Vehicle body structure and vehicle
The one-piece die-cast body structure, combined with intermediate connectors and reinforcing ribs, solves the problem of poor mechanical performance of existing body, realizes component integration and cost reduction, and improves the stability and collision performance of the body.
Patent Information
- Application Number
- CN202423045423.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-10
- Publication Date
- 2025-10-10
- Estimated Expiration
- 2034-12-10
AI Technical Summary
The existing non-load-bearing body component structural design has great limitations and strict molding requirements, resulting in poor mechanical properties, and the welding of multiple parts increases tolerance accumulation and costs.
The front and rear body parts are formed by one-piece die-casting, combined with intermediate connectors and reinforcing ribs, to form a closed ring structure with a continuous force transmission path. The high-pressure integrated die-casting process reduces the number of molds and parts, and improves integration and strength.
It reduces component manufacturing time and labor costs, eliminates welding deformation and tolerance accumulation errors, improves vehicle body stability and collision performance, and increases the rigidity and durability reliability of the entire vehicle.
Smart Images
Figure CN223420802U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of vehicle structures, and in particular to a vehicle body structure and a vehicle. Background Art
[0002] At present, most cars basically use non-load-bearing bodies, which require a separate frame to transmit force. Then, several separately stamped steel components such as A-pillars, B-pillars, door sill beams, upper side beams and other structures are assembled on the frame through welding, screwing, etc., and each component structure generally also includes inner panels, outer panels, reinforcement plates, etc. The coordinated connection of many structures increases the tolerance accumulation. It is necessary to meet the strength requirements and assembly tolerance requirements, as well as the basic functional requirements of the vehicle side. Whether in the design process or the processing and assembly process, it will consume more labor costs and time costs.
[0003] In this regard, integrated car bodies have gradually become a trend in research and development and design. However, the stamping parts of related technologies have strict requirements on forming draft angles, material ductility, etc., and the structural design of parts has great limitations. The casting size of the integrated car body is too large, and the mechanical properties of the integrated car body formed by the existing combination method cannot meet the requirements. Utility Model Content
[0004] In view of the above problems, the embodiments of the present application provide a vehicle body structure and a vehicle, aiming to solve the problem of poor mechanical performance of existing integrated vehicle bodies.
[0005] According to one aspect of an embodiment of the present application, a vehicle body structure is provided, including: a front vehicle body body, the front vehicle body body is an integral die-cast part, and the front vehicle body body is integrally formed with a plurality of first reinforcing ribs; a rear vehicle body body, the rear vehicle body body is an integral die-cast part, and the rear vehicle body body is integrally formed with a plurality of second reinforcing ribs; and an intermediate connecting member, the intermediate connecting member includes an upper side beam and a sill beam, the front end of the upper side beam is integrally connected to the upper end of the front vehicle body body, and the rear end of the upper side beam is integrally connected to the upper end of the rear vehicle body body; the front end of the sill beam is integrally connected to the lower end of the front vehicle body body, and the rear end of the sill beam is integrally connected to the lower end of the rear vehicle body body; wherein the intermediate connecting member is integrally formed with a plurality of third reinforcing ribs and a fourth reinforcing rib; the third reinforcing rib is distributed at the front end and the rear end of the upper side beam, and is connected to the first reinforcing rib at the front end of the upper side beam, and is connected to the second reinforcing rib at the rear end of the upper side beam; the fourth reinforcing rib is distributed at the front end and the rear end of the sill beam, and is connected to the first reinforcing rib at the front end of the sill beam, and is connected to the second reinforcing rib at the rear end of the sill beam.
[0006] In an exemplary embodiment of the present application, the front vehicle body includes an integrally formed front longitudinal beam, a front wheel house inner panel and a first pillar, wherein the front longitudinal beam extends along the length direction of the vehicle and has a first end and a second end distributed in the length direction of the vehicle, the second end extends obliquely downward from front to rear along the height direction of the vehicle and is connected to the front end of the rocker beam; the front wheel house inner panel is connected to the upper end surface of the front longitudinal beam in an upward curved shape, the front end of the front wheel house inner panel is connected to the first end, the rear end of the front wheel house inner panel extends downward along the height direction of the vehicle to be connected to the second end, and expands outward in an arc shape from front to rear along the width direction of the vehicle to be connected to the outer side surface of the rocker beam; the first pillar extends along the height direction of the vehicle and is connected to the front wheel house inner panel at the front side, is connected to the upper side beam at the upper end, and is connected to the rocker beam at the lower end; the first reinforcement rib is distributed throughout the front longitudinal beam and the first pillar, and is extended through the front wheel house inner panel to be formed as a whole.
