embodiments. Unless otherwise defined, all technical and scientific terms used herein 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 specification of the present application herein are only for the purpose of describing specific embodiments and are not intended to limit the present application.

[0031] For the sake of simplicity of the drawings, only the parts related to the present application are schematically shown in each drawing, and they do not represent their actual structures as products. In addition, for the sake of simplicity and easy understanding of the drawings, in some drawings, for components with the same structure or function, only one of them is schematically shown, or only one of them is marked. In this document, "one" not only means "only this one", but also can mean "more than one" situation.

[0032] In this document, it should be noted that unless otherwise clearly specified and limited, the terms "installation" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0033] In addition, in the description of the present application, the terms "first", "second", "third", "fourth" or "fifth" are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0034] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will describe the specific embodiments of the present application with reference to the accompanying drawings. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings, and other embodiments can be obtained.

[0035] In the context of the increasing requirements for lightweight in automotive design, most mainstream automotive companies are deploying lightweight integrated die-casting technology to reduce the weight of the entire vehicle, thereby reducing the manufacturing cost of the entire vehicle. However, lightweight materials have disadvantages in strength compared to traditional sheet metal materials. In addition, with the increasing strictness of current automotive collision regulations, the requirements for occupant protection are getting higher and higher. In extreme driving scenarios, it is necessary to ensure that the seat belt fully exerts sufficient safety functions. Therefore, the design of the seat belt structure fixed to the vehicle body formed by lightweight integrated die-casting technology will face greater challenges.

[0036] In view of this, on the one hand, an embodiment of the present application provides a vehicle body assembly. Referring to Figure 1 and Figure 2 as shown, it includes a vehicle body 1, a sheet metal part 2, and a seat belt assembly 3. The vehicle body 1 includes a longitudinal beam 11 and a cross beam 12, and the cross beam 12 is connected between the two longitudinal beams 11. The sheet metal part 2 is installed on the longitudinal beam 11 and the cross beam 12 to at least partially cover the space between the two longitudinal beams 11. Referring to Figure 4 as shown, the seat belt assembly 3 includes a lock head 31 and a bracket 32. The lock head 31 is used to connect the seat belt. The bracket 32 includes a first connecting portion 321, a second connecting portion 322, and a third connecting portion 323. The first connecting portion 321 is connected to the lock head 31, the second connecting portion 322 is connected to the sheet metal part 2, and the third connecting portion 323 is connected to the top of the cross beam 12.

[0037] Exemplarily, please refer to Figure 2 , the longitudinal beam 11 and the cross beam 12 of the vehicle body 1 can be combined into an approximate "H" - shaped structure, and a space is formed between the longitudinal beam 11 and the cross beam 12. Please refer to Figure 1 and Figure 2 , the sheet metal part 2 can be installed on the longitudinal beam 11 and the cross beam 12 by means of mechanical riveting, snap connection, welding, etc. Referring to Figure 1 and Figure 4 , the lock head 31 and the first connecting portion 321 can be connected by a hinge, so that the lock head 31 is movably fixed on the bracket 32, facilitating passengers to fasten the seat belt.

[0038] Exemplarily, the first connecting portion 321 is approximately perpendicularly connected to the second connecting portion 322, and the third connecting portion 323 and the second connecting portion 322 are connected to form an approximately "Z" shape. A first mounting hole 322a is provided on the second connecting portion 322 for connection with the sheet metal part 2, and a second mounting hole 323a is also provided on the third connecting portion 323 for connection with the connecting structure at the top of the cross beam 12. The number of the first mounting holes 322a can be 2, 3, or 4. The number of the second mounting holes 323a can be 1 or 2.