[0007] In an exemplary embodiment of the present application, the front vehicle body also includes a shock-absorbing tower, which is formed on the upper end surface of the front longitudinal beam and constitutes the middle structure of the front wheel cover inner panel to connect the front and rear ends of the front wheel cover inner panel; the shock-absorbing tower includes a top wall and a side wall, and the first reinforcement rib extends upward from the front longitudinal beam along the side wall to the top wall.
[0008] In an exemplary embodiment of the present application, the front vehicle body further includes a first front suspension mounting bracket and a second front suspension mounting bracket, the first front suspension mounting bracket corresponding to the shock absorber tower is formed on the lower end surface of the front longitudinal beam, and the second front suspension mounting bracket corresponding to the first pillar is formed on the second end of the front longitudinal beam.
[0009] In an exemplary embodiment of the present application, the rear vehicle body includes an integrally formed rear longitudinal beam, a rear wheelhouse inner panel and a second pillar, wherein the rear longitudinal beam extends along the length direction of the vehicle and has a third end and a fourth end distributed in the length direction of the vehicle, the third end extends obliquely downward from rear to front along the height direction of the vehicle and is connected to the rear end of the rocker beam; the rear wheelhouse inner panel is connected to the upper end face of the rear longitudinal beam in an upward curved shape, the rear end of the rear wheelhouse inner panel is connected to the fourth end, the front end of the rear wheelhouse inner panel extends downward along the height direction of the vehicle to be connected to the third end, and expands outward in an arc shape along the width direction of the vehicle from rear to front to be connected to the outer side face of the rocker beam; the second pillar extends along the height direction of the vehicle and is connected to the upper side beam at the upper end and to the rear wheelhouse inner panel at the lower end; the second reinforcement rib is distributed throughout the rear longitudinal beam and the second pillar, and is extended through the rear wheelhouse inner panel to be formed as a whole.
[0010] In an exemplary embodiment of the present application, the rear vehicle body also includes a shock absorber mounting seat, which is formed in the middle part of the rear wheel housing inner panel corresponding to the second pillar. The second reinforcing rib located on the second pillar extends downward along the rear wheel housing inner panel to the upper end surface of the shock absorber mounting seat, and the second reinforcing rib located on the rear longitudinal beam extends upward along the rear wheel housing inner panel to the lower end surface of the shock absorber mounting seat.
[0011] In an exemplary embodiment of the present application, the rear vehicle body also includes a first rear suspension mounting bracket and several second rear suspension mounting brackets. The first rear suspension mounting bracket is formed on the lower end surface of the rear longitudinal beam corresponding to the shock absorber mounting seat, and the several second rear suspension mounting brackets are distributed on the rear longitudinal beam at intervals along the length direction of the vehicle.
[0012] In an exemplary embodiment of the present application, the front end of the upper side beam is integrally connected to the rear end of the upper side beam, and the third reinforcing rib located at the front end of the upper side beam is integrally connected to the third reinforcing rib located at the rear end of the upper side beam; the front end of the sill beam is integrally connected to the rear end of the sill beam, and the fourth reinforcing rib located at the front end of the sill beam is integrally connected to the fourth reinforcing rib located at the rear end of the sill beam.
[0013] In an exemplary embodiment of the present application, the intermediate connecting member also includes a third pillar made of steel, which is extended along the height direction of the vehicle and has an upper end and a lower end distributed at both ends in the height direction of the vehicle, wherein the front end and the rear end of the upper side beam are separated, and the upper end of the third pillar extends to both ends along the length direction of the vehicle to be respectively connected to the front end and the rear end of the upper side beam; the front end and the rear end of the rocker beam are separated, and the lower end of the third pillar extends to both ends along the length direction of the vehicle to be respectively connected to the front end and the rear end of the rocker beam.
[0014] According to the second aspect of an embodiment of the present application, a vehicle is provided, comprising a plurality of cross beams and two of the above-mentioned body structures, wherein the two body structures are spaced apart and symmetrically arranged along the width direction of the vehicle, and the plurality of cross beams are spaced apart along the length direction of the vehicle and extend between the two body structures along the width direction of the vehicle, and the cross beams are fixedly connected to the two body structures at both ends in the width direction of the vehicle.
[0015] The present application achieves high integration of related parts by integrally die-casting the front body and the rear body, which not only reduces the number and cost of molds, and reduces the time and labor costs of parts manufacturing, but also eliminates the errors caused by welding deformation and tolerance accumulation of multiple parts, improves the stiffness and mode of key joint positions of related parts, and improves the body stability of the whole vehicle; at the same time, it is integrally connected to the front body and the rear body through an intermediate connecting piece, and cooperates with the respective reinforcement ribs to form a closed ring structure with a continuous force transmission path, thereby improving the structural strength of the body and improving the collision performance and durability reliability of the whole vehicle.
[0016] The above description is only an overview of the technical solutions of the embodiments of the present application. In order to more clearly understand the technical means of the embodiments of the present application, they can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.
[0018] Figure 1 A structural schematic diagram of the vehicle body structure according to an embodiment of the present application is shown;
[0019] Figure 2 A schematic diagram of the outer structure of another vehicle body structure according to an embodiment of the present application is shown;
[0020] Figure 3 A schematic diagram of the inner structure of another vehicle body structure according to an embodiment of the present application is shown;
[0021] Figure 4 A schematic structural diagram of the body-in-white of a vehicle according to an embodiment of the present application is shown;
[0022] Figure 5 A top view of the body-in-white of the vehicle according to an embodiment of the present application is shown.
[0023] Description of Figure Numbers:
[0024] 1-front vehicle body, 11-first reinforcement rib, 12-front longitudinal beam, 121-first end, 122-second end, 13-front wheel arch inner plate, 14-first pillar, 15-shock tower, 16-first front suspension mounting bracket, 17-second front suspension mounting bracket,
[0025] 2-rear body, 21-second reinforcement rib, 22-rear longitudinal beam, 221-third end, 222-fourth end, 23-rear wheelhouse inner plate, 24-second pillar, 25-shock absorber mounting seat, 26-first rear suspension mounting bracket, 27-second rear suspension mounting bracket,
[0026] 3-middle connecting piece, 31-upper side beam, 311-third reinforcing rib, 312-front end of upper side beam, 313-rear end of upper side beam, 32-sill beam, 321-fourth reinforcing rib, 322-front end of sill beam, 323-rear end of sill beam, 33-third column, 331-upper end, 332-lower end,
[0027] 100 / 100'-body structure, 200-crossbeam.
[0028] The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION
[0029] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art.
[0030] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner.In the following description, many specific details are provided so as to provide a full understanding of the embodiments of the present application. However, it will be appreciated by those skilled in the art that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps etc. can be adopted. In other cases, known methods, devices, implementations or operations are not shown or described in detail to avoid blurring the various aspects of the application.
[0031] The present application is further described below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments of the present application described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be understood as limiting the present application.
[0032] It should also be noted that the front, rear, left, right, up and down directions mentioned in this embodiment, unless otherwise specified, are all based on the corresponding directions of the vehicle as reference standards. For example, the front and rear are the two ends of the vehicle in the length direction, the left and right are the two ends of the vehicle in the width direction, and the up and down are the two ends of the vehicle in the height direction. They will not be repeated later.
[0033] like Figures 1 to 3As shown, this embodiment provides a vehicle body structure, including a front vehicle body 1, a rear vehicle body 2 and an intermediate connecting member 3, the front vehicle body 1 is an integral die-casting part, and the front vehicle body 1 is integrally formed with a plurality of first reinforcing ribs 11; the rear vehicle body 2 is also an integral die-casting part, and the rear vehicle body 2 is integrally formed with a plurality of second reinforcing ribs 21; and the intermediate connecting member 3 includes an upper side beam 31 and a sill beam 32, the upper side beam 31 and the sill beam 32 both extending in the vehicle length direction and spaced apart in the vehicle height direction, so as to leave a door opening for installing a vehicle door between the upper side beam 31 and the sill beam 32; the front end of the upper side beam 31 is integrally connected to the upper end of the front vehicle body 1, and the upper side beam 31 is integrally formed with the upper end of the front vehicle body 1. 1 is integrally connected to the upper end of the rear body 2; the front end of the sill beam 32 is integrally connected to the lower end of the front body 1, and the rear end of the sill beam 32 is integrally connected to the lower end of the rear body 2; wherein, the intermediate connecting member 3 is integrally formed with a plurality of third reinforcing ribs 311 and fourth reinforcing ribs 321; the third reinforcing ribs 311 are distributed at the front and rear ends of the upper side beam 31, and are connected to the first reinforcing rib 11 at the front end of the upper side beam 31, and are connected to the second reinforcing rib 21 at the rear end of the upper side beam 31; the fourth reinforcing ribs 321 are distributed at the front and rear ends of the sill beam 32, and are connected to the first reinforcing rib 11 at the front end of the sill beam 32, and are connected to the second reinforcing rib 21 at the rear end of the sill beam 32. In this way, the front body 1 and the rear body 2 that are integrally die-cast are connected as a whole through the intermediate connecting part 3, and the reinforcing ribs arranged separately form a closed ring structure with a continuous force transmission path. This not only improves the structural strength of the vehicle body, improves the collision performance and durability reliability of the entire vehicle body, but also makes the relevant components highly integrated, reduces the number and cost of molds, and reduces the time cost and labor cost of component manufacturing.