[0039] Thus, referring to Figure 1 , the force on the seat belt is transmitted from the lock head 31 to the bracket 32. At this time, starting from the bracket 32, two force transmission paths are formed through the connection relationships between the components, and the force is transmitted to different force application points on the vehicle body assembly. Among them, a part of the force is transmitted from the third connecting portion 323 of the bracket 32 to the cross beam 12 of the vehicle body 1, and the final force application area is regarded as the first force application area 1a, forming the first force transmission path; a part of the force is transmitted from the second connecting portion 322 of the bracket 32 to the sheet metal part 2, and then transmitted from the sheet metal part 2 to the longitudinal beam 11 and the cross beam 12, and the final force application area is regarded as the second force application area 1b (only one part of the second force application area 1b is schematically shown on the cross beam 12 in the figure), forming the second force transmission path. The setting of the two force transmission paths can disperse the seat belt tension received by the lock head 31 to different positions of the vehicle body assembly, reduce the stress concentration of the vehicle body 1, and reduce the possibility of the vehicle body 1 cracking when bearing the tension of the lock head 31.

[0040] In some embodiments, referring to Figure 1 and Figure 3 , the seat belt assembly 3 further includes a reinforcing member 33. Referring to Figure 5 , the reinforcing member 33 includes a fourth connecting portion 331 and a fifth connecting portion 332. The second connecting portion 322 and the fourth connecting portion 331 are respectively connected to the upper and lower sides of the sheet metal part 2, and the fifth connecting portion 332 is connected to the bottom of the cross beam 12.

[0041] Exemplarily, please refer to Figure 1 and Figure 5 shown, the fifth connecting portion 332 and the fourth connecting portion 331 are connected to form an approximately "Z" shape. A third mounting hole 331a is provided on the fourth connecting portion 331 for connection with the sheet metal part 2, and a fourth mounting hole 332a is provided on the fifth connecting portion 332 for connection with the cross beam 12. The number of the third mounting holes 331a can be 1 or 2, and the number of the fourth mounting holes 332a can be 2, 3, or 4. Referring to Figure 1 and Figure 3As shown in the figure, after the force on the seat belt is transmitted from the lock head 31 to the bracket 32, it is sequentially transmitted to the reinforcement member 33 through the second connecting portion 322 and the sheet metal part 2, and then transmitted to the cross beam 12. The final force-bearing area is regarded as the third force-bearing area 1c, forming the third force transmission path.

[0042] In this way, the setting of the third force transmission path further increases the force-bearing points of the vehicle body 1 and further reduces the force concentration of the vehicle body 1. At the same time, the reinforcement member 33 only occupies a small part of the space between the cross beam 12 and the sheet metal part 2 in the height direction of the vehicle assembly space, and does not affect the assembly of other components of the vehicle below the sheet metal part 2, such as the power battery.

[0043] In some embodiments, the connection manners of the second connecting portion 322, the fourth connecting portion 331 with the sheet metal part 2, and the connection manners of the third connecting portion 323, the fifth connecting portion 332 with the vehicle body 1 can be bolt connection, snap connection, mechanical riveting or dowel pin connection, etc.

[0044] In some embodiments, through holes (not shown in the figure) are provided on the sheet metal part 2, and the through holes are coaxially arranged with the first mounting hole 322a and the third mounting hole 331a. The connection between the second connecting portion 322, the fourth connecting portion 331 and the sheet metal part 2 is realized through fasteners such as bolts and nuts.

[0045] In some embodiments, refer to Figure 3 , the sheet metal part 2 has hanging columns 21, and the reinforcement member 33 further includes pre-hanging holes 33a. The reinforcement member 33 is pre-mounted on the hanging columns 21 through the pre-hanging holes 33a.

[0046] Exemplarily, the reinforcement member 33 is installed below the sheet metal part 2. The pre-hanging holes 33a on the reinforcement member 33 can be provided on the fourth connecting portion 331. The hanging columns 21 can be two welded and sealed bolts. Similarly, the number of the pre-hanging holes 33a can also be two.

[0047] In this way, when installing the reinforcement member 33, it can be first "pre-hung" by being fixed on the hanging columns 21 through the pre-hanging holes 33a, and then the fixation between the reinforcement member 33 and the sheet metal part 2, and the fixation between the reinforcement member 33 and the cross beam 12 are realized. This greatly reduces the difficulty of installing the reinforcement member 33 below the whole vehicle. The design of the hanging columns 21 also avoids opening multiple holes on the sheet metal part 2 and ensures the sealing inside the vehicle.