[0034] It can be understood that the one-piece molding method and the one-piece molding connection method mentioned above and later can all adopt the high-pressure integrated die-casting process. The one-piece die-cast parts are melt-casted in a high-pressure closed environment, which can effectively reduce the occurrence of defects such as air holes and shrinkage holes, and improve the density and strength of the front body body 1, the rear body body 2 and related one-piece connecting parts. In this way, the purpose of reducing the number of parts and improving the assembly efficiency of the whole vehicle can be achieved while ensuring that the various performance requirements of the body structure are met, thereby reducing the production cost of the whole vehicle, shortening the vehicle development cycle, and facilitating the lightweighting of the body.
[0035] Generally speaking, the upper side beam 31 and the door sill beam 32 serve as the intermediate connecting parts 3 between the front body 1 and the rear body 2, and have different lengths based on different vehicle models. For example, the distance between the front body 1 and the rear body 2 of two-door A-class and below models is smaller, while the distance between the front body 1 and the rear body 2 of four-door A-class and larger models is larger. Therefore, in order to prevent the casting from having poor mechanical properties due to being far away from the casting gate, it is necessary to adaptively select and configure the intermediate connecting parts 3 according to the length of the vehicle.
[0036] For example, if Figure 1 As shown, for two-door Class A and lower vehicles, the front end of the roof rail 31 can be integrally connected to the rear end of the roof rail 31, and the third reinforcing rib 311 at the front end of the roof rail 31 can be integrally connected to the third reinforcing rib 311 at the rear end of the roof rail 31; the front end of the sill beam 32 can be integrally connected to the rear end of the sill beam 32, and the fourth reinforcing rib 321 at the front end of the sill beam 32 can be integrally connected to the fourth reinforcing rib 321 at the rear end of the sill beam 32. In this way, the front body 1, rear body 2, intermediate connector 3, and reinforcing ribs at various locations can be formed as a single, integral die-cast structure in a single manufacturing process. This not only meets all performance requirements of the vehicle body structure, but also further reduces the number of parts, improves vehicle assembly efficiency, and achieves lightweight and reduced component count, which helps shorten the vehicle development cycle and reduce vehicle production costs.
[0037] In other embodiments, Figure 2 and Figure 3As shown, for four-door Class A and larger vehicles, the intermediate connecting member 3 also includes a third pillar 33, which is extended along the vehicle height direction and has an upper end 331 and a lower end 332 distributed at both ends in the vehicle height direction, wherein the front end and rear end of the upper side beam 31, i.e., the upper side beam front end 312 and the upper side beam rear end 313, are separately arranged, and the upper end 331 of the third pillar 33 extends to both ends along the vehicle length direction to be respectively connected to the upper side beam front end 312 and the upper side beam rear end 313; the front end and rear end of the sill beam 32, i.e., the sill beam front end 322 and the sill beam rear end 323, are separately arranged, and the lower end 332 of the third pillar 33 extends to both ends along the vehicle length direction to be respectively connected to the sill beam front end 322 and the sill beam rear end 323. In this way, the front vehicle body 1 and the front end 312 of the upper side beam, the front end 322 of the rocker beam, and the first reinforcing rib 11, the third reinforcing rib 311, and the fourth reinforcing rib 321 located thereon can be prepared and formed at one time as an integral one-piece die-casting structure, while the rear vehicle body 2 and the rear end 313 of the upper side beam, the rear end 323 of the rocker beam, and the second reinforcing rib 21, the third reinforcing rib 311, and the fourth reinforcing rib 321 located thereon can be prepared and formed at one time as another integral one-piece die-casting structure, and then the two are fixedly connected by the third pillar 33. The fixed connection methods include but are not limited to welding, bolt connection, or riveting. The use of the steel third pillar 33 to connect the one-piece die-cast parts on the front and rear sides can not only meet the body performance requirements of four-door A-class and larger models, but also achieve the aforementioned purposes of lightweight, fewer parts, and reduced production costs.
[0038] It can be understood that the shapes of the above-mentioned first reinforcing ribs 11, second reinforcing ribs 21, third reinforcing ribs 311 and fourth reinforcing ribs 321 can be horizontally and vertically crossed, obliquely crossed, grid-shaped or wavy, and the number, direction and thickness can also be set according to the design requirements of specific parts or simulation results, and are not specifically limited here.
[0039] It can also be understood that the above-mentioned front body 1, rear body 2 and intermediate connecting part 3 suitable for integral connection with the former two can be made of aluminum profiles or aluminum alloy materials, which can not only improve the forming performance and structural design freedom of related components, realize the preparation of various special-shaped structures and integrated structures, but also improve the stiffness and mode of key joint positions of related components, and improve the durability, reliability and body stability of the entire vehicle.
[0040] In some embodiments, as Figure 1 and Figure 2As shown, the front vehicle body 1 includes an integrally formed front longitudinal beam 12, a front wheel housing inner panel 13 and a first pillar 14, wherein the front longitudinal beam 12 extends along the vehicle length direction and has a first end 121 and a second end 122 distributed front and rear in the vehicle length direction, the second end 122 extends obliquely downward from front to rear along the vehicle height direction and is connected to the front end of the door sill beam 32; the front wheel housing inner panel 13 is connected to the upper end surface of the front longitudinal beam 12 in an upwardly curved shape, and the front end of the front wheel housing inner panel 13 is connected to the first end of the first pillar 14. One end 121, the rear end of the front wheel house inner panel 13 extends downward along the vehicle height direction to connect to the second end 122, and expands outward in an arc shape from front to rear along the vehicle width direction to connect to the outer side surface of the rocker beam 32; the first pillar 14 is extended along the vehicle height direction, and is connected to the front wheel house inner panel 13 at the front side, connected to the upper side beam 31 at the upper end, and connected to the rocker beam 32 at the lower end; the first reinforcement rib 11 is spread throughout the front longitudinal beam 12 and the first pillar 14, and extends through the front wheel house inner panel 13 to form a whole. In this way, the first reinforcing rib 11 located at the first pillar 14 can extend along the vehicle height direction along the first pillar 14, and connect upward to the third reinforcing rib 311 at the front end of the upper side beam 31, and connect downward to the fourth reinforcing rib 321 at the front end of the rocker beam 32; the first reinforcing rib 11 located at the front longitudinal beam 12 can extend from front to rear along the vehicle length direction along the front longitudinal beam 12 to the rear end of the front wheel house inner panel 13, and expand outward in an arc shape along the vehicle width direction from front to rear along the front wheel house inner panel 13 to connect to the first pillar 14 and the rocker beam 32, thereby improving the bending and torsional stiffness of each part of the front vehicle body 1, reducing the risk of deformation, and ensuring the continuity of the force transmission path.
[0041] It can be understood that the first pillar 14 can be understood as an integrated structure of the vehicle's A-pillar and its circumferential side panel, which includes a pillar area and an upper side panel area. The pillar area can be connected forward to the middle and lower part of the front wheel cover inner panel 13 and downward to the rocker beam 32, and the upper side panel area can be connected forward to the upper part of the front wheel cover inner panel 13 and rearward to the upper side beam 31, which will not be repeated here.
[0042] In some embodiments, as Figure 1 and Figure 2As shown, the front body 1 also includes a shock tower 15, which is formed on the upper end surface of the front longitudinal member 12 and forms the central structure of the front wheelhouse inner panel 13, connecting the front and rear ends of the front wheelhouse inner panel 13. The shock tower 15 includes a top wall and side walls, and a first reinforcing rib 11 extends upward from the front longitudinal member 12 along the side walls of the shock tower 15 to the top wall of the shock tower 15. By integrating the shock tower 15 with the front wheelhouse inner panel 13, the integration of the front body 1 can be further improved, the number of independent components can be reduced, and the vehicle body can be lightweight and reduced in number of parts. Furthermore, the first reinforcing rib 11 arranged on the shock tower 15 can further improve the bending and torsional rigidity of the front longitudinal member 12, the shock tower 15, and the front wheelhouse inner panel 13, reducing the risk of deformation. It also guides the transmission of forces between the shock tower 15 and the front longitudinal member 12, thereby better absorbing and reducing vibration and impact during driving.
[0043] In some embodiments, as Figure 1 and Figure 2 As shown, the front vehicle body 1 also includes a first front suspension mounting bracket 16 and a second front suspension mounting bracket 17. The first front suspension mounting bracket 16 is formed on the lower end surface of the front longitudinal beam 12 corresponding to the shock tower 15, and the second front suspension mounting bracket 17 is formed on the second end 122 of the front longitudinal beam 12 corresponding to the first pillar 14. In this way, by integrating the front suspension mounting bracket on the front longitudinal beam 12, the integration of the front vehicle body 1 can be further improved, the number of independent components can be reduced, and the vehicle body can be lightweight and reduced in number of components; at the same time, the first front suspension mounting bracket 16 corresponding to the shock absorber tower 15 can form a semi-annular structure with the other side vehicle body structure 100' and the connecting parts between the two, such as water troughs, etc., in the plane formed by the vehicle height direction and the vehicle width direction, to guide the mutual transmission of the forces, increase the corresponding moment of inertia, and improve its structural strength and collision performance; similarly, the second front suspension mounting bracket 17 corresponding to the first pillar 14 can also form a semi-annular structure with the other side vehicle body structure 100' and the connecting parts between them, such as the front panel, etc., in the plane formed by the vehicle height direction and the vehicle width direction, to achieve the same technical effect as the arrangement of the aforementioned first front suspension mounting bracket 16.
[0044] Preferably, the first reinforcing rib 11 can also be extended from the front longitudinal beam 12 to the first front suspension mounting bracket 16 and the second front suspension mounting bracket 17 to improve the structural strength of the first front suspension mounting bracket 16 and the second front suspension mounting bracket 17 and further improve the connection stability of the suspension system.