[0048] In some embodiments, the seat belt assembly 3 further includes a connecting bolt 34, and the third connecting portion 323 is connected to the cross beam 12 through the connecting bolt 34; the seat belt assembly 3 further includes a connecting sleeve 35 with internal threads, the connecting sleeve 35 is fixed on the cross beam 12, and the third connecting portion 323 is connected to the internal threads of the connecting sleeve 35 through the connecting bolt 34.

[0049] Exemplarily, please refer to Figure 1 and Figure 6 , a hole 12a adapted to the connecting sleeve 35 is provided on the cross beam 12, the connecting sleeve 35 is installed in the hole 12a, and the connecting bolt 34 is installed in the connecting sleeve 35. The design of the connecting sleeve 35 enables the force of the safety belt to pass from the lock head 31 through the bracket 32 and the connecting sleeve 35 in sequence, and finally be transmitted to the cross beam 12.

[0050] In this way, the setting of the connecting sleeve 35 expands the first stress-bearing area 1a of the first force transmission path to the threaded surface inside the connecting sleeve 35, thus dispersing the local connection stress, reducing the stress concentration caused by the direct connection of the connecting bolt 34 to the cross beam 12, and reducing the possibility of the cross beam 12 formed by integral die-casting being pulled apart.

[0051] In some embodiments, the hole 12a on the cross beam 12 is a threaded hole, the connecting sleeve 35 has an external thread, and the connecting sleeve 35 is threadedly connected to the hole 12a of the vehicle body 1 through the external thread.

[0052] In this way, on the one hand, the external threaded surface further expands the stress-bearing area of the first stress-bearing point 1a. After the force is transmitted from the connecting bolt 34 to the internal thread of the connecting sleeve 35, it is then transmitted to the vehicle body 1 through the external thread. On the other hand, the design of the external thread also facilitates the installation of the connecting sleeve 35.

[0053] In some embodiments, the top of the connecting sleeve 35 has a flange end face 351, and the third connecting portion 323 is arranged on the flange end face 351.

[0054] In this way, referring to Figure 1 and Figure 6 , the flange end face 351 not only provides a limit in the height direction when the connecting sleeve 35 is installed on the vehicle body 1, but also provides an installation support surface for the bracket 32.

[0055] In some embodiments, the connecting sleeve 35 is a steel part, which is more excellent in force-bearing strength and is not prone to electrochemical corrosion when connected to the vehicle body 1.

[0056] In some embodiments, referring to Figures 1 to 3 , the longitudinal beam 11 has a stepped section, the cross beam 12 is located at the stepped section of the longitudinal beam 11, the top of the cross beam 12 is higher than the position where the sheet metal part 2 connects the second connecting portion 322, and the bottom of the cross beam 12 is lower than the position where the sheet metal part 2 connects the second connecting portion 322.

[0057] Exemplarily, referring to Figure 1 and Figure 4, the third connecting portion 323 is connected to the second connecting portion 322 in an approximate "Z" shape, there is a height difference between the second connecting portion 322 and the third connecting portion 323, and this height difference is adapted to the height difference between the height at which the sheet metal part 2 is connected to the second connecting portion 322 and the top height of the cross beam 12. At the same time, referring to Figure 1 and Figure 5 , the fifth connecting portion 332 is connected to the fourth connecting portion 331 in an approximate "Z" shape, there is a height difference between the fifth connecting portion 332 and the fourth connecting portion 331, and this height difference is adapted to the height difference between the height at which the sheet metal part 2 is connected to the second connecting portion 322 and the bottom height of the cross beam 12.

[0058] In this way, the first force-bearing area 1a is on the top of the cross beam 12, the second force-bearing area 1b is at the height of the connection point between the sheet metal part 2 and the vehicle body 1, and the third force-bearing area 1c is on the bottom of the cross beam 12. In this way, the three force transmission paths form a force-bearing structure of "upper, middle and lower three-layer sandwich pulling", and the structure is more stable. The stepped longitudinal beam 11 is more convenient for arranging the rear wheels of the vehicle. When the man-machine layout of the rear row of the vehicle needs to be adjusted, it is not necessary to greatly modify and change the higher-value vehicle body 1 for adjustment, and only the relative positions of the sheet metal part 2 and the cross beam 12 need to be locally changed to realize the free adjustment of the man-machine.