[0045] In some embodiments, as Figure 1 and Figure 2As shown, the rear vehicle body 2 includes an integrally formed rear longitudinal beam 22, a rear wheel housing inner panel 23 and a second pillar 24, wherein the rear longitudinal beam 22 extends along the vehicle length direction and has a third end 221 and a fourth end 222 distributed front and rear in the vehicle length direction, the third end 221 extends downwardly along the vehicle height direction from rear to front and is connected to the rear end of the door sill beam 32; the rear wheel housing inner panel 23 is connected to the upper end surface of the rear longitudinal beam 22 in an upwardly curved shape, and the rear end of the rear wheel housing inner panel 23 is The end is connected to the fourth end 222, the front end of the rear wheelhouse inner panel 23 extends downward along the vehicle height direction to be connected to the third end 221, and expands outward in an arc shape from rear to front along the vehicle width direction to be connected to the outer side surface of the door sill beam 32; the second pillar 24 is extended along the vehicle height direction, and is connected to the upper side beam 31 at the upper end and the rear wheelhouse inner panel 23 at the lower end; the second reinforcement rib 21 is distributed throughout the rear longitudinal beam 22 and the second pillar 24, and is extended through the rear wheelhouse inner panel 23 to form a whole. In this way, the second reinforcing rib 21 located on the second pillar 24 can extend along the vehicle height direction along the second pillar 24, and upwardly connect to the third reinforcing rib 311 at the rear end of the upper side beam 31, and downwardly abut against the rear wheel house inner panel 23, while the second reinforcing rib 21 located on the rear longitudinal beam 22 can upwardly extend along the vehicle height direction to the wheel house stop on the upper side of the rear wheel house inner panel 23 to connect with the second reinforcing rib 21 located on the second pillar 24; at the same time, the second reinforcing rib 21 located on the rear longitudinal beam 22 can follow the longitudinal beam 22 from rear to front along the vehicle length direction to the front end of the rear wheel house inner panel 23, and then the wheel house inner panel 23 expands outward in an arc shape from rear to front along the vehicle width direction to connect to the fourth reinforcing rib 321 at the rear end of the rocker beam 32, thereby achieving the purpose of improving the bending and torsional stiffness of various parts of the rear body body 2, reducing the risk of deformation, and ensuring the continuity of the force transmission path.
[0046] It can be understood that in two-door A-class and below models, the second pillar 24 can be understood as an integrated structure of the vehicle's B-pillar and its circumferential side panel. In four-door A-class and larger models, the second pillar 24 can be understood as an integrated structure of the vehicle's C-pillar and its circumferential side panel, both of which include a pillar area and a rear side panel area. The pillar area can be connected upward to the upper side beam 31 and downward to the rear wheel housing inner panel 23, and the rear side panel area can be connected forward to the door sill beam 32 and extend backward to form a D-pillar and / or a tailgate stop, which will not be repeated here.
[0047] In some embodiments, as Figure 1 and Figure 2As shown, the rear body 2 also includes a shock absorber mounting seat 25, which is formed in the middle portion of the rear wheelhouse inner panel 23 in correspondence with the second pillar 24. A second reinforcing rib 21 located on the second pillar 24 extends downward along the rear wheelhouse inner panel 23 to the upper end surface of the shock absorber mounting seat 25, while a second reinforcing rib 21 located on the rear longitudinal beam 22 extends upward along the rear wheelhouse inner panel 23 to the lower end surface of the shock absorber mounting seat 25. Integrating the shock absorber mounting seat 25 with the rear wheelhouse inner panel 23 further improves the integration of the rear body 2, reduces the number of independent components, and contributes to a lightweight and component-reduced vehicle body. Furthermore, the second reinforcing rib 21 connected to the shock absorber mounting seat 25 guides the transfer of forces between the rear shock absorber, the rear longitudinal beam 22, and the second pillar 24, thereby better absorbing and reducing vibration and impact during driving.
[0048] In some embodiments, as Figure 1 and Figure 2 As shown, the rear body 2 further includes a first rear suspension mounting bracket 26 and a plurality of second rear suspension mounting brackets 27. The first rear suspension mounting bracket 26 is formed on the lower end surface of the rear longitudinal beam 22 corresponding to the shock absorber mounting seat 25, and the plurality of second rear suspension mounting brackets 27 are spaced apart along the length of the vehicle. By integrating the rear suspension mounting brackets with the rear longitudinal beam 22, the integration level of the rear body 2 can be further improved, the number of independent components can be reduced, and the vehicle body can be lightweight and reduced in number. Furthermore, the first rear suspension mounting bracket 26, which is arranged corresponding to the shock absorber mounting seat 25, can form a semi-annular structure with the other side body structure 100' and the connecting parts therebetween, such as the upper body roof, within the plane defined by the vehicle height and vehicle width directions. This structure guides the mutual transmission of forces, increases the corresponding moment of inertia, and improves the structural strength and collision performance.
[0049] In addition, if Figure 1 、 Figure 4 and Figure 5As shown, in another embodiment, a vehicle is provided, comprising a plurality of crossbeams 200 and two vehicle body structures 100 / 100' of the aforementioned embodiments. The two vehicle body structures 100 / 100' are spaced apart and symmetrically arranged along the vehicle width direction. The plurality of crossbeams 200 are spaced apart along the vehicle length direction and extend between the two vehicle body structures 100 / 100' along the vehicle width direction. The crossbeams 200 are fixedly connected to the two vehicle body structures 100 / 100' at both ends in the vehicle width direction, thereby forming a body-in-white (BIW) having a stable structural connection, excellent mechanical properties, and convenient and efficient assembly. The crossbeams 200 can be made of an aluminum alloy or a steel-aluminum hybrid structure made of a mixture of aluminum profiles, stamped steel plates, and polymer materials. The number, size, and arrangement of the crossbeams 200 can be appropriately determined based on the mechanical performance requirements of a specific vehicle model. Furthermore, the crossbeams 200 can be fixedly connected to the left and right vehicle body structures 100 / 100' by bolting, riveting, and / or welding. The body-in-white and vehicle constructed with the above-mentioned arrangement can effectively reduce the assembly process between the body sheet metal parts, simplify the connection process of the body-in-white, and improve the competitiveness of the product from cost to quality.
[0050] Preferably, if Figure 1 and Figure 5 As shown, the cross member 200 can be connected at at least one of the following connection positions, including: between the first front suspension mounting brackets 16 of the two vehicle body structures 100 / 100', between the second front suspension mounting brackets 17 of the two vehicle body structures 100 / 100', and between the first rear suspension mounting brackets 26 of the two vehicle body structures 100 / 100', thereby forming a closed ring structure within the plane formed by the vehicle height direction and the vehicle width direction, further optimizing the torque transmission path, and achieving the purpose of increasing the corresponding moment of inertia, improving its structural strength and collision performance.
[0051] It is understandable that for other structures and working principles of the body structure 100, please refer to the above description of the embodiment of the body structure 100. Since the body structure 100 has the above technical effects, the vehicle having the body structure 100 should also have corresponding technical effects, which will not be repeated here.
[0052] It is understood that, in this application, unless otherwise expressly specified or limited, terms such as "assembly" and "connection" should be interpreted broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, indirect connection through an intermediate medium; internal communication between two components, or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.
[0053] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of the features. "Multiple" means two or more, unless otherwise clearly and specifically defined. And the descriptions of terms such as "some embodiments" and "exemplarily" mean that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application.
[0054] The illustrative descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and integrate different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless they are mutually inconsistent.
[0055] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can modify, replace and modify the above embodiments within the scope of the present application. Therefore, any changes or modifications made in accordance with the claims and description of the present application should fall within the scope of the patent covered by this application.
Claims
1. A vehicle body structure, characterized in that: include: A front vehicle body, wherein the front vehicle body is an integral die-cast component and is integrally formed with a plurality of first reinforcing ribs; A rear vehicle body, wherein the rear vehicle body is an integral die-cast component and is integrally formed with a plurality of second reinforcing ribs; and The intermediate connecting member includes an upper side beam and a sill beam, the front end of the upper side beam is integrally connected to the upper end of the front vehicle body, and the rear end of the upper side beam is integrally connected to the upper end of the rear vehicle body; the front end of the sill beam is integrally connected to the lower end of the front vehicle body, and the rear end of the sill beam is integrally connected to the lower end of the rear vehicle body; wherein, The intermediate connecting member is integrally formed with a plurality of third reinforcing ribs and a fourth reinforcing rib; the third reinforcing rib is distributed at the front end and the rear end of the upper side beam, and is connected to the first reinforcing rib at the front end of the upper side beam, and is connected to the second reinforcing rib at the rear end of the upper side beam; the fourth reinforcing rib is distributed at the front end and the rear end of the sill beam, and is connected to the first reinforcing rib at the front end of the sill beam, and is connected to the second reinforcing rib at the rear end of the sill beam.
2. The vehicle body structure according to claim 1, characterized in that: The front vehicle body includes an integrally formed front longitudinal beam, a front wheel housing inner panel and a first pillar, wherein: The front longitudinal beam extends along the length direction of the vehicle and has a first end and a second end distributed in the length direction of the vehicle, the second end extending obliquely downward from front to rear along the height direction of the vehicle and connected to the front end of the rocker beam; The front wheel house inner panel is connected to the upper end surface of the front longitudinal beam in an upwardly curved shape, the front end of the front wheel house inner panel is connected to the first end, the rear end of the front wheel house inner panel extends downward along the vehicle height direction to be connected to the second end, and expands outward in an arc shape from front to rear along the vehicle width direction to be connected to the outer side surface of the rocker beam; The first pillar is extended along the height direction of the vehicle and is connected to the front wheel housing inner panel at the front side, connected to the upper side rail at the upper end, and connected to the rocker beam at the lower end; The first reinforcing rib is distributed throughout the front longitudinal beam and the first pillar, and is extended through the front wheel housing inner panel to form a whole.