[0059] In some embodiments, the vehicle body 1 is a lightweight die-cast part. The lightweight material is more suitable for integral die-casting and has a lighter weight, which can effectively reduce the manufacturing cost of the whole vehicle. Lightweight materials, such as magnesium alloy, zinc alloy or aluminum alloy. By dispersing the force of the seat belt through at least two force transmission paths to the vehicle body 1, the damage situations such as tearing caused by stress concentration of the vehicle body 1 are reduced. It can be understood that the vehicle body 1 in the embodiments of the present application may not be a lightweight die-cast part, and the above-mentioned seat belt assembly 3 is also applicable to vehicle bodies 1 of other structural forms.

[0060] In some embodiments, the number of the seat belt assemblies 3 may be 2, which are respectively arranged at the middle position of the cross beam 12 and are separated by a certain distance, so that the distance between each seat belt assembly 3 on one side and the longitudinal beam 11 on the same side is approximately the same. In this way, the force of the seat belt assembly 3 is transmitted relatively evenly on the cross beam 12.

[0061] On the other hand, the embodiments of the present application provide a vehicle, including the vehicle body assembly of any one of the above. The vehicle includes but is not limited to fuel vehicles, new energy vehicles and hybrid vehicles.

[0062] The above embodiments are only preferred embodiments given to fully illustrate the present application, and the protection scope of the present application is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present application are all within the protection scope of the present application.

Claims

1. A vehicle body assembly, characterized in that: include: A vehicle body, comprising a longitudinal beam and a cross beam, wherein the cross beam is connected between two longitudinal beams; a sheet metal member mounted on the longitudinal beam and the transverse beam to at least partially cover the spacing space between the two longitudinal beams; A seat belt assembly includes a lock and a bracket, wherein the lock is used to connect the seat belt, and the bracket includes a first connecting part, a second connecting part and a third connecting part, wherein the first connecting part is connected to the lock, the second connecting part is connected to the sheet metal part, and the third connecting part is connected to the top of the beam.

2. The vehicle body assembly according to claim 1, characterized in that: The seat belt assembly also includes a reinforcement member, which includes a fourth connection portion and a fifth connection portion, wherein the second connection portion and the fourth connection portion are respectively connected to the upper and lower sides of the sheet metal member, and the fifth connection portion is connected to the bottom of the crossbeam.

3. The vehicle body assembly according to claim 2, characterized in that: The sheet metal part is provided with a hanging column, and the reinforcement part further includes a pre-hanging hole, and the reinforcement part is pre-installed on the hanging column through the pre-hanging hole.

4. The vehicle body assembly according to claim 2, characterized in that: The safety belt assembly further comprises a connecting bolt, and the third connecting portion is connected to the cross beam via the connecting bolt; The safety belt assembly also includes a connecting sleeve with an internal thread, the connecting sleeve is fixed on the cross beam, and the third connecting portion is connected to the internal thread of the connecting sleeve through the connecting bolt.

5. The vehicle body assembly according to claim 4, characterized in that The crossbeam has a threaded hole, the connecting sleeve has an external thread, and the connecting sleeve is connected to the threaded hole of the crossbeam via the external thread.

6. The vehicle body assembly according to claim 4, characterized in that The top of the connecting sleeve has a flange end surface, and the third connecting portion is arranged on the flange end surface.

7. The vehicle body assembly according to claim 4, characterized in that: The connecting sleeve is a steel part.

8. The vehicle body assembly according to any one of claims 1 to 7, characterized in that: The longitudinal beam has a stepped section, the cross beam is located at the stepped section of the longitudinal beam, the top of the cross beam is higher than the position where the sheet metal part is connected to the second connecting part, and the bottom of the cross beam is lower than the position where the sheet metal part is connected to the second connecting part.

9. The vehicle body assembly according to any one of claims 1 to 7, characterized in that: The vehicle body is a lightweight die-casting.

10. The vehicle body assembly according to claim 9, characterized in that The lightweight die casting is an aluminum alloy die casting, a magnesium alloy die casting or a zinc alloy die casting.

11. A car, characterized in that: The vehicle body assembly comprises the vehicle body assembly according to any one of claims 1 to 10.

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