3. The vehicle body structure according to claim 2, characterized in that: The front vehicle body also includes a shock-absorbing tower, which is formed on the upper end surface of the front longitudinal beam and constitutes the middle structure of the front wheel cover inner panel to connect the front and rear ends of the front wheel cover inner panel; the shock-absorbing tower includes a top wall and a side wall, and the first reinforcing rib extends upward from the front longitudinal beam along the side wall to the top wall.
4. The vehicle body structure according to claim 3, characterized in that: The front vehicle body also includes a first front suspension mounting bracket and a second front suspension mounting bracket. The first front suspension mounting bracket is formed on the lower end surface of the front longitudinal beam corresponding to the shock tower, and the second front suspension mounting bracket is formed on the second end of the front longitudinal beam corresponding to the first pillar.
5. The vehicle body structure according to claim 1, characterized in that: The rear vehicle body includes an integrally formed rear longitudinal beam, a rear wheel housing inner plate and a second pillar, wherein: The rear longitudinal beam extends along the length direction of the vehicle and has a third end and a fourth end distributed in the length direction of the vehicle. The third end extends obliquely downward from the rear to the front along the height direction of the vehicle and is connected to the rear end of the rocker beam. The rear wheelhouse inner panel is connected to the upper end surface of the rear longitudinal beam in an upwardly curved shape, the rear end of the rear wheelhouse inner panel is connected to the fourth end, the front end of the rear wheelhouse inner panel extends downward along the vehicle height direction to be connected to the third end, and expands outward in an arc shape from rear to front along the vehicle width direction to be connected to the outer side surface of the rocker beam; The second pillar is extended along the height direction of the vehicle and connected to the upper side rail at the upper end and connected to the rear wheel housing inner panel at the lower end; The second reinforcing rib is distributed throughout the rear longitudinal beam and the second pillar, and is extended through the rear wheel housing inner panel to form a whole.
6. The vehicle body structure according to claim 5, characterized in that: The rear vehicle body also includes a shock absorber mounting seat, which is formed in the middle of the rear wheel housing inner panel corresponding to the second pillar. The second reinforcing rib located on the second pillar extends downward along the rear wheel housing inner panel to the upper end surface of the shock absorber mounting seat, and the second reinforcing rib located on the rear longitudinal beam extends upward along the rear wheel housing inner panel to the lower end surface of the shock absorber mounting seat.
7. The vehicle body structure according to claim 6, characterized in that: The rear vehicle body also includes a first rear suspension mounting bracket and several second rear suspension mounting brackets. The first rear suspension mounting bracket is formed on the lower end surface of the rear longitudinal beam corresponding to the shock absorber mounting seat, and the several second rear suspension mounting brackets are distributed on the rear longitudinal beam at intervals along the length direction of the vehicle.
8. The vehicle body structure according to any one of claims 1 to 7, characterized in that: The front end of the upper side beam is integrally connected to the rear end of the upper side beam, and the third reinforcing rib located at the front end of the upper side beam is integrally connected to the third reinforcing rib located at the rear end of the upper side beam; the front end of the sill beam is integrally connected to the rear end of the sill beam, and the fourth reinforcing rib located at the front end of the sill beam is integrally connected to the fourth reinforcing rib located at the rear end of the sill beam.
9. The vehicle body structure according to any one of claims 1 to 7, characterized in that: The intermediate connecting member further includes a third column made of steel, the third column extending along the vehicle height direction and having an upper end and a lower end distributed at both ends along the vehicle height direction, wherein: The front end and rear end of the roof side rail are arranged in a split type, and the upper end of the third pillar extends to both ends along the length direction of the vehicle to be respectively connected to the front end and rear end of the roof side rail; The front end and the rear end of the door sill beam are arranged in a split type, and the lower end of the third column extends to both ends along the length direction of the vehicle to be respectively connected to the front end and the rear end of the door sill beam.
10. A vehicle, characterized in that: It comprises a plurality of cross beams and two vehicle body structures as described in any one of claims 1 to 9, wherein the two vehicle body structures are spaced apart and symmetrically arranged along the vehicle width direction, and the plurality of cross beams are spaced apart along the vehicle length direction and extend between the two vehicle body structures along the vehicle width direction, and the cross beams are fixedly connected to the two vehicle body structures at both ends in the vehicle width direction